New Learjet 70 and Learjet 75 05/17/2012
Bombardier Aerospace, leading business aircraft manufacturer, today redefined the light jet landscape by launching the Learjet 70 and Learjet 75 aircraft at the European Business Aviation Convention & Exhibition (EBACE) in Geneva. The new Learjet 70 and Learjet 75 aircraft build on legendaryLearjet strengths and successes while leveraging Learjet 85aircraft technology. The jets will feature a new modern design interior, a next generation cabin management system, theVision Flight Deck with a state-of-the-art avionics suite, superior aircraft performance and low operating costs. Entry-into-service is scheduled for the first half of 2013. “These new jets represent the fusion of Learjet heritage, customer input and the design innovations Bombardier is renowned for throughout the industry,” said Steve Ridolfi, President, Bombardier Business Aircraft. “With the cutting edge Vision Flight Deck, a brand new interior and superior aerodynamic efficiency and performance, the Learjet 70 and Learjet 75 jets willprovide operators with a more flexible and comfortable flight experience than ever before. “Designed to meet customer needs and operator performance requirements, extensive customer focus groups were part of the design and decision-making process. As a result, we already have firm orders, letters of intent and other commitments for more than 50 aircraft,” continued Mr. Ridolfi. Performance The aircraft will have enhanced performance through an engine thrust increase with an improved Honeywell engine, offering improved takeoff field length performance over its predecessor. The new systems will also contribute to weight savings gain and the new canted winglets will improve aerodynamic efficiency. Overall, up to a nine per cent improvement in field performance under hot and high conditions* and up to a four per cent improvement in fuel efficiency are expected. Cabin Based on the Learjet 85 aircraft interior design and technology, the Learjet 70 and Learjet 75aircraft include: improved comfort and styling of the seats; cabin management system featuring individual touchscreen monitors with full audio and video control; LED lighting throughout the entire aircraft; a generous baggage suite and a spacious galley for optimized catering, work and storage space. The advanced connectivity options of the Learjet 70 and Learjet 75 aircraft will ensure the highest levels of convenience. Vision Flight Deck A breakthrough in business aviation, the Vision Flight Deck is designed to deliver a completely new cockpit experience. By combining the best in technological advancements with superior design aesthetics, it provides pilots flying Bombardier’s Learjet 70 and Learjet 75 aircraft an unprecedented level of control and comfort. The Vision Flight Deck for Learjet 70 and Learjet 75aircraft will feature the fully integrated Garmin G5000 digital avionics suite, designed with leading edge technology and one of the most intuitive crew interfaces available. Operating Costs Upon entry into service, the aircraft will be supported by a maintenance program designed to allow customers to operate to a generous 600 flight hour fixed inspection interval at Bombardier’s growing worldwide Customer Services infrastructure. In addition, direct operating costs will be reduced as a result of performance efficiency gains. Learjet 70 aircraft: The Learjet 70 aircraft will be able to achieve an exceptional range greater than 2,000 nautical miles at a cruise speed of Mach 0.75. It will connect Chicago-Mexico City and Toluca-Minneapolis non-stop** with six passengers and two crew members. Learjet 75 aircraft: With a maximum range greater than 2,000 nautical miles at cruise speeds up to Mach 0.75, the Learjet 75 aircraft will be able to fly four passengers and two crew members non-stop** from Los Angeles to Toronto and Mumbai to Bangkok. Additionally, it will be able to handle a range close to 1,950 nautical miles with eight passengers**. Fuente: Bombardier Add Comment New Cessna Citation Longitude 05/17/2012
