Beiträge von The Big Lebowski

Erst die Korken knallen lassen, wenn die Flieger gebaut und bezahlt sind. Es wurden auch schon mal 100 Lear 60 bei Bombardier bestellt, und dann abbestellt.....

Zitat von Disco2000

W124 500E

Die hatten aber Probleme mit dem Getriebe, soweit ich mich erinnern kann, als die Autos rauskamen....

Zitat von Disco2000

auch wenns ein bisschen Spät ist, da hat mal einer einen Top Geschmack... warum haste den W126 verkauft?

Weil mir damals ein nagelneuer Volvo V70 T5 dazwischenkam, und ich den letzten 126er ( 560 SEC) zu nem absoluten Hammerpreis von 44 000 ,- DM verkaufen konnte, und ich hatte den Wagen ( ein Rentnerauto mit nem Traumscheckheft und damals 53000 KM) für 35000 ,- gekauft. Der Typ wollte ihn unbedingt haben, und wir stehen heute noch in Kontakt.

Zitat von Georg Beyer

Von mir ermittelte Höchstgeschwindigkeit gemäß GPS 230KM/h,

Mit nem Neuwagen?? Warum quälst du das Auto derart??
Ob die Motoren eingefahren sind spielt keine Rolle. Getriebe sind gewiss nicht eingefahren, Reifen noch neu ( brauchen manchmal auch ein oder zweihundert Kilometer),......
Gibt zig Gründe, sowas nicht zu tun. Und wenn man nen Neuwagen so behandelt, wird der keine 17 Jahre alt.
Alleine was der Turbo mitmachen muß, wenn der Wagen abregeln sollte, und dies nicht tut.

Zitat von Frank

Ich weiss nicht aus welcher Welt das ist, STR oder so vielleicht.

Naja, wenn deine eigene Welt nicht größer ist, wie FRA, ist das für mich schon bedauerlich.

Zitat von Frank

In Frankfurt werden täglich hunderte Flieger betankt wenn Paxe drin sind. Ohne Feuerwehr. Meistens is der fueler erst 30min vor Abfahrt fertig, manchmal érst 5min vor push.

Wenn es die Flughafenbenutzungsorder erlaubt ist das kein Problem, die Crew dementsprechend eingewiesen ist auch nicht, versicherungstechnische Fragen geklärt sind auch nicht.
Einschub: DIe Sprechverbindung war mir noch gar nicht bekannt.....

Zitat von Frank

Tanken stoppen wegen boarding => blödsinn

Danke für diesen sehr sachlichen Kommentar. Zeigt er doch klar auf, daß es hier im Forum Leute gibt, die über Allwissen und unendliche Weisheit sowie Berufserfahrung auf Plätzen weltweit über die letzten 80 Jahre hinweg sammeln konnten.....
Zudem werde ich in diesem Thema auch nix mehr posten, da ich gegen dies hier versammelte, geballte Wissen nicht ankommen kann. Zudem möchte ich, nachdem ich versuchte meine Erlebnisse mitzuteilen, euch, die Allwissenden nicht der Mühe aussetzen, meine Beiträge zu hinterfragen oder zu verifizieren. Ich möchte nicht der Gotteslästerung bezichtigt werden, und euch nicht stören, wenn ihr euch in eurem eigenen Glanz sonnt. :chill:

Jetzt bin ich gespannt, wer als Erster bellt........

The Rocky Horror Picture Show

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@Tom:
Ich habe meinen ersten Post in diesem Thread geändert.

Zitat von The Big Lebowski

Die gesetzlichen Bestimmungen kenne ich nicht mehr en details

Zitat von The Big Lebowski

Die Entsorgung von 30 tons Sprit geht in die zehntausende von €uronen.

Zitat von Disco2000

Dein STR Beispiel hat allerdings wenig mit Tankering / Durchtanken zu tun, das sind reine Perfomance fragen.

Logo, habe ich auch nicht bestritten oder verneint. Wenn aber der CPT in persona 3 mal die Treppe runter gehoppelt kommt , um innerhalb von 10 Minuten das block fuel um +/- 3,8 tons zu ändern, ist die Performance nur ein Teilaspekt.
Es gibt aber auch Airlines, die lassen die Paxe einsteigen, während des Tankens, und dann maulen, wenn man das Tanken einstellt, weil man dazu die Feuerwehr benötigt. Vorher hat das Cockpit aber noch freudestrahlend verkündet, daß man noch ne Menge Zeit hätte und deswegen unbedingt durchtanken muß ( will), dann aber doch nicht durchtanken will, weil man hört, daß die Feuerwehr 350 € verlangt, wenn sie daneben steht, und mit dem vorhandenen Sprit losfliegt.

Zitat von ICKE

wie alt sind denn deine Erfahrungen?

