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Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook (2009)

Chapter: Chapter 2 - The New Generation of GA Aircraft

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Page 8
Suggested Citation:"Chapter 2 - The New Generation of GA Aircraft." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Page 8
Page 9
Suggested Citation:"Chapter 2 - The New Generation of GA Aircraft." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
×
Page 9
Page 10
Suggested Citation:"Chapter 2 - The New Generation of GA Aircraft." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
×
Page 10
Page 11
Suggested Citation:"Chapter 2 - The New Generation of GA Aircraft." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
×
Page 11
Page 12
Suggested Citation:"Chapter 2 - The New Generation of GA Aircraft." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
×
Page 12
Page 13
Suggested Citation:"Chapter 2 - The New Generation of GA Aircraft." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
×
Page 13
Page 14
Suggested Citation:"Chapter 2 - The New Generation of GA Aircraft." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
×
Page 14
Page 15
Suggested Citation:"Chapter 2 - The New Generation of GA Aircraft." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
×
Page 15

Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

2.1 VLJ Aircraft Programs New generation GA aircraft can be pistons, turboprops, or jets, although most attention has focused on the VLJ category. VLJs are generally defined as advanced technology jet airplanes weigh- ing less than 10,000 pounds that seat three to six passengers. These aircraft typically have cruise speeds of 300+ knots and a nominal range of 1,100 to 1,400 miles. For many airport operators, one of the most exciting benefits of VLJs is their short-field capability, which could open a new class of general aviation airports to jet operations. In addition to VLJs, there are other new generation aircraft with piston or turboprop engines that have either glass cockpits or are made using composite materials, or both. Although these air- craft also bring new capabilities to the market and offer substantial improvements for existing classes of aircraft, VLJs are a new class of aircraft, especially in terms of the types of airports a jet can now use. Thus, this guidebook focuses primarily on providing information to airport opera- tors on accommodating the new class of VLJ aircraft, with areas noted that will also improve accommodations for other new generation aircraft. As discussed in Chapter 1, new VLJ aircraft are anticipated to be used primarily for business functions, such as private, corporate, and air taxi service, although some single-engine programs target the personal market. Within the air taxi segment, VLJs have generated an interest in new business models such as serving smaller communities through chartered air taxi or per-seat on-demand flights. The existing capability of airports to accommodate VLJ aircraft is influenced by both the mis- sion of the VLJ aircraft anticipated to use the airport and the current level of activity by larger GA aircraft. Table 2-1 summarizes the VLJ development programs that have reached the flight testing phase or beyond and have a reasonable probability of reaching production status. For those air- craft not yet in production, the expected certification dates should be viewed with caution because every one of the manufacturers is being adversely affected by the recent major downturn in the global economy. Other VLJ programs are still under development, but either have not reached the flight testing phase (e.g., Epic Elite and Spectrum S-40 Freedom), have been suspended (e.g., Adam A700), or whose development programs appear to be delayed (e.g., Cirrus Vision SF50 and Spectrum S-33 Independence). VLJ aircraft weigh between 5,000 and 10,000 pounds, the heavi- est ones being the Embraer Phenom 100 and the HondaJet. Table 2-2 summarizes the exterior dimensions and takeoff weights. 2.2 How New Generation Aircraft Compare As noted earlier, this guidebook is intended to be relevant for all new generation aircraft, from single-engine pistons and turboprops up through VLJs and light jets. Within the VLJ segment itself, 8 C H A P T E R 2 The New Generation of GA Aircraft Cessna Citation Mustang Source: Wikimedia Commons Juergen Lehle (albspotter.org), 2007 Embraer Phenom 100 Source: www.embraer.com EADS Socata TBM-850 turboprop Source: Wikimedia Commons David Monniaux, 2007 VLJs Currently in Production Other New Generation GA Aircraft Cessna/Columbia 400 piston Source: Wikimedia Commons David Monniaux, 2007