GENEVA, Switzerland, May 14, 2012 — Cessna Aircraft Company, a Textron Inc. (NYSE: TXT) company, today introduced its newest and longest-range business jet, the Citation Longitude at the European Business Aviation Convention and Exhibition (EBACE). This launch follows on the heels of Cessna’s announcement, just over six months ago, of the new Citation M2 and Citation Latitude. Boasting a 4,000-nautical-mile range and a maximum speed of Mach .86, the Citation Longitude will make a non-stop flight from New York to Paris, London to Dubai or Beijing to Moscow. At a price of $25.999 million, Cessna believes that the Citation Longitude is the best value 4,000-nautical-mile super mid-size business jet available. Scott Ernest, Cessna president and CEO said: “The Citation Longitude sets itself apart with the largest Citation cabin, intercontinental range and a price point unmatched by other business jets with similar performance. This super mid-size jet sets a new standard for cabin efficiency, connectivity and stylish comfort.” The Citation Longitude will be powered by two Silvercrest engines, with 11,000 pounds of thrust, made by Snecma (Safran group). These engines lead the industry in fuel efficiency, weight and maintainability. The engines will be on an on-condition maintenance plan, which is expected to reduce the operating costs of the aircraft because maintenance intervals will be extended significantly. “We are thrilled to bring the Silvercrest engine to Cessna customers because of its best-in-class efficiency, reliability and quality,” Ernest said. “This engine is expected to take the Citation Longitude to a new level and give our customers the range, efficiency and noise-reduction they need to be successful in today’s competitive environment.” The Citation Longitude’s state-of-the-art cockpit features Garmin G5000 avionics with touch-screen controls and all of the capabilities required to comply with emerging operating requirements for intercontinental aircraft, including FANS/CPDLC, ADSB and RNP. With space for a crew of two plus up to eight passengers and one optional additional crew member seat, the Citation Longitude features a stand-up 6-foot (1.8 meter) high, 31-foot (9.4 meters) flat floor passenger cabin. Cessna’s intelligent cabin technology developed specifically for the Citation line, ClairityTM, will be standard on the Longitude to provide each passenger the ‘ultimate connectivity experience.’ Cabin seat configuration options include a dual-club eight-seat arrangement and a four-place forward club with a three-place couch and entertainment credenza. Cabin-length indirect LED lighting is provided overhead in the passenger service units with variable adjustment for direct reading lights and more. For long-distance travel comfort, the cabin is equipped with a dual-zone temperature control, a fully operational galley with an oven and cold storage along with a pressurized water system. The aircraft features a large lavatory equipped with a vacuum-assist toilet. The cabin also features in-flight access to a spacious baggage storage area. As the longest-range business jet in Cessna’s product line, the Citation Longitude is designed to offer an estimated full fuel payload of 1,950 pounds (884.5 kilograms), a maximum cruise speed of 490 knots true airspeed (907.4 kilometers per hour) and a maximum range of 4,000 nautical miles (7408 kilometers). The aircraft will have a maximum overall width of 86 feet (26.2 meters) and maximum overall length of 87 feet (26.5 meters) with a gently swept wing and advanced winglets for greater range, with improved hot/high performance, climb and fuel burn. Entry into service is expected in 2017. Fuente: Cessna   El departamento de Mantenimiento de Million Air Houston recibió el Reconocimiento de la National Air Transportation Association (NATA) correspondiente al año 2012. - Million Air Houston's Maintenance department received the 2012 National Air Transportation Associations' Aviation Maintenance Technician Employer Recognition Award. Contacto: Miami Oscar Gracia ogracia@millionair.com Representación en México millionair@ixaviacion.com.mx Tel: (01152 55) 4984-5554 Nextel ID: 72*13*12687 Fuente: http://www.nata.aero/Awards/AMT-Award.aspx FAA CERTIFICATIONS IN MEXICO 03/28/2012
