ja Ghandi, wenn man sich an die Länge erstmal gewöhnt hat......
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Was bei der Sache wohl rausgekommen ist?? 
Von der Location oder von der Qualität her??
Ehepaar stirbt bei Flugzeugabsturz nahe Gubin
Ein Mann und eine Frau sind am Dienstagmittag bei einem Flugzeugabsturz nahe der polnischen Grenzstadt Gubin ums Leben gekommen. Die Beiden befanden sich in einem einmotorigen Flugzeug des Typs Piper PA-46 , dass im Raum Karlsruhe gestartet war. Beim Landeanflug auf den Flugplatz Cottbus-Drewitz stürzte die Maschine aus noch ungeklärter Ursache etwa 20 Meter neben der Landstraße nach Zielona Gora auf ein Feld und brannte aus.
Info hier!
New Bombardiers Will Be World's Most Expensive Business Jets
Canadian aviation company Bombardier is aiming to displace Gulfstream as the world's most expensive business jet with the introduction of two new models. The Global 7000 and 8000, which will cost about $65 million apiece, will beat the high-speed range of the $58.5 million Gulfstream G650. Both new private jets will have a high-speed cruise of Mach 0.90; the 7000 will have a range of 7,300 nmi at Mach 0.85, while the 8000's range will top out at 7,900 nmi at Mach 0.85. Both will borrow elements from the existing Global Express XRS and 5000.New wings, new tech and luxe amenities added to increased fuel efficiency will be the hallmarks of the new craft, aimed to appeal to ultra-wealthy customers in India, Asia and the UAE. The 7000 will have the largest cabin in business aviation while the 8,000 will boast the longest range. The 7000 will be able to fly from London to Singapore, New York to Dubai or Beijing to Washington non-stop with 10 passengers, while the 8000 can do Sydney to Los Angeles, Hong Kong to New York and Mumbai to New York non-stop with eight. Unfortunately the first one won't be ready for delivery until 2016.
Bild und Text gab es hier!
Der Aloha-Vorfall ist wirklich sehr arg, mal ne Doku drüber gesehn...
Ja, da haben alle an Bord an diesem Tag ihre Glückswurst aufgebraucht. Leider hatten nicht alle dieses Glück! 
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Die Quelle für den kompletten Text ist bei dem Flying Magazine
To see the 4000 in action we planned a flight from Beech Field in Wichita to Aspen and back. We had two passengers and 7,000 pounds of fuel to bring takeoff weight up to 30,950 pounds, well below the maximum of 39,500 pounds. Available payload with full tanks is 1,600 pounds, so all eight standard seats can be filled. However, the 7,000 pounds of fuel was plenty for a high-speed flight halfway across the country to Los Angeles from Wichita so it was actually a pretty typical fuel load. The fuel planning rule of thumb for the 4000 is to burn about 2,600 pounds in the first hour, 2,000 in the second and about 1,800 pounds an hour after that for an endurance of over seven hours at Mach .82 cruise with full tanks. The temperature in Wichita at 25° C made the required takeoff runway just 3,355 feet.
The Pratt PW308A engines are rated at 6,900 pounds of thrust each, and have the capability to produce all of that thrust up to an air temperature of 37° C at sea level. That means you get full power on the hottest day, and a big chunk of rated power on a hot day at a high elevation airport. The engines are, of course, controlled by full-authority digital engine computers (fadec) so all starting and operating parameters are automatically controlled. However, the 4000 has an autothrottle system as standard -- another midsize first -- so pilot workload is further reduced because the autothrottle maintains the desired airspeed.For takeoff you engage the autothrottle and advance the levers about halfway, and then the system takes over to set the power. With the high bypass fan design of the PW308 engines, acceleration is very brisk and we were quickly at the 111-knot rotation speed. The pitch response of the airplane is totally predictable and it's easy to rotate to the desired target and hold it. The real challenge is to keep from blowing through the 200-knot airport area speed limit, but the autothrottle helps take care of that by bringing the power back in advance of leveling at the assigned altitude.
We had two brief level offs at lower altitude but at 15 minutes after takeoff the 4000 was climbing through 37,000 feet, despite air temperature that averaged 5° to 10° C above standard. With the autothrottles locked onto a Mach .78 climb speed, the 4000 was going up at 1,800 fpm through 40,000 feet, where the temperature had dropped to standard, and at 20 minutes after takeoff we were level at 43,000 feet despite the two intermediate altitude assignments. Acceleration from climb to high-speed cruise of Mach .82 took barely a minute and we settled on a true airspeed of 471 knots with total fuel flow of 1,800 pounds per hour.
After a few minutes we asked the flight management system for max cruise and the 4000 accelerated to Mach .83 for 477 knots true on 1,900 pounds of fuel flow. Even at that speed the airplane was moving through the air .251 nm for every pound of fuel burned for a remarkably good specific range. The wing is so efficient at Mach .82 or .83 that very little range can be gained by slowing down, so I doubt many 4000 pilots will, unless they need to stretch for the last couple hundred miles of a very long trip.