5 Jahre. Spielt das eine Rolle, oder wird heutzutage ein anderer Sprit verwendet. Die Luftfahrt benützt doch noch immer Jet A 1??
Und das Enttanken ein Shice is, weiss ich selber. Man kann auch nicht mit den vollen 55 PSI wie beim Tanken raussaugen ( sonst zieht man die Leitung zusammen wie ne Coladose) Bei entsprechenden Mengen steht man ganz schön lange. Gegenfrage: Wann hast du die letzte Analyse von Jet A1 durchgeführt?? Was waren deine Ergebnisse?? Wieviel schwebende Teilchen hattest denn du?? :ironie:

Zitat von ICKE

Und dein von dir angebrachtes Beispiel klingt sehr stark nach Spezial- und Einzelfall.

Die Delta nach Atlanta geht in STR in 90 von 100 Fällen immer auf der 07 raus, egal welche Bahn auf ist.
Sicher ist es ein Einzelfall gewesen. Wenn man aber sooft defuelen muß, sollte man überlegen, wo Shice gebaut wird, oder täusche ich mich da??

Zitat von RoyalToto

So langsam, wüsste ich schon gerne, wo du deine Info's her hast.

Vier Jahre Flieger betankt.Im Tanklager demnach auch, und die dazugehörigen Analysen durchgeführt. Reicht das??
Die gesetzlichen Bestimmungen kenne ich nicht mehr en details. Aber vom praktischen Standpunkt aus gesehen, spricht nix dagegen

Zitat von RoyalToto

Wenn man Pro tank 500 Euro spart, weil der Sprit für uns in Frankfurt doppelt so teuer ist als in Amsterdam?

Auf so ner Strecke ja, absolut richtig.
Wenn man aber z. Bsp. in EDDS mit nem vollen Bobby raus will, durchtanken will, nen Start von der 07 plant, weil man den Slope von 0,9° ausnützen will ( Höhenunterschied etwa 17 Meter), dann aber die Bahn gedreht wird, man dann über die 25 rausmüsste, aber auf die 07 besteht, weil man die Weidacher Höhe in Richtung Westen im Weg hat, dann wiederum an der Schwelle 07 steht und 20 Minuten wartet, dann frage ich mich, was man gespart hat.........

Zitat von ICKE

Das Absaugen ist an sich nicht das Problem. Eher die Entsorgung. Sprit, der ein Mal im Tank war, gilt als Sondermüll. Die eigene Airline darf es noch verwenden, aber an andere wirst du es nicht mehr los.

Warum denn das??
Kann ich für meinen Teil nicht bestätigen. Man macht nen Millipore Test ( für schwebende Wasser- und andere Teilchen), hält noch zusätzliche Teststreifen rein, saugt durch nen Filter und gut ist. Wenn der abgesaugte Sprit alle Qualitätsmaßstäbe erfüllt, könnte er weiterverkauft werden, oder an nem großen Platz, wird er für die gleiche Airline wiederverwendet.
Zudem kann ich aus eigener Erfahrung sagen, daß die Unsitte bei jedem Flug durchtanken zu wollen die Hauptursache ist, wenn zu viel Sprit an Bord ist, zumindest gehen meine eigenen Erfahrungen in diese Richtung.
Die Entsorgung von 30 tons Sprit geht in die zehntausende von €uronen.
Zudem tanken gewerbliche Operator aufgrund ihres AOCs oder nem Steuerbefreiungsschein mineralölsteuerbefreit. Wenn man also den Sprit als Heizmaterial verkaufen würde, käme auf die Menge noch die Mineralölsteuer noch drauf, die die Company noch zu tragen hätte.
Das Hauptproblem ist eher nen leeren FTW zu finden, und die Zeit, die das ganze in Anspruch nimmt.

Edith hat das Wort "darf" gegen ein großes "könnte" abgeändert. Aus Gründen des Forenfriedens :ironie:

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A day with Global Express: our pilot compares the ultra-long-range Bombardier bizjet to "a sports car which transmits its exuberant feelings to the pilot"
The pre-flight walkround was straightforward. Notable was the refuelling panel situated under the starboard wing, where the aircraft could take on a full load of 19.7 tonnes of fuel in trader 20 minutes. Also worthy of note was the horizontal stabiliser constructed entirely of carbon fibre. A number of other non-structural parts on Global Express are constructed in Kevlar and other alloys based on carbon. Four electrically signalled multi-function spoilers, also in carbon fibre, act to assist aileron control and response, and act as speed brakes or lift dumpers. The Rolls-Royce BR710 turbofans, with a thrust of 66.1kN each, are easily accessible as they are set relatively low for an aircraft of this type.
We climb aboard and retract the stairway electrically. The diameter of the fuselage provides a very comfortable standing position. On the flight deck, the pilot seats are comfortable, the sensation of space agreeable and the ergonomics excellent. On the other hand, it is difficult to see the wingtips, since they are situated so far back.
Honeywell avionics
Honeywell has been responsible for the avionics and systems integration around its Primus 2000XP suite. They have done a good job: the workplace is logically arranged and efficient, centered around six colour screens--two Primary Flight Displays (PFD), two multi-function displays (MFD), one engine indication and crew alerting system (EICAS) and a weather radar display.
All switches should normally be in the "auto" position, from the three positions available "off", "auto" and "manual". For example, start up of the APU is initiated by moving a rotary switch from "off" to "start", when the page appears on the MFD. Once the start sequence is complete, the electrical system carries out its own functional tests. By selecting the MFD screen page the pilots can verity the different electrical circuits. The air conditioning operates in the same way, its do all the other systems in the "auto" mode.
From a single keyboard we programme the FMS at the same time, with the day's data (wind speed and direction, temperature, state of the runway, etc). This information could also be sent directly to the FMS from a ground facility
MGTOW is 43 tonnes (93,000lbs), but at today's weight of only 26.8 tonnes (59,000lbs), the FMS calculated our take-off distance at 837m, with an engine pressure ratio (EPR) of 1.54. This is the value that the auto-throttle will set for take-off. V1, equal to VR today, is 93 knots, V2 112 knots and Vfto (V1 factored for flexible takeoff power settings) 148 knots.
The triple inertial reference systems (IRS) are aligned, with the FMS correcting, and anticipating any variations between them. We pre-select our altitude after take-off to 1,500ft (500m) and our airspeed at 200 knots. The operating speed range of Global Express is from 106 knots (at SL 24t TOW) to Mach 0.88.
There are few normal switches on board this aircraft. They have been replaced by "intelligent" contacts and semi-conductor power controllers, displayed and accessible via the displays for the electrical system. In addition, a central warning system CAIMS (central aircraft information and maintenance system) allows pilots and maintainers to diagnose the origins of a technical problem, and even to identify the part number of the defective item.
Engine start up is initiated by a rocker switch. The EEC (electronic engine controller) watches over all phases of the start cycle and protects the engine from any over-temperature situation, or other anomaly. We complete the after-start checks and taxi out towards the runway. A remark here--the electric braking and nose steering system make it really easy to control the aircraft. Pre-takeoff checks include flap and leading edge slat deployment. Once lined up I engage file auto-throttle feature and advance both throttles a few centimetres. The auto-throttle then takes over and regulates the amount of power for take-off. Acceleration is powerful but progressive. Manny calls out "80 knots", then V1/Vr after less than 600m ground run. I follow the flight director bars, which indicate a 15 degree attitude. Hardly necessary to say that we're soon at 1,500ft. The undercarriage, flaps and slats are retracted, the yaw damper engaged and while I maintain heading and altitude the auto-throttle adjusts power to maintain 200 knots.
Rough ride
I must say that in the conditions of turbulence we found, the ride was rough. Each shock is felt through the airframe. The Global Express is like a sports car which transmits its exuberant feelings to the pilot. The passengers may perhaps not be so thrilled, but Toronto control authorises us to climb and calm again reigns on board. I set 300 knots on the auto-throttle. The climb rate settles down at 4,000 ft/min. I engage the auto-pilot and we reach FL330 (11,000m) in around 13 minutes. Acceleration to Mach 0.85 takes less than a minute, while fuel consumption indicates 951 kg/hr per engine. A nice feature is that our route and the test area boundary is very readable on our displays.
I start our evaluation with some steep turns. The roll rate is impressive and control very precise, a little like an aerobatic aircraft. The artificial feel transmitted to the pilot is realistic, with relatively light control forces. When the aircraft is stabilised in a turn, one just has to centre the control column, ,and the height barely changes.
Next I slow up the aircraft for a look at a clean stall. As the speed unwinds, I see the red low-speed bar move up the airspeed indicator, until at a certain point the stick shaker cuts in. I noted no unexpected pre-stall flight characteristics.
now wanted to examine whether a Dutch roll is easy to control manually. With such a highly swept wing, I expected the worst. Manny switched off the yaw damper, and I made some progressive rudder inputs. 1 noticed that, if I did nothing, the oscillations had a tendency to increase in intensity. But if I countered them with an aileron control input they rapidly damped out. I again made some rudder inputs and Manny switched the yaw damper back on. Less than two seconds were needed to cancel out all uncomfortable movement.
Next I cut the power on one engine and advanced the throttle of the other to simulate an engine failure. I felt little input from the yaw damper, and the aircraft was perfectly controllable.
We were then cleared to FL510 (15,500m), the Global Express's ceiling. I donned my oxygen mask because should a depressurisation occur at this altitude, we would have too little time to react without oxygen. I try a few turns at 20 degrees bank angle and again I find the aircraft displays very good stability in all three axes. At Mach 0.83, indicated airspeed is 200 knots, and our clean stall speed is 158 knots.
On the way down to Dorval we use the vertical navigation system. The descent profile comes up on the display, as well as the horizontal navigation profile. The clarity of the information presented to the pilots is probably one of the best safety features of this aircraft.
Popping the spoilers/airbrakes produces no attitude change, just a slight vibration, which is hardly felt on the flight deck. Passing Mmo (maximum Mach operating) is a non-event. Apart from an overspeed warning, nothing happens. During flight tests the aircraft attained the speed of Mach 0.994 without problems.
Impressive roll response
The weather at Dorval is excellent as we prepare for an ILS to runway 24. Our touchdown weight will be 24.4 tonnes and the FMS tells us that the landing distance over 50ft will be 1024m. Vref will be 106 knots, Vac 116 knots and Vfto 141 knots. I disengage the autopilot for a manual approach. We need just a nudge more than idle power to maintain Vref with full flap and slats. Airbrakes may be used down to 300ft. On short finals we encounter some wind shear which again shows the impressive roll response rate of this aircraft to advantage.
At the round out, the nose tip attitude is pronounced, but touch down is smooth thanks to the configuration of the Messier Dowty gear. Thrust reverse is easily selected by moving the throttles aft beyond the idle detente. Reverse is cancelled automatically from 60 knots, and the engines are back at idle by the time the aircraft comes to a stop.
Global Express is priced at $44 million, without an interior, which could add between $7 and $15 million to the price, according to customer requirements. About 90 aircraft are today in service around the world. It offers its fortunate owner a range of 6,500nm (12,000km), which translates into a trip from Tokyo to Montreal in just 11 hours 22 minutes.