Dear airmen in Mexico, Today, I'll talk about two FAA FAR's. FAA FAR Part § 61 .77: It applies to Mexicana and Aeromexico Airline Pilots . Airlines in Mexico that fly "N"ovember Registered Aircraft, their pilots are certified under FAA FAR Part §61.77 "Special Purpose pilot authorization:......". The pilots receive a document from the FAA certifying them to only fly the FAA Registered Aircraft that their airline operates. If a pilot leaves the airline for any reason, his certification then becomes invalid. That document is issued on a temporary basis. It will expire and the airline must renew it. If you happen to be one of those airmen that have been flying with document § 61.77, you might what to contact me so that I can assist you in receiving your permanent FAA Certificate instead of your temporary certificate. FAA FAR Part § 61 .56 Flight Review: This regulation might not be well understood by airmen in Mexico. Where the problem seems to be at it's worst, is when airmen fill-out an FAA Application requesting an FAA Certificate based on their Mexican License. The FAA then mails a Letter of Authorization to that airman in Mexico. That letter is inviting the airman to take it to a Flight Standard District Office (FSDO) to receive it's Temporary Airman Certificate, provided the airman meets the requirements since receiving the letter from the FAA does not automatically qualifies the pilot for a certificate. There's some critiria that the pilot needs to meet before he/she can receive their FAA Certificate. The FAA Letter of Authorization tells the airman the following; ".....NOTE:Before exercising the privileges of the FAA pilot certificate, the pilot must comply with the pertinent rules and requirements contained in 14 CFR Part 61 and 14 CFR Part 91. (§ 61.56 flight review requirements, recency of experience requirements,§ 61.58 PIC proficiency check,§61.51 required logbook entries, etc.)......" This means that the Temporary Airman Certificate they recieved, is invalid until the airman completes § 61.56 and other regulations. Parts § 61.56 (1) (2), tells ust; "...Accomplish a flight review given in an aircraft for which that pilot is rated by an authorized instructor; and a logbook endorsed from an authorized instructor who gave the review certifying that the person has satisfactorily completed the review.....(h) The requirements of this section may be accomplished in combination with the requirements of § 61.57 and other applicable recent experience requirements at the discretion of the authorized instructor conducting the flight review......." Airmen that have done the application by themselves and have received their temporary certficate or plastic but don't have a logbook endorsment showing that they have completed flight review as required, please contact me or someone else authorized by the FAA, to get you compliant with the FAR's that apply otherwise, airmen are doing contrary to what the FAA is telling them and that could get their FAA Certificate suspended or revocked. The FAA exists for one reason, safety, and would like to see more airmen taking the time to talk to someone authorized by the FAA to answer their questions. One of the things that I'm doing in Mexico, is keeping airmen current and compliant. Another problem that could occurre as a result of noncompliant with § 61.56 or other FAR's, is with the insurance policy holder of the airplane. If the pilot is involved in an incident or accident and the policy holder discovers that the pilot was flying with an invalid certificate, the policy could be cancelled and not cover any of the damages which could reach into the millions of dollars. Airmen need to understand the severity of not compling with FAR's mentioned on their letter. Noncompliant becomes a safety hazard . Airmen have asked me if they need to complete flight review since they go to FlightSafety for training every six months. The fact that those pilots receive training at FlightSafety does not make it automatic that they meet the requirements of Part § 61.56. The instructor providing that training has to issue the log book endorsement if that training meets the requirements of § 61.56. However, if those pilots did not get an endorsement in their logbook stating they met the requirements of Part § 61.56 at the time, then the instructor who issues this endorsement has to comply with the regulation by conducting a complete