The New Generation of GA Aircraft 9 Diamond D-Jet VLJ for the personal market Source: Wikimedia Commons Adrian Pingstone, 2005 as of early 2009, only the Cessna Citation Mustang, Embraer Phenom 100, and Eclipse 500 had reached actual production status (the company producing the Eclipse 500 was in bankruptcy liqui- dation proceedings as of February 2009). Figures 2-1 through 2-8 show how these VLJ designs com- pare with other existing piston, turboprop, and light jet aircraft (including new generation aircraft). For reference purposes, popular traditional aircraft (e.g., the Beechcraft Baron G58 piston, the Cessna Grand Caravan turboprop, and the Beechcraft C90 King Air turboprop) are included as well. 2.3 Runway Length Different runway lengths are required for different aircraft and for different aircraft uses. Under FAR Part 135, an aircraft must be fully stopped within 60% of the available runway length (80% if the airport is an approved Destination Airport in the operator’s manual.) For both takeoffs and landings, runway length requirements are affected by many operating conditions and variables, including runway elevation and gradient, temperature, atmospheric pressure, wind, surface conditions, aircraft load factor and payload. Figure 2-1 compares the runway requirements for various small GA aircraft using the Balanced Field Length (BFL) metric. Although this is a useful metric, the graph is meant only to allow one to compare the relative requirements between different aircraft. The actual runway length required Aircraft Frame Engines Typical Seating Capacity (Crew/Passengers) Current Program Status Cessna Citation Mustang Aluminum Twin -- Pratt and Whitney Canada 2/4 Aircraft certified in Sep 2006; 146 total deliveries thru 2008; target annual production of 150 Diamond D-Jet Carbon fiber Single -- Williams International 1/4 First test flight in April 2006; engine switch in 2008; certification expected in 2009 Eclipse 500 Aluminum Twin -- Pratt and Whitney Canada 2/4 Aircraft certified in Sep 2006; 261 total deliveries thru 2008; company declared bankruptcy in Nov 2008, liquidation announced in Feb 2009 Embraer Phenom 100 Aluminum Twin -- Pratt and Whitney Canada 2/4 Aircraft certified in Oct 2008; 2 total deliveries thru 2008; target annual production of ~90 HondaJet Composite / Aluminum 5/2adnoHEG--niwT First test flight in 2003; certification expected in 2010 PiperJet Aluminum Single -- Williams International 2/4 First test flight in July 2008; certification expected in 2010 Source: Manufacturer websites. Table 2-1. Overview of VLJ aircraft development programs. Aircraft Length (ft) Wingspan (ft) Height (ft) Maximum Take-off Weight (lbs) Cessna Citation Mustang 40.5 43.2 13.5 8,645 Diamond D-Jet 35.1 37.6 11.7 5,110 Eclipse 500 33.0 37.2 11.0 5,950 Embraer Phenom 100 42.0 40.3 14.2 10,472 HondaJet 41.7 39.9 13.2 9,200 PiperJet 33.8 44.2 15.8 #N/A Source: Manufacturer websites. Table 2-2. VLJ exterior dimensions and weight.

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.) 10 Airports and the Newest Generation of General Aviation Aircraft Beech Premier IA Light Jet Cessna Citation CJ2+ Light Jet Embraer Phenom 100 VLJ Cessna Citation Mustang VLJ Beech KingAir C90GT Turboprop Eads Socata TBM 850 Turboprop Cessna Grand Caravan Turboprop Beech Baron G58 Piston Cessna 400 Piston Cirrus SR22-G2 Piston Eclipse 500 VLJ (no data) 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.

The New Generation of GA Aircraft 11 It is difficult to compare VLJ noise levels with those for piston and turboprops directly because the measurement standards are different for propeller aircraft. The measurements for pistons and turboprops are based on the A-weighted Sound Level (dBA), which also attempts to account for people’s sensitivity to noise at different frequencies, but is much less complicated than the EPNdB calculation. In 2006, Eclipse Aviation published a study showing results from noise test- ing for the Eclipse 500 using the dBA standard. The results, shown in Figures 2-3 and 2-4, indi- cate that the Eclipse 500 is actually quieter on takeoff than other piston and turboprop aircraft, and within the same range on approach. These are very important findings and suggest that airport operators looking to bring VLJ traf- fic to their facilities can make strong arguments to address the concerns about jet noise that may arise. However, these graphs are not a substitute for a more extended noise analysis that may be used for FAR Part 150 noise compatibility planning or for FAA Order 1050 environmental assessments and environmental impact statements. Additional guidance on airport-specific noise planning is provided as part of the community outreach discussion in Chapter 6. 2.5 Other Attributes As shown in Figure 2-5, the range of VLJs is similar to other small aircraft. Although the reported ranges are similar between the different aircraft types, the range specification for piston aircraft is less stringent than for turboprops or jets. The piston values reflect the maxi- mum VFR range with all passenger seats occupied and a 30-minute fuel reserve. The turbine values reflect NBAA IFR estimates with all passenger seats occupied and sufficient fuel reserve for a 200-mile alternate. Stage 4 Noise Level Stage 3 Noise Level 200 220 240 260 280 300 Eclipse 500 VLJ Cessna Citation Mustang VLJ Beech Premier IA Light Jet Cessna Citation CJ2+ Light Jet Cu m u la tiv e No is e (E PN dB ) Sources: Eclipse -- http://www.very-light-jet.com/news/vlj-manufacturer-news/eclipse-500-emerges-as-quietest-jet-aircraft-in-history.htmlCessna Mustang -- http://www.aviatorservices.com/mustangreport.pdfLight Jets -- http://www.faa.gov/about/office_org/headquarters_offices/AEP/ noise_levels/media/uscert_appendix_01_051208.xls Figure 2-2. VLJ noise levels vs. FAA standards for jets.