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Risszeichnung in 2000 X 1166

Die erste 737- 100 wird regelmäßig bewegt, um sie flugfähig zu halten....dies geschiet mit high speed taxi runs......

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Pilot Report Video von der Financial Times

Zitat

Pilot Report: Dassault Falcon 900LX

By: Robert P. Mark
January 1, 2011
Business Aviation Aircraft

Winglets boost range to 4,750 nm, and this newest edition of Dassault’s enduring trijet remains every inch a Falcon

From a distance, the exterior of the Dassault Falcon 900LX–F-WWFB–reminded me of a lady caught without her makeup when I saw her sitting on the ramp outside Epps Aviation at Atlanta’s Peachtree Airport (PDK). The LX had just completed the ferry flight from the Merignac, France assembly facility in time for NBAA 2010’s static display and was still painted pewter gray with odd patches of the green primer that adorns jets when they arrive at the paint shop. My goal this sunny afternoon was to put the 50,000-pound aircraft through its paces to learn how it compared to the earlier Falcon 900EX.

The 900LX’s winglets–the same ones used on the 2000LX–are the only noticeable difference between the LX and EX and allow the new Falcon to fly 4,750 nm (about 5 percent farther than a standard equipped 900EX and 12.5 percent farther than the earlier 900DX). Maximum takeoff weight of the LX remains at 49,200 pounds. After July, though, the decision on which 900 to purchase was made easy, since arrival of the LX means the end of the production line for the 900EX.

Like earlier 900 variants, the LX offers operators significant flexibility in load-carrying capacity, range and short-field capabilities. The ability to get a 900LX into and out of short runways, for instance, is enhanced because its single centerline thrust reverser sits high above the ground, allowing reverse power to be maintained right up to a full stop. Most other jets require closing the reverser buckets by 50 to 60 knots to avoid sucking FOD into the engine. The heated rear baggage compartment–accessible in flight–stores up to 127 cu ft or just shy of a ton-and-a-half of cargo. The outside cargo door incorporates a step, and Dassault claims one person can load everything. Years of sore shoulders, though, tell me that I’d ask a line person or the other pilot for help before lifting big bags almost to shoulder height for storage (why not a little internal pulley system to ease the lifting of big articles?). Cabin height and width on the 900LX are of course in line with other Falcon models at 6 ft 2 in and 7 ft 8 in, respectively. The 900LX cabin is 33 ft 2 in long, approximately six feet shorter than the 7X’s.

Powerplants on all versions of the 900 have remained unchanged, with three Honeywell TFE731-60s producing 5,000 pounds of thrust each. Dassault is the only manufacturer to offer the seemingly more thirsty three-engined aircraft in favor of the reliability of that extra powerplant, as well as the added performance from short or high runways. Like all other Falcons, the 900LX uses Honeywell Primus avionics as the base platform for the EASy cockpit avionics, featuring four 14.1-inch flat-panel LCD screens and a cursor control device–the aircraft trackball–system now standard on most business jets.

The Flight
More perfect first-flight weather could not have been had in mid October–clear and 20–as I began the preflight of “WFB” with Dassault Merignac chief pilot Frédéric Lascourréges at my side. To be fair to 900LX competitors, the “green” interior-free aircraft I flew at NBAA was extremely light with a 24,000-pound basic operating weight. A standard-equipped 900LX BOW should end up closer to 26,500 pounds. Even with our planned 9,400-pound fuel load, the airplane still weighed in 15,500 pounds below mtow. This means the standard 900LX will carry a substantial load from London City (LCY)–all Falcons are LCY qualified–with enough fuel to make Gander nonstop.

A pre-flight walk around the LX is quick since there’s little protruding into the slipstream other than temperature and airspeed probes. After making sure all external doors are locked and that no critters have crawled into the landing-gear wells, it was time to climb in to the left seat, a maneuver made easier since both seats slide back from the panel and then outboard with a reverse process to prepare for flight. I still appreciate the fact that there are aircraft of this category that employ an opening side window for a little fresh air in the cockpit if the systems are shut down. Just remember though–I didn’t–that no amount of pulling will open the thing if the cockpit air is running and adding pressure to the cabin. Pre-start checks include little more than a warning-light test, flip on the APU master and start the APU. Once the APU generator draw drops below 300 amps, all systems can be powered up. A confirmation of the aircraft position to the FMS and we were ready to start the engines.