flight review. By signing a flight review endorsement, the instructor is making him/her self responsible and attest he/she conducted a complete flight review. When pilots go to FlightSafetey for training, the pilots go to learn how to fly a specific airplane with it's systems and limitations as per FAR Part § 61.58 "Pilot-In-Command proficiency check...". Flight Review is not about any airplane or limitations, it's about FAR's. FlightSafety is about code § 61.58 PIC and Flight Review is about code §61.56. They are two different codes and tow different titles. They are two different things, two different services. When they go to FlightSafety, they go for one service and not two. Airmen can now receive FAA Certifications in Mexico and not just in the U.S. It doesn't matter where you do it, just do it as soon as practical. I hope that this has been of some help to you. You may contact this magazine for further information or you may contact me any time you wish, I'm here to help. Until next time. Please fly safe. Roger C. Fernandez FAA Gold Seal CFI CFII MEI ATP rogercfernandez@faa-cfi.com Nextel; 62*188292*1 CEL; (771) 141-0546 in Mexico Or for further information you can also contact: Carlos A. Balderas FAA Aviation Safety Inspector SAT FSDO (SW-17) (210) 308-3300 Or: info@ixaviacion.com.mx HBC T6 / AT6 La Leyenda del Texan ha vuelto 12/06/2011
El T-6 Texas II es un entrenador básico monomotor construido por Hawker Beechcraft. Es utilizado por la Fuerza Aérea y Marina de Estados Unidos como base para la formación de pilotos. El T-6A también se utiliza como entrenador básico en 20 países del Mundo, incluyendo, entre otras, a las Fuerzas Canadienses (CT-156 Harvard II) y la Fuerza Aérea Griega. DE ENTRENADOR A ATAQUE Los principales cambios implementados al T-6, para transformarlo en la versión AT-6 o T-6C con Puntos Duros, consisten en la adopción del turbohélice Pratt & Whitney PT6A-68C de 1.600 shp, que le permite acceder a sustanciales mejoras en las prestaciones en relación al entrenador original. Las alas fueron reforzadas para transportar armamento en 6 soportes subalares, a lo que se suma la modificación en el centro del ala para transportar una torreta de 360 grados de cobertura equipada con un FLIR y un telémetro laser. El motor, tal como el piso y paredes laterales del cockpit han recibido blindaje y el tren de aterrizaje ha sido reforzado. En relación al equipamiento electrónico del avión, Beechcraft ha recurrido a Lockheed Martin quien ha diseñado un sistema de presentación de datos similar al utilizado en el programa de modernización de los A-10C Warthdog integrado con los siguientes sistemas y equipos: -Head Up Display (HUD) de 25º de cobertura y panel frontal de control (UFCP) -Cámara de video en color integrada al HUD -Dos pantallas primaria multifunción policroma (PFD) -Una pantalla de situación táctica (TSD) Armamento y Equipo; Satisfaciendo las necesidades de defensa y ataque El AT-6 incorpora todas las mejoras de la segunda serie del Texan II (T-6B) como es el sistema de aviónica abierta de CMC Electronics de Canadá que incluye la computadora digital de misión FV-400, pantallas policromas LCD, un Hed Up Display SparrowHawk, un sistema de navegación 4D que incluye navegación vertical y un sistema de gestión de armamento. A estos equipos HBC agrega en la versión AT-6 un sistema de alerta radar, lanzadores de señuelos, algún jammer ligero (a pedido del cliente) y asientos blindados con kevlar, con la particularidad que el asiento posterior se puede remover fácilmente para permitirle a la aeronave portar más combustible o armamento. El puesto posterior puede ser configurado con todos los controles de los sistemas de armas y observación (FLIR o barquilla de designación láser). Los soportes subalares son 6 y admiten la posibilidad de portar misiles aire-aire, bombas de guía láser, pod o barquillas de reconocimiento, coheteras o depósitos adicionales de combustible. Según el cliente, la aeronave también puede ser equipada con un sistema de enlace de datos (datalink) a los fines de poder recibir información de blancos o posiciones de otras aeronaves de reconocimiento o incluso de cazas. Especificaciones (T-6 Entrenador) Tripulación: 2 con asientos en tándem Longitud: 10,2 