12 Airports and the Newest Generation of General Aviation Aircraft Figure 2-3. Small GA aircraft takeoff noise comparison. Cirrus SR22 Piston Piper PA-42 Cheyenne Turboprop Piper PA-46-31P Piston Beech Super KingAir B200 Turboprop Beech A36 Bonanza Piston Beech Baron G58 Piston Cessna 421C Piston Eclipse 500 VLJ 0 20 40 60 80 100 Noise at Takeoff (dBA) Source: http://www.very-light-jet.com/news/vlj-manufacturer-news/eclipse-500-emerges-as-quietest-jet-aircraft-in-history.html Beech Super KingAir B200 Turboprop Piper PA-42 Cheyenne Turboprop Cessna 421C Piston Beech Baron 58 Piston Eclipse 500 VLJ Beech A36 Bonanza Piston Piper PA-46-31P Piston Cirrus SR22 Piston 0 20 40 60 80 100 Noise on Approach (dBA) Source: http://www.very-light-jet.com/news/vlj-manufacturer-news/eclipse-500-emerges-as-quietest-jet-aircraft-in-history.html Figure 2-4. Small GA aircraft approach noise comparison.

The New Generation of GA Aircraft 13 Figure 2-6 shows that VLJ aircraft are significantly faster than small GA piston or turboprop aircraft, although somewhat slower than larger aircraft in the light jet category. As shown in Figures 2-7 and 2-8, fuel burn rates and useable fuel capacities for VLJ aircraft are very comparable to those of small turboprops. From the viewpoint of an airport fixed base operator (FBO), this means that fuel sale opportunities are also likely to be similar. Beech Premier IA Light Jet Cessna Citation CJ2+ Light Jet Embraer Phenom 100 VLJ Cessna Citation Mustang VLJ Eclipse 500 VLJ Beech KingAir C90GT Turboprop Eads Socata TBM 850 Turboprop Cessna Grand Caravan Turboprop Beech Baron G58 Piston Cessna 400 Piston Cirrus SR22-G2 Piston 0 200 400 600 800 1000 1200 1400 Range (nm) Source: Conklin & de Decker Aviation Information, Aircraft Cost Evaluator 2008 Vol. I. Beech Premier IA Light Jet Cessna Citation CJ2+ Light Jet Embraer Phenom 100 VLJ Cessna Citation Mustang VLJ Eclipse 500 VLJ Beech KingAir C90GT Turboprop Eads Socata TBM 850 Turboprop Cessna Grand Caravan Turboprop Beech Baron G58 Piston Cessna 400 Piston Cirrus SR22-G2 Piston 0 50 100 150 200 250 300 350 400 450 500 550 Cruising Speed (mph) Source: Conklin & de Decker Aviation Information, Aircraft Cost Evaluator 2008 Vol. I. Figure 2-5. Small GA aircraft range comparison. Figure 2-6. Small GA aircraft cruising speed comparison.

14 Airports and the Newest Generation of General Aviation Aircraft Beech Premier IA Light Jet Cessna Citation CJ2+ Light Jet Embraer Phenom 100 VLJ Cessna Citation Mustang VLJ Eclipse 500 VLJ Beech KingAir C90GT Turboprop Eads Socata TBM 850 Turboprop Cessna Grand Caravan Turboprop Beech Baron G58 Piston Cessna 400 Piston Cirrus SR22-G2 Piston 0 20 40 60 80 100 120 140 160 180 200 Fuel Burn (gal/hr) Source: Conklin & de Decker Aviation Information, Aircraft Cost Evaluator 2008 Vol. I. Figure 2-7. Small GA aircraft fuel burn comparison. Beech Premier IA Light Jet Cessna Citation CJ2+ Light Jet Cessna Citation Mustang VLJ Eclipse 500 VLJ Beech KingAir C90GT Turboprop Eads Socata TBM 850 Turboprop Cessna Grand Caravan Turboprop Beech Baron G58 Piston Cessna 400 Piston Cirrus SR22-G2 Piston Embraer Phenom 100 VLJ (no data) 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 Usable Fuel (lbs) Source: Conklin & de Decker Aviation Information, Aircraft Cost Evaluator 2008 Vol. I. Figure 2-8. Small GA aircraft useable fuel capacity comparison.

The New Generation of GA Aircraft 15 2.6 Summary VLJs are small, fast, quiet aircraft with very efficient jet engines and short-field capabilities. All of these features contribute to their attractiveness as candidates for personal, business, corpo- rate, or air taxi operations between smaller communities and smaller GA airports. Although other new generation aircraft offer substantial benefits over existing classes of aircraft, VLJs are a new class of aircraft that may open new opportunities for airports that cannot accommodate larger jet aircraft.

Next: Chapter 3 - Projecting Potential Future Activity from New Generation Aircraft »
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TRB’s Airport Cooperative Research Program (ACRP) Report 17: Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook is designed to help airport operators assess the practical requirements and innovative approaches that may be needed to accommodate these new aircraft. ACRP Report 17, Volume 1 explores a forecast of anticipated fleet activity associated with the newest generation of general aviation aircraft for 5- and 10-year outlooks.

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