Since this is still a Falcon 900, engine startup has not changed and we were quickly ready to head toward runway 20L at PDK, except for a brief stop on the taxiway while a Gulfstream carrying the Dalai Lama crossed in front of us on its way to Signature Flight Support. At this weight and even at idle, releasing the brakes meant the 900LX accelerated on the taxiway like an airplane that really did want to fly. Looking back now, I should have tried pulling the reverser open on the taxiway just to see how that might have affected taxi speed when the aircraft is light. We planned this as a slats/flaps 2 takeoff, and I checked out the left window to verify that the leading-edge devices had fallen into place. There’s also a confirmation graphic on the left side of the PFD. At this weight, the system calculated a V1 of 99 knots, Vr and V2 of 112, and a flap retract speed of 137. If we needed to come back due to some emergency, we briefed that I would fly the aircraft and Frederic would run the checklists. Our return ref speed would be 119 knots. It was here that Frederic mentioned that relatively heavy takeoffs–even considering second segment climb restrictions–are a breeze on this trijet, even out of La Paz, Bolivia, where the field elevation is 13,300 feet.

A Gallic Rocket
With dual Fadecs, the three thrust levers could go forward to the stops, upon which the 900LX accelerated quickly. We were airborne in less than half of PDK’s 6,000-foot runway and with a mere 10-degree nose-up pitch in the climb, it was tough holding the speed down until 10,000 feet. Steeper than that, though, would have made visibility difficult in one of the world’s busiest terminal areas. After that the aircraft was a rocket, with the VSI showing about 3,500 fpm at 250 kias. With a few ATC restrictions, we leveled at FL 200 in seven minutes and the nice folks on the east side of ATL Center’s airspace said we could do pretty much anything we wanted once we cleared the arrival airspace near Colliers VOR, where I set up for steep turns to test handling. I helped with some culture shock as Frederic the Frenchman occasionally struggled to understand what the center controller, with a deep Georgia accent, was trying to tell us, jumping into the mix occasionally to assist with the translation–both ways.

Given a chance, as in these steep turns, all Falcons demonstrate their fighter aircraft heritage. In a 50-degree bank at 260 knots and even with the “bank angle” warning sounding in the background, the pilot can easily trim the LX to fly hands off. I tried the same thing at FL 350 just to be sure there were no differences up high, as well as at a lower airspeed to feel the differences. Like any aircraft, the LX is a little heavier in the turns at lower speeds, a characteristic that I also noticed a bit later in the VFR circuit back at PDK.

I was hand-flying the 900 back to PDK, descending through FL 310, when ATC asked for a rapid descent. My instructor nodded and I complied with flight idle, nose-down trim set at an exciting 15 degrees and speed brakes at two. The rate of descent was about 11,000 fpm at 300 knots indicated with the pressurization coping easily. Speed-brake vibration was minimal, meaning that in the clouds the folks in back would never know what was happening. The only thing I really did not like during the flight was the 900LX’s altitude alerter. I realize it has been around in this format for a while, but it simply yells “altitude” when you’re within 1,000 feet of what is set in the alerter. Every time it sounded, I thought I’d already blown past the selected altitude.

The first approach was a coupled ILS back to 20L. Our landing weight was just over 31,000 pounds, giving us a ref speed of 114, about what I’d expect in the Hawker 800 I used to fly. The FMS calculated we’d need 2,700 feet to bring the aircraft to a full stop, but in fact we planned to turn the approach into a touch-and-go and remain VFR in the pattern. The autopilot performed well, and at minimums I popped it off to complete the landing. I was a few knots above ref as I crossed the threshold and felt the 900 floated a bit that first time before touchdown. Just after I lowered the nose to the ground, I pushed the thrust levers forward to the stop, waited for the three Honeywell fans to spool up and in what seemed like no time we found ourselves in the traffic pattern again for 20L. This time I pulled the center engine to idle and completed the approach on two. The difference between two and three engines was not noticeable, although performing the exercise at this weight wasn’t the most effective demonstration. I found the 900LX a tad heavy in roll at traffic-pattern speeds of 140 knots or so. I went to idle thrust at 50 feet, but was on ref speed this time and the airplane had no tendency to float.

Unfortunately, we were out of time for any additional local flying, which also meant no opportunity to gauge the long legs of the 900LX. On the crossing from France, the ferry pilots’ data records noted airspeeds as high as Mach 0.83 at altitudes as high as FL430. Having left the factory in France with 18,000 pounds of fuel, they landed eight hours later at TEB with 4,000 pounds remaining. From my first experience flying Falcons–admittedly the 7X was a great model in which to begin a few years ago at Le Bourget–I’ve heard a drum beat of chatter about how Dassault builds its aircraft, designed in part and tested by fighter pilots. No other manufacturer can claim the experience of transferring to its business jets the knowledge gained while building fighters of the caliber of the Mirage or Rafale. The Falcon 7X is, of course, the first fly-by-wire purpose-built business jet.

Years ago while flying a competitor aircraft, I used to listen to a crusty old maintenance chief wishing, day after day, to replace our then current aircraft with a Falcon. For many in business aviation, that same wish list persists today. After a flight of only an hour-and-a-half, it was clear to me the winglet-equipped 900LX is a worthy successor to the 900EX.