m Envergadura: 10,2 m Altura: 3,3 m Peso en vacío: 2.087 kg / Cargado: 2.971 kg Motor: 1 × Pratt & Whitney Canada PT6A-68 turbohélice, 1100 shp (820 kW) Velocidad máxima: 316 kN (Mach 0,67) Autonomía: 1.700 km Techo: 10.668 m Tasa de ascenso: 1.372 m/min NOTA: La versión AT6 utiliza un motor PT6A de 1,600 shp, 500 más que en la versión de entrenamiento, además de blindaje y reforzamientos. AT6 Y T6 Aspectos Generales La construcción del T-6 es considerada como la más robusta de su segmento, con una vida útil de 18.720 horas, pudiendo las alas soportar aceleraciones de +7 g y de -3.5 g. Aún así, HBC decidió establecer varios refuerzos estructurales en el fuselaje y las alas para permitir que toda la estructura de la aeronave mantenga su rigidez al tener que operar con mayores pesos o ser sometida a más esfuerzos. El tren de aterrizaje original, que ya había sido reforzado para absorber descensos de 4 metros por segundo, también ha sido nuevamente reforzado por cuanto el requerimiento indica que deberá operar sobre cualquier tipo de pista, incluyendo superficies de césped, tierra o incluso barro. Tanto Afganistán como Irak han demostrado que el blindaje es un elemento esencial para este tipo de aeronaves, por lo cual el AT-6 incorpora blindaje en base a kevlar en ambas cabinas y en el compartimiento del motor, además de disponer de una cúpula blindada y depósitos internos autosellantes. El sistema de generación de oxígeno abordo también se encuentra protegido contra el impacto de armas pequeñas y varios de los conductos de los sistemas hidráulicos y de combustible están duplicados para otorgarle a la aeronave una mayor capacidad de absorción de daños. La planta motriz de ésta versión es el turbohélice Pratt & Whitney PT-6A-68D que suministra una potencia máxima de 1.600 shp, lo que representa un incremento de potencia de 500 shp en relación al T-6A de entrenamiento, por lo cual en términos generales las prestaciones serán superiores, tanto en velocidad final como en régimen de ascenso. El piloto podrá presentar en cada pantalla la información que requiere pudiendo intercambiar los menús y opciones en cualquiera de ellas, donde también podrá presentarse información del motor y todos sus parámetros, información cartográfica digital, además de información relativa a la misión, navegación, comunicaciones y transferencia de datos. -Sistema de gestión de armas -Sistema EPLARS (sistema de localización de posición de reportes) -Sistema de enlace de datos L-3 -Sistema SADL (Situation Awareness data link) -Equipo de comunicaciones UHF/VHF y SATCOM -Sistema de alerta de aproximación de misiles AN/AAR-47 -Lanzadores de señuelos AN/ALE-47 Operadores Nivel Internacional • Canadian Forces • Luftwaffe (Alemania) • Hellenic Air Force • Israeli Air Force • Iraqi Air Force • Royal Moroccan Air Force • United States Air Force • United States Navy / United States Marine Corps 
Un operador nos pidió una explicación sobre el ajuste del ralentí en un motor PT6A-41. El ajustó el ralentí al 52% Ng a nivel del mar. Tras aterrizar a 8400 ft. de altura el ralentí le subió al 62% Ng. Pensando que se descalibró y lo reajustó al 52% Ng. El próximo día el avión regresó a base, a nivel del mar y vió como el ralentí se le bajó al 42% Ng. Esta es la explicación: el Fuel Control tiene internamente un fuelle al vacío que compensa por la bajada de la presión barométrica hasta una altura de 3500 ft, llamándose el ralentí en este rango, velocidad mínima de control, la cantidad de combustible necesaria para mantener la velocidad disminuye con la altura hasta un punto en que ya no disminuye más por contactar el tope del flujo mínimo, coincidiendo ahí con la velocidad mínima de control. A alturas mayores de este punto la velocidad Ng aumenta proporcionalmente con la altura, incluyendo la velocidad de ralentí que a los 8400 ft alcanza el 62% Ng. La velocidad de ralentí en tierra se debe ajustar por debajo de los 3500 ft. de altitud. Por: United Turbine Corp. unitedturbine@ixaviacion.com.mx ALERT SERVICE BULLETIN BELL 412-11-147 10/10/2011
 