The very smooth contours of the carbon fiber fuselage, and the way the windshields have been blended into the sophisticated canopy shape, makes the cockpit very quiet even at maximum indicated airspeeds. The same is true in the cabin where sound pressure levels measure well below that of many other jets. The cabin sound level is so low, in fact, that people from one company that went on a demonstration flight asked if an acoustic curtain could be installed between the fore and aft seating groups because normal conversation from each area could be heard by all. If there is such a thing as being too quiet, maybe the 4000 is approaching that level, but I'm sure most are going to be more than pleased with the very low sound and vibration levels.
Pressurization controls are fully automated with the system consulting the database for both departure and arrival airport elevations. It was interesting to watch the system in action while approaching Aspen as it gradually raised the cabin altitude from the cruise level of around 5,000 feet to smoothly meet the 7,800-feet elevation at Aspen with no bumps in the pressure, nor intervention required by the crew.For the return trip from Aspen to Beech Field we added fuel to bring the total up to 5,050 pounds so our takeoff weight was 28,845 pounds. It was a beautiful summer day in the Rockies with the temperature at 23° C, which is about 22° C above standard, so the density altitude was very high. Despite the conditions the 4000 needed only 5,060 feet of runway for a balanced field takeoff and we could have easily added enough fuel to fly to any point in the lower 48 states.
This time the controllers kept clearing us higher with no steps and we were at 45,000 feet in 17 minutes after takeoff. Yes, we departed at nearly 8,000 feet, but that is still impressive. With temperatures a little below standard the 4000 quickly accelerated to Mach .82 for a true airspeed of 465 knots on just 1,640 pounds of total fuel flow. At that level we were covering .272 nm for every pound of fuel burned.
Overall the flying qualities of the 4000 are precise and predictable at any altitude or airspeed. The speed brakes are linear, meaning they respond to the amount you move the handle, and can be used at any airspeed or altitude. I tried steep turns and found that with a little practice -- and by watching the flight path indicator -- I could hold altitude to the required stand-ard. Approach to stalls are a nonevent with loads of power to accelerate away from the stick shaker warning.Learning to land the 4000 does, however, take a little practice. Unlike most jets, the deck angle on approach is level, or perhaps even a little nose down. To make a good landing you need to make a sort of round out 100 or so feet in the air, and then let the airplane settle. It's not really a flare, but more a leveling of the attitude. With the confusing visual illusions of the mountains and uphill runway at Aspen for my first landing, I didn't get it right and banged the airplane on. The automatic ground spoilers did their job and kept the airplane firmly on the runway for an easy rollout. Back on the level land at Wichita I got the hang of the sight picture on very short final and turned in a decent landing. With a little practice, and the long stroke trailing link landing gear, 4000 pilots will be rolling the airplane on. There was a 90-degree crosswind gusting to 18 knots for my last landing and it worked out just fine, so the airplane surely has the capability and control authority to handle demanding conditions.
Hawker Beechcraft has a dedicated team of service reps to smooth entry of the 4000 into service and plans to ramp up production gradually to a rate of about 30 per year. More than 130 are on order, and 2010 is the next available gap in the delivery schedule.
It's been a long road for the 4000 but in the end the airplane delivers. It was the first airplane to be announced in the super midsize category, and in terms of performance, cabin comfort and system redundancy the emphasis certainly ended up being on the "super." For everyone who has loved the Hawker and wanted more, the 4000 is the one.
The airplane flown for this report was the first production model delivered. It was equipped with the optional six chairs and three-place divan instead of the double club seating for eight. The basic operating weight (BOW), which includes 400 pounds for the two pilots, and 300 pounds for cabin stores such as water, galley provisions and manuals, was 23,450 pounds, which is 50 pounds less than the expected typical BOW. The data below is from the aircraft manuals and reflects standard day conditions.
Der CJ1 war doch mal der Inbergiff des Gesch.fliegen.
Das war der Inbegriff des Geschäftsfliegens...da hat Cessna noch nicht mal gewusst, wie ne Turbine aussieht......
Ach Ihr Banausen
Wieso das denn nun???? 
Da find ich die nue CJ4 doch schon viel schöner
Nun kommen wir der Sache schon näher.....hast nen guten Geschmack........ :beer:
Konnte schon mit dem CJ1 und der X mitfliegen. Die X ist schon ziemlich genial.
Naja beim 1er Cj geht nicht allzuviel, aber dennoch ganz ordentlich. Der 2er oder der 3er ist da schon ne andere Hausnummer.
Die Zehner ist keine Hexe bezüglich Beschleunigung und Climb, der Vogel macht alles über die Aerodynamik. Die Zehner ist derart schlüpfrig, daß man gleichzeitg nicht sinken und langsamer werden kann, trotz voll gezogener Speedbrakes.......
aber mit der Form der X/Ten kann ich absolut nichts anfangen...
du vielleicht nicht, aber der Fahrtwind und die Aerodynaik schon......
Der gute alte Bernoulli hätte jetzt nen gewalttätigen Abgang...... :zunge:
October 24, 2010 - Rolls-Royce, announced the launch of the newest member of its highly successful AE 3007 family of engines – the AE 3007C2 – which will power Cessna’s new Citation Ten, a new, larger version of the Citation X.
The AE 3007C2 is expected to be certificated in the first half of 2013 and enter service later in the same year. Engines are on schedule to support Cessna’s first flight test, which is planned for late 2011. Dr. Michael Haidinger, President Rolls-Royce Deutschland and COO Corporate & Regional Engines at Rolls-Royce said:
“We are delighted to build on our strong partnership with Cessna. We have enhanced the already highly efficient and extremely successful AE 3007 platform. The AE 3007C2 utilises the latest advances in engine technology and performance to deliver increased thrust alongside reduced fuel consumption.” Cessna Chairman, President and CEO Jack Pelton said: “We’ve enjoyed a very successful relationship with Rolls-Royce, so we’re excited to move to a new level together on the new Citation Ten.”
Rolls-Royce is the world’s leading engine supplier for business jets with a 36 per cent share of the market. The company powers 15 different in-service business jet types in a fleet of 2,400 aircraft. This new 7,000lbf class two-shaft engine combines the latest technology with the proven reliability and superior performance of the AE 3007 family. The AE 3007C2 sets a new performance standard for direct climb to altitude. Compared with the AE 3007C1, the AE 3007C2 delivers a 4 per cent increase in takeoff thrust, 6 to 10 per cent improvement in climb and cruise thrust and an additional 1.4 per cent improvement in engine specific fuel consumption (SFC).
The AE 3007C2 features a higher flow, more efficient fan with 38.5 inch compound swept fan blades. This advanced fan blade design is mechanically more durable and features improved stability. The engine cycle is further optimized by a larger LP turbine for durability and HP compressor vane schedule for efficiency. New FADEC software provides improved engine health monitoring and engine start logic enabling quick turn-around capability.
The first AE 3007C engine entered service in 1996, the same year the Cessna Citation X design team received the prestigious Robert J. Collier Trophy. To date, Rolls-Royce has delivered more than 600 AE 3007 engines to Cessna for its Citation X. The AE 3007C2 has 90 per cent commonality in engine core with the AE engine family which has over 40 million hours of service-proven operations.
The total AE engine series accumulates more than 300,000 flying hours per month - equivalent to an average of one take-off or landing every 20 seconds. The AE 3007C2 is the second in the engine series to be introduced within a year, following the AE 3007A2 launch at the 62nd Annual National Business Aviation Association in October 2009.
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Die Cessna Aircraft Company aus Wichita, Kansas, hat auf der NBAA 2010 in Atlanta angekündigt, das Flaggschiff des Hauses, die Citation X, zu überarbeiten. Die neue Version wird Citation Ten heißen.
"Wir glauben, dass es unpassend wäre, ein Flugzeug, das die Zukunft unserer Firma darstellt, mit einer alten römischen Zahl zu bezeichnen", begründete Cessnas Verkaufs- und Marketingvorstand Roger Whyte in Atlanta den Bezeichnungswechsel von Citation X zu Citation Ten. Der zweistrahlige Jet, der bis zum Erscheinen der Gulfstream G650 den Titel des schnellsten zivilen Flugzeugs der Welt für sich reklamieren konnte, wird nun deutlich überarbeitet. "Wir erfinden die Citation Ten neu", sagte Roger Whyte in Atlanta. Als Avioniklieferant wählte Cessna überraschend Garmin International aus. Die Firma wird das neue Garmin G5000 liefern, ein hochintegriertes Avioniksystem mit drei großen Displays mit einer Bildschirmdiagonale von jeweils 35,5 cm. Cessna ist Erstkunde für dieses Avionikpaket.
Ebenfalls neu werden die Triebwerke der Citation Ten sein. Sie kommen - wie bisher - von Rolls-Royce, stellen aber eine neue Generation des AE3007 dar, die mit höherem Schub und niedrigem Verbrauch glänzen soll. Dadurch soll sich sowohl die maximal erzielbare Reichweite als auch die maximale Reisegeschwindigkeit erhöhen - der Kampf um die Krone des schnellsten Business Jets der Welt ist eröffnet.
Die neue Ten wird 38 cm länger ausfallen als die bisherige X, da die Ingenieure dem Flugzeug eine Rumpfsektion vor dem Flügel hinzufügen. Auch in der Kabine wird es einige Neuerungen geben: Neue Sitze, neue LED-Beleuchtung, HD-Bildschirme, ein brandneues Kabinenmanagementsystem sowie andere, noch nicht benannte Details.
Cessna-Chef Jack Pelton rechnet mit einem Erstflug der Citation Ten im Dezember 2011, der Zulassung durch die FAA im zweiten Quartal 2013 sowie der Erstauslieferung im dritten Quartal 2013.