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Bilderquelle!

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Naja, wenn ne Falcon daneben steht oder ne Gulf, würde ich diese eher stehen lassen......

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Another Attempt
But thanks to some helpful Embraer employees and a much improved weather outlook a few days later, I had an opportunity to fly the Legacy once again.
Having been through most of the preflight and start checks on the previous flight, Romanelli and I again departed FLL northeastward, with the OAT showing a toasty 33 degrees C. V1 was 115 knots; Vr, 125 knots; and V2, 130 knots. With 11,170 pounds of fuel on board, the aircraft weighed 41,674 pounds at takeoff. Climbing through 10,000 feet, I engaged the autopilot and set the speed bug for 290 knots. The airplane complied and I saw a rate of climb nearing 2,300 fpm. There is no doubt the Legacy is a quick climber, although we were operating at nearly the same weight as the first flight–some 7,000 pounds under gross weight.
Leaving FL240, I removed the headphones for a noise check, and although I found the noise quite tolerable during the time I had the headphones off, I actually found myself anxious to put them back on, which speaks volumes about the noise-canceling Sennheisers. They sat extremely light on my head and put a serious dent in the noise level that is normally found in any cockpit. I really enjoyed flying with them.
We again filed toward Savannah and climbed straight to FL370, an altitude we reached in 23 minutes. Crossing traffic prevented a direct climb to FL390 for almost 10 minutes. Cabin altitude at FL370 was 7,400 feet. An OAT of -51 degrees C produced 462 ktas, with a fuel flow of 1,270 pph per engine. While level at FL370, I took an opportunity to walk back in the cabin to check the noise level.
The noise shroud Embraer developed for the area around the entrance door is wonderful. When you remove the shroud to test the difference, the increase in the noise makes you wonder why other manufacturers haven’t already thought of adding this.
Sitting in the rear of the cabin, I found the noise level much quieter than in other parts of the cabin, and on a long flight I’d head back there. There was a definite increase in cabin noise as I walked forward near the wing root.
I returned to the cockpit as Romanelli finished the climb to FL390 for our speed check. We eventually saw Mach 0.791 with a fuel burn of approximately 1,100 pph per side at an OAT of -57 degrees C. Long-range cruise at this altitude means pulling the speed back to about Mach 0.72. Cabin differential here was 8.0 and gave us an 8,100-foot altitude.
Handling Characteristics
I turned off the autopilot and performed a few steep turns to aim us back toward our first stop, Florida’s Orlando Executive Airport. Like most airplanes, if you trim properly in 45- to 60-degree banks and goose the power just slightly, the Legacy will hold altitude nicely with a minimum of pilot input.
The aileron and the rudder are hydraulically boosted, but the elevator is conventionally controlled. The turns proved to be a non-event as we started our descent, and the superb visibility out the windows was evident in both directions. I recoupled the automation and set up for the back course into Runway 25 at Orlando Exec. Vref was 126 knots. Still speeding along at 285 knots through 14,000 feet, I again removed my headset and comfortably held a conversation with Romanelli.
Orlando Approach was extremely busy as we arrived and offered us only a visual approach, but ATC approved a square turn to final to allow us to capture the localizer. Perhaps because of the 40-degree angle of intercept, the airplane never did couple and flew through the localizer at the five-mile point. I disengaged the autopilot and hand flew the airplane. Once configured at flaps 45, the Legacy has a very solid feel all the way to the ground. This time I was ready for the slight nose heaviness of the airplane and flared for a smooth connection with the ground and a touch-and-go on the 6,000-foot runway. I steered as Romanelli brought the flaps up to 9, and we were off again with ample runway to spare.
Despite the fact that the tower controller could not seem to understand the difference between a PT and an N-registered aircraft, we remained in right closed traffic. I had to quickly pull the power back during the climb to keep the speed manageable and remain beneath the traffic on final for the 18s at Orlando Executive. The Legacy is fast down low, something the pilot needs to be ready for.
Opposite the numbers, I called for flaps 18 and gear and slowed to 140 knots. Once the gear and flaps are down, traffic patterns are easy, despite the fact that the tower sequenced us behind an Aztec that forced me to perform a few S-turns. We completed two more VFR patterns before our full stop for some fuel. I was getting comfortable in the airplane after about two-and-a-half hours of flying. I realized there was little not to like on this airplane.
On our takeoff from Executive, we filed for 14,000 feet toward Fort Myers, Fla., for some additional air work before returning to FLL. It was mid-afternoon again and we made a few tight turns right after takeoff to remain clear of the rapidly building cells. The deviation continued until we were 40 miles southwest of MCO, with many buildups climbing faster than the Legacy.
But we did slow the aircraft to simulate some single-engine work while we were still down low. With climb power on both engines, Romanelli pulled back the right thrust lever. Granted, we were 4,800 pounds below gross, but if I had not been watching the skid/slip indicator, I would almost never have even detected the engine failure because of the boost the hydraulic system offers to the rudder, (except, of course,for the subsequent reduction in airspeed).
The procedure after an engine failure is V2+15 with flaps at the takeoff setting until the level-off altitude, when the flaps are brought up and the climb continued. I performed a number of turns with one engine pulled back, and other than some additional rudder there was little difference from the steep turns at altitude. We spent another 10 minutes with more configuration changes and the right engine still at idle.
Conclusion
I really liked flying this airplane, so much that I tried quite a few more steep turns at 14,000 feet as we sashayed around more buildups. As we approached Fort Myers, Miami Center asked us to descend to 13,000 feet to set up for the STAR to FLL. Rather than simply descend, Romanelli had me slow the airplane clean to the shaker and then recover from the stall on the way down. As I brought the power up and flew through the shaker there was no tendency to fall off on either wing. Stalls seemed like another non-event. (Of course, I knew it was coming.)
The arrival to FLL gave us ample opportunity to dodge more cells that were now building into mean lines of thunderstorms over the Everglades. Not wanting to cause Miami too much grief, we kept our speed up but mentioned we’d be slowing on final if they concurred. They weren’t very happy, but said OK as Romanelli pulled the left engine to idle and we set up for a single-engine, coupled ILS to 9L.
If you’ve flown into Fort Lauderdale, you know that ILS 9L is a bit wavy, so I was not surprised when the airplane began hunting for the localizer. We planned a flaps 22 approach with a Vref of 126 knots. Despite a relatively mild southeast wind, the autopilot gave up the fight trying to hold the localizer at around 400 feet on final. Despite that, I touched down smoothly, and using only the right reverser and brakes, I had the airplane stopped in about 4,000 feet.
The Legacy handles as easily as the Hawker. It was easy to handle down low, and the trailing-link gear makes almost every landing feel good, albeit solid. Moore believes the Legacy is “very forgiving, with good control harmony. Overall, I think it is a well designed aircraft.” The airplane can easily be flown one-handed, I learned, but a firm grip on the handlebars–sorry, yoke–was easier for me. But I did come to realize that with too much pressure you can easily over-control, as I did during the first few approaches when I wagged the wings much like I did my first few times in a Learjet.