MODEL AFFECTED: 412 and 412EP SUBJECT: EMERGENCY FLOATATION SYSTEM MANDATORYINSPECTION OF TUBE ASSY P/N 412-073-820-101. HELICOPTERS AFFECTED: Serial numbers 33001 through 33213, 34001through 34036 and 36001 through sub equippedwith emergency floatation kit installed perService Instructions BHT-412-SI-2, BHT-412-SI-39and BHT-412-SI-60. [Serial numbers 36541 and subsequent will have theintent of this bulletin accomplished prior to delivery.] Puede descargar el boletín dando click en el archivo que está abajo del logo de Bell. NBAA 2011 10/10/2011
  La 64ava Convención anual más grande en el mundo de aviación general y ejecutiva, la NBAA, comenzó el día de hoy 10 de Octubre y finalizará el próximo día 12, en Las Vegas, Nevada. Como cada año, se han dado cita las empresas líderes en aviación para mostrar sus nuevos desarrollos y productos, así como ofrecer los diversos servicios para aeronaves y personal, ante los miles de profesionales, estudiantes, aficionados y miembros de la Industria. Interxtra Aviación obtuvo certificación de prensa para cubrir este evento, en el cuál tomarán parte algunos patrocinadores, anunciantes, colaboradores, clientes y amigos de la revista, con "booths" propios y/o visitando la convención, tales como: -United turbine (USA) -Aerolíneas Ejecutivas (MEX) -Million Air (USA) -Piaggio (Venti, representante en MEX) -Entre otros 
¿Tienes alguna experiencia negativa con la DGAC? ¡Ayúdanos a encontrar la solución! Están invitados, y debemos estar, TODOS los que participamos en la aviación, sean pilotos, despachadores, mecánicos, aficionados, operadores, sobrecargos, asistenes de vuelo, personal de tierra/rampa, dueños de aeronaves, etc. ¡Confirma tu asistencia! Tema Problemática y exceso de trámites y regularizaciones. Hora Martes, 25 de octubre · 16:00 - 19:00 Lugar Holiday Inn Aeropuerto Toluca Programa * Introducción * 'Tramitología' del personal aeronáutico * 'Tramitología' de aeronaves y empresas * Conclusiones * Elaboración del Plan de Acción Objetivo Que el personal técnico aeronáutico se una, aportando ideas, experiencias y esfuerzos, para buscar y proponer soluciones ante las autoridades debido a las crecientes quejas de los miembros que conformamos a la Aviación General y Ejecutiva. Lugar y Fecha Último martes de Octubre (25) del 2011 a las 16:00 hrs. Hotel HOLIDAY INN Toluca (Plaza Sendero, Blvd. Aeropuerto y Tollocan) Invitaremos a personal del CPAM y DGAC CONTACTO: Revista Interxtra Aviación info@ixaviacion.com.mx Tel. 4984.5554 Nextel Id. 72*13*12687 NUEVO CITATION MUSTANG 2 "M2" 09/27/2011
   Cessna reveló el nuevo modelo de su familia de jets ligeros "Mustang 2" o "M2", que cubrirá el espacio de precios entre el Citation Mustang de $3.1 millones de dólares del Mustang y los $7 millones del CJ2+. Esta aeronave de aprox. $4.195 M, y propulsada por 2 motores Williams FJ44, tiene planeadas las entregas para el tercer cuarto (3Q) del 2013. A continuación, la reseña original: ________________________ Cessna has revealed a "new" Citation family light business jet that spans the gap between the $3.1 million Mustang and $7 million CJ2+. Called the M2, the Williams International FJ44-powered twinjet started life during former Cessna chief Jack Pelton's tenure when engineers had been quietly working to give Mustang operators what they had been asking for - a faster, larger transition aircraft with a more private lavatory, says Mark Paolucci, senior vice-president of sales at Cessna. The aircraft was to be a bridge between the Mustang and the CJ2+, currently the next model up from the Mustang. While engineers had originally started with a clean sheet design for the aircraft, the company more recently decided "we had a basic design already that would give what we were asking for," says Paolucci. What resulted was a "tweak" to the CJ1 (Model 525), now out of production. "We stayed in the same space and went back to an existing model to make some changes," says Paolucci. "We're happy with the results: It's less expensive than the CJ1 and will help us in the market." Cessna revealed the tweaked aircraft on 26 September in Wichita. The eight-seat M2 features a 400kt maximum cruise speed and will carry two more passengers than the Mustang - one in the co-pilot seat, one on a forward side-facing seat at the front of the cabin, four in club seating mid-cabin and one on a belted lavatory at the back of the cabin. Cessna selected the Garmin 3000 integrated avionics