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A day with Global Express: our pilot compares the ultra-long-range Bombardier bizjet to "a sports car which transmits its exuberant feelings to the pilot"
The pre-flight walkround was straightforward. Notable was the refuelling panel situated under the starboard wing, where the aircraft could take on a full load of 19.7 tonnes of fuel in trader 20 minutes. Also worthy of note was the horizontal stabiliser constructed entirely of carbon fibre. A number of other non-structural parts on Global Express are constructed in Kevlar and other alloys based on carbon. Four electrically signalled multi-function spoilers, also in carbon fibre, act to assist aileron control and response, and act as speed brakes or lift dumpers. The Rolls-Royce BR710 turbofans, with a thrust of 66.1