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Das ist ein Pilot Report des Vorgängers der aktuellen Legacy 650. Also dürften hier und da ein paar Verbesserungen zu erwarten sein.

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[video]

Zitat

Light the Fires
Once back in the cockpit, a quick look at the eyebrow panel confirms that systems are easy to troubleshoot. But the redundancy built into the Legacy probably won’t offer a pilot much practice with broken items. The aircraft has five 500-amp generators on board, for example, with two on each engine and one on the APU, any one of which can support the entire aircraft. The APU can be air-started up to FL300.
The eyebrow panel also does not extend very high above the pilot’s head, something us old guys with bifocals appreciate. A nice troubleshooting touch is that Embraer has retained the “Miss Brasilia” aural warning system most EMB-120 pilots will remember instead of numerous chimes and bells. Nobody at Embraer claims to know the identity of the sultry voice that warns of oncoming trouble.
The only faults I found in the cockpit were minor, yet somewhat annoying for an aircraft as well thought out as the Legacy. The plastic pull-out trays just below the glareshield used to hold the checklist are so flimsy that the slightest pressure would probably snap them off in your hand. The checklist is also not stored anywhere digitally, which struck me as odd, considering all the other automation on the airplane.
The “before start” flow checklist is pretty simple since everything is depicted on the eyebrow panel. Almost all switches are set to auto before starting. I started the left engine by pulling the start button out, turning momentarily to start and releasing the switch. The rest was automatic, and even with the headset off there was no noticeable noise as the engines spooled up. The FADECs even turned off the packs automatically for the start sequence.
Once we had N2 rotation, the ignition came on at 18 percent. The Legacy does not use any conventional fuel control levers, but the light off began at about 31 percent. The start sequence terminated at near 57-percent N2, and the engine idled smoothly at about 64 percent.
After repeating the process for the right engine, Romanelli called for the clearance and taxi instructions to 9L at Fort Lauderdale International Airport (FLL), Fla., as we put on the Sennheiser noise-canceling headphones that come standard with the Legacy. I was a bit surprised to see headphones in a jet of this size, but I would soon learn they are a valuable asset. Another surprise to me was that the performance information available on the copilot’s MFD must be manually typed into the FADEC. Romanelli told me to expect a first-hour fuel burn of 3,300 pounds at maximum speed, and 2,156 pounds in the second. Long-range-cruise fuel-burn figures are 3,080 pounds for the first hour and 2,068 pounds for the second and a speed of Mach 0.73.
I began the taxi with the gust lock engaged, but there was still plenty of thrust to get the aircraft rolling. The nosewheel steering was very responsive. I did find the brake pedals–a brake-by-wire system–extremely heavy, but they quickly became something every pilot will love for the most part since they make it easier to avoid jerking the passengers around as you turn and stop. For a guy who used to drag the brakes on taxi, I found that the Legacy’s visual brake-temperature indicators on the copilot’s MFD helped keep me honest. Romanelli ran the taxi checks– essentially flaps set to nine degrees, trims and flight instruments checked, along with flight controls.
Still pointed west just before takeoff, we turned on the radar to take a look at the huge cells building over the Everglades that we’d see on the way back. At an outside temperature of 30 degrees C and a takeoff weight of 44,000 pounds, V1 was 117 knots; VR, 127 knots; and V2, 133 knots. Romanelli reminded me not to use the tiller once we lined up for takeoff since the rudder pedals, with six degrees of movement in either direction, would offer plenty of control.
We also discussed the procedures in case of an engine failure. The Legacy offers three takeoff power settings–90-, 100- and 110-percent thrust. If you lose an engine during a 90-percent power takeoff, Embraer’s Automatic Takeoff Thrust Control System (ATTCS) advances the operating engine to 100 percent after sensing the bleed-air temperature difference. If the power is already set to 100 percent when one engine fails, the surviving engine increases to 110 percent. If you’d firewalled the takeoff to 110-percent initially, the operating engine can hold 117-percent power–nearly 9,000 pounds of thrust–for five minutes.