system packaged as a Cessna Intrinzic flight deck. The initial price is $4.195 million. Cessna M2 high level specifications Price $4.195 M EIS 3Q 2013 MTOW (lb) 10,700 Seats 1 + 7 Engines 2 x Williams FJ44 Max cruise (kt) 400kt Max alt (ft) 41,000 Time to climb (min) 24 Range (NBAA IFR, nm) 1,300 Powered by two to-be-determined versions of the Williams International FJ44, the M2 will climb to 41,000ft in 24 minutes where it will have a maximum cruise speed of 385kt. The M2 will top out at 400kt at 33,000ft. NBAA IFR range is 1,300nm. With full fuel of 3,309lb, the M2 will have a payload of 500lb. Maximum takeoff weight is 10,700lb. The FADEC-controlled engines will have a 2,000h inspection interval and 4,000h TBO, the same as the Mustang. Fuel will be heated internally, eliminating the need for anti-ice additive. Construction will be all aluminium, with a T-tail and straight wings capped with Cessna's first in-house production winglets, says Michael Pierce, Cessna director of product marketing. "They're pretty basic winglets," says Pierce. "We've proven they've done well on Citation X, now we're starting to look at winglets for other airframes." Certified for single pilot operations, the M2 cockpit will feature three Garmin 14.1in liquid crystal displays with two centre console Garmin GTC 570 touch screen controllers that interface with the flight management system. Flight controls are the traditional mechanical type. Pierce says auto throttles are not an option for the M2. "Too expensive for this class of aircraft," he says. A head-up display (HUD) is not an option initially; though he says a HUD could potentially be an option later. Garmin's synthetic vision (SV) is an option, not standard equipment. "We have enough people that don't ask for [SV] all the time," says Pierce. "Customers want the ability to select it." Pierce says Cessna is "still looking into" an automatic descent mode (for decompression problems) for Intrinzic, but says there will not be an automatic aircraft attitude recovery mode, a trademark feature of Garmin's lower end avionics suites. Standard equipment will include a Garmin GFC 700 autopilot, TAWS B, TCAS1, XM graphical weather, Garmin's weather radar and ADS-B out. Along with synthetic vision, options include a cockpit voice recorder and broadband for the cabin. Pierce says the customer will have selections for the interior, which he says has "styling completely different than anything else we've ever done", including on-purpose cavities for personal electronics like mobile phones. A cabin management system (CMS) by Heads Up Technologies, the CMS provider for the Citation Ten, will be optional. Cessna expects to power on the first prototype in December, with first flight following in the first quarter of 2012. Certification testing is expected to start in the third quarter of 2012 with one aircraft only. Production flow will start in the third quarter as well. Pierce says the production line will either be in Wichita or at Cessna's Independence, Kansas, facility. "We don't need to build new facilities for this one," he adds. He says the company is hiring engineers but he was not sure if more production workers would be needed for the M2. Pierce expects Williams to certify the engine variant in the first quarter of 2013, with US Federal Aviation Administration (FAA) type certificate for the M2 following in the second quarter. Cessna is slating third quarter 2013 for entry into service (EIS). Paolucci says the name M2 came as a result of "talking to employees in the factory" who wanted "something young" to title the business jet. "I think M2 will make a strong statement in the market," he says. Source: ©CESSNA | INTERXTRABIENVENIDO A LA PÁGINA DE LA REVISTA INTERXTRA AVIACIÓN. ¿CÓMO COMENTAR?
1. DE CLICK EN EL TÍTULO DEL TEMA QUE LE INTERESE. 2. ABAJO DE LA NOTA ENCONTRARÁ UN RECUADRO PARA PONER SUS COMENTARIOS, ASÍ COMO DATOS DE CONTACTO. 3. LISTO, PULSE ENVIAR Y SU COMENTARIO ESTARÁ LISTO PARA SER LEÍDO. 197 AERONAVES VENDIDASÚLTIMAS 3 AERONAVES VENDIDAS A TRAVÉS DE NUESTRA REVISTA:
*PIPER AZTECA *C 402 C *FALCON 20F  #89 ArchivosMayo 2012 CategoríasAll  TRD Publicidad Irreverente   Llámenos desde SKYPE
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