SmartrChartr - May 20, 2013

Call 866.359.3932 or visit http://www.execcharter.com for inquiries

When last we checked in on the real estate cum new-media mogul, we discovered that he was in the process of purchasing a new private jet to replace his outdated current ride.
He’s done a pretty good job at joining the new millennium with this one.  He’s purchased a Boeing 757 and fitted it with all new high-tech and high-luxury amenities and now own has a jet suitably styled to haul around that giant ego.

SmartrChartr - May 16, 2013

Call 866.359.3932 or visit http://www.execcharter.com for inquiries

SmartrChartr - May 14, 2013

Call 866.359.3932 or visit http://www.execcharter.com for inquiries

To inquire about your destination, please contact us at 866.359.3932, or on the

web at http://www.execcharter.com

The folks at Terrafugia are at it again and their latest design is something that comes closer to the promise of rising above the congestion of surface roads.  For those of you unaware who Terrafugia is, their first model, the Transition (seen right), still requires that you drive it to a conventional airport, reconfigure it for flight mode, fly to your destination airport, then reconfigure for street mode again.  The aircraft is struggling to meet certification requirements, but the company has orders for about 100 aircraft.

Personally, I would much rather have something that allows me to pop open my garage door, back out and fly off to any destination I choose.  The new aircraft, TF-X, will be capable of VTOL or Vertical Takeoff and Landing, as well as normal flight – the concept is very similar to the Marine Corps V-22 Osprey.  It is designed to be a “green” machine using hybrid electric motors and electric car charging stations.  The anticipated range of the TF-X is at least 500 miles, with a cruise speed of 200mph, allowing for a Boston to New York flight in as little as 50 minutes, while Boston to Washington DC would take only about 1hr and 45 minutes.  I can easily see this type of vehicle in use frequently in the summer months as weekend getaways to destinations such as Nantucket, Martha’s Vineyard, or the Hamptons become easier than ever to get to.  Development and certification is expected to take 8-12 years.This ultra-cool marketing video shows what the designers hope to accomplish with the new aircraft/vehicle.  George Jetson, eat your heart out!

Recently, Pro Airways of Plymouth, MA provided me the opportunity to review the Hawker 4000 (HA4T) SuperMid Private Jet.  My initial thought upon seeing the aircraft up close for the first time was “wow, that’s a big jet.”  I’ve reviewed Hawker 800, 800XP, 1000s before and I suppose I had already formed an opinion about the 4000 as just being a small step up from the Hawker 1000.  I could not have been more in error.  This jet is truly the class of Hawker’s fleet, and they did a great job on it.

From the overall increase in size and performance, to the use of high tech carbon-fiber building materials, this jet screams with performance, attitude, and styling.  The HA4T I viewed was configured with seating for 8 passengers in a double-club type layout.  The seats convert to berths allowing 4 passengers to travel on long overnight flights.  With nonstop range of 3300nm, flights such as New York to London or Los Angeles are easily accomplished.  Even better, the jet owns some truly outstanding short field performance, even at high altitudes – allowing nonstop range from all of the High Rocky Mountain airports popular with the skiing crowd.  Aspen, Eagle, Telluride, and Hayden are all easily accessible.  The same holds true for shorter runways in the Caribbean such as Tortola’s Beef Island Airport and St Kitts/Nevis.

A large baggage compartment solves a long-standing issue with Hawker 800/850/1000 type aircraft.  While these jets all have nice, wide, comfy interiors, baggage space has always been limited.  A close inspection of the HA4T’s available baggage space shows enough room for several pairs of skis or 4 large golf bags plus luggage.  Speaking of interior space, the HA4T has lots of it.  At 25’ long, 6’ high and 6.5’ wide the cabin closely compares to a Gulfstream G200.  I especially like the bulkhead mounted flat panel monitors usually found only on larger jets.  The all-electronic flight deck offers the crew the latest avionics and safety monitoring systems.

With the holiday ski and sun seasons rapidly approaching, I highly recommend the Hawker 4000 for all of your travel needs.  Many thanks to Pro Airways, of Plymouth, MA for the opportunity to climb aboard their jet for the tour.

This aircraft was built using the advice derived from thousands of hours of research performed by psychologists on the traveling public.  Using surveys and focus groups, researchers determined exactly what the flying public wanted, then attempted to build those answers into the 787.  Some of the features attributed to this new approach are the new larger, higher windows, the new automatic electronic dimmer for those windows, indirect ceiling lighting, personal entertainment options, larger seats, and more legroom.  Boeing has done a remarkable job of balancing the need for the jet to be profitable and the desire to provide the public an aircraft they will WANT to fly upon.

Not a movie about teens and their summer adventures, “High and Hot” refers to geographic and atmospheric conditions that limit aircraft performance.  As the temperature and altitude climbs, the air becomes thinner and generates less lift over the wings, the engines will not produce as much power, and the normal load that the jet can carry is significantly diminished.  For example in January it is common for a Hawker 800XP to depart Eagle Airport and fly nonstop directly to Teterboro, NJ with 5 passengers and baggage.  In July, that same mission profile would require a fuel stop.  These conditions take special training and demand experienced flight crew members.  Make sure to ask if your aircraft possesses the required performance for summer operations at high-altitude airports.

WHAT HAPPENS WHEN A CABIN DECOMPRESSES AT ALTITUDE
First it is important to note that pressurized aircraft are designed in such a way that if there is a significant structural failure, only the local area will be compromised while the rest of the structure remains solid and effective.  SW 812 was an example of this, a 3-foot hole opened up, but despite flying along at cruising speed and altitude the rupture did not get any larger or affect the pilots’ ability to control the aircraft. 
There’s a misconception that oxygen is pumped into aircraft cabins because there isn’t enough oxygen for us to breathe at high altitude. In reality, the same percentage of oxygen exists at high altitude as at sea level. But as altitude is increased, there is less pressure, which in effect leads to less oxygen available in a given breath.  Because of this, aircraft are pressurized to simulate a lower altitude inside the cabin. As an aircraft climbs to a high altitude, the cabin is pressurized, and as it descends for landing, it is gradually de-pressurized. This is similar to inflating a balloon, followed by slowly letting the air out.
If a sudden loss of cabin pressure does occur, the balloon deflates rapidly (or all at once) expelling the breathable air very quickly.  Sensors in the cabin detect the pressure loss, releasing oxygen masks above each passenger. An explosive loss of pressurization is an emergency that pilots simulate and engrain into their minds many times in training.
Some emergencies allow for a slow and methodical response, but this particular situation requires an instinctive reaction from memory. Priority No. 1 is restoring the ability of the pilots to breathe properly. In the cockpit, pilots have quick access to emergency oxygen masks, and are trained to put them on in mere seconds. Priority No. 2 is quickly and safely descending the aircraft to a lower altitude. At the lower altitude (below 10-12000’) the air pressure is sufficient to sustain consciousness.