We were cleared for takeoff on runway heading to 3,000 feet. Since we were light, we planned a reduced-thrust takeoff to save a little wear and tear on the engines. The final check before power application is to push the takeoff button on the panel just above the throttles to check the configuration, much like the old manual “FATS” check did to include flaps, airbrakes, trims and speeds. If properly configured for takeoff the female voice confirms, “Takeoff OK.”
On a reduced-thrust takeoff, both air-conditioning packs–one for the cockpit and one for the cabin–remain in operation. If we’d used 100 percent power for takeoff, the packs would have closed automatically when I advanced the thrust levers. If an engine quit on takeoff, the packs would also close automatically as well.
I brought the thrust levers to the takeoff detent–the Legacy does not have autothrottles–as Romanelli selected takeoff thrust on the thrust-rating panel. Despite the high OAT, acceleration was quick. At Vr I pulled back on the yoke, but thanks to an earlier caution from my copilot I stopped the rotation just as the nose came up to about seven or eight degrees. It stopped nicely at about 12 degrees nose up as we left the ground. As the speed increased, I called for gear and flaps up as I aimed for my target climb speed of 240 knots. The plan was to hold 240 knots until 10,000 feet, then accelerate to 290 knots until Mach 0.65, which I’d follow all the way to altitude. Romanelli completed the after-takeoff checks, verifying gear and flaps up and hitting the climb power button on the thrust panel.
We filed over PBI, J79 to SAV, which would put us about 80 miles over the ocean. But it was already quite steamy at our midday departure in South Florida and huge storm cells were everywhere. I continued to hand fly the aircraft as the speed quickly built to 240 knots. As we climbed, I noticed the large windows on the Legacy. They’re tall and wide and wrap slightly behind each pilot for spectacular visibility.
Miami Center was almost inundated since everyone wanted to head in a direction different from their flight plan because of the weather. We leveled and climbed and turned for some 20 minutes, but were finally stopped at FL230. ATC also told us the chances of climbing higher for air work were slim to none as we turned back east around some foaming buildups. By the time the Center controller turned us south and aimed us at the first point on the STAR back to FLL, we knew we were going to be lucky just to get back on the ground with the cells building everywhere.
Although we hadn’t needed it yet, Romanelli explained that the Legacy uses two ice detectors and that ice protection is fully automatic, heating the edges and inlets as necessary. If the system senses ice while descending at idle thrust, the FADEC will keep the power at the required minimum to provide the proper amount of bleed air for heat.
Turning back toward Fort Lauderdale, we asked Miami Center if there was any chance of a few multiple approaches somewhere. There wasn’t. Descending through 13,000 feet, still doing about 280 knots, I tried some Dutch rolls and found the airplane to be a little stiffer than I would like, but certainly quite controllable. We were asked to keep our speed up below 10,000 feet as Miami aimed us at FLL. A huge cell was sitting about six miles west of the airport, so our only option was a left base in for a visual to 9L.
Romanelli added flaps nine degrees when we saw the airport, and I began slowing down even though that flap setting can be added at 250 knots. The gear came out and flaps went to 18 degrees as I turned final, where the air was already getting quite bumpy. Tower warned of a reported wind shear on final as we added flaps 22 and briefed on the possibility of a go-around, although the actual alert never came. At a mile-and-a-half, I called for flaps 45 and aimed for a target of Vref+15 for the wind shear. That turned out to be 138 knots. The ride to the flare was a handful, and on the first landing the runway arrived before I was ready, resulting in a firm landing. The folks in the cabin said the Legacy’s trailing link gear made it feel just fine, but I think they were just being polite.
The reverser handles on the Legacy are almost well hidden under the throttles, and it can take a second or two to find them. But once out, they helped slow the aircraft with little noise increase inside the cabin and no wing-rocking tendency on the runway. Transitioning to the brakes is often where nosewheel dancing begins on many airplanes, but the transition in the Legacy was extremely smooth. The Legacy does require some ample leg muscles on the brakes to stop, however. We taxied back to Embraer’s facility and shut down the airplane, all of us frustrated at flying for only 40 minutes. We were so busy during this short flight that I never had a chance to evaluate much of the airplane’s automation.

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