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OCR for page 10
10 Airports and the Newest Generation of General Aviation Aircraft
Cirrus SR22-G2 Piston
Cessna 400 Piston
Beech Baron G58 Piston
Cessna Grand Caravan Turboprop
Eads Socata TBM 850 Turboprop
Beech KingAir C90GT Turboprop
Eclipse 500 VLJ (no data)
Cessna Citation Mustang VLJ
Embraer Phenom 100 VLJ
Cessna Citation CJ2+ Light Jet
Beech Premier IA Light Jet
0 1000 2000 3000 4000 5000 6000
Balanced Field Length (ft)
Assumes maximum gross weight, sea level, standard day, and dry level hard-surface runway.
Source: Conklin & de Decker Aviation Information, Aircraft Cost Evaluator 2008 Vol. I.
Figure 2-1. Small GA aircraft balanced field length comparison.
for safe takeoffs and landings at a specific airport will depend on all of the variables mentioned
above in addition to the specific aircraft type and use.
Figure 2-1 indicates that VLJs have short runway capabilities similar to small turboprops.
However, for all piston aircraft and for single-engine turboprop aircraft (e.g., the Cessna Grand
Caravan and the Eads Socata TBM 850), the BFL numbers in 2-1 reflect the requirements under
FAR Part 23 for aircraft weighing under 12,500 pounds; no allowance is made for engine failure or
loss of power. By contrast, the BFL numbers for the VLJs, light jets, and twin-engine Beechcraft
King Air reflect the more stringent Part 25 requirements, so that if there is a loss of power on take-
off, the aircraft can either stop within the remaining runway length or take off on the remaining
good engine. Thus, there is a higher margin of safety associated with the Part 25 requirements.
In principle, VLJ aircraft do not have to meet the FAR 25 requirements given that they weigh less
than the 12,500-pound threshold. However, both Cessna and Embraer have chosen to publish BFL
estimates under the more stringent FAR 25 specifications for their VLJ aircraft. With these limita-
tions in mind, the estimates in Figure 2-1 show that these VLJs have similar short-field capabilities
relative to small GA turboprops.
2.4 Aircraft Noise
Certificated noise measurement standards for jet aircraft are based on complicated calcula-
tions that account for people's increased annoyance with single-frequency tones. The standard
used is the Effective Perceived Noise Level (EPNL) and the amount of associated noise is mea-
sured in EPN decibels (EPNdBs). Beginning in 2006, newly certificated jet aircraft must meet the
new, more stringent Stage 4 noise limits established by FAA, which are approximately one-third
quieter than the old Stage 3 limits. As shown in Figure 2-2, the Eclipse 500 and Cessna Citation
Mustang VLJs easily meet these standards and are significantly quieter than existing light jets.
(Data were not available for the Embraer Phenom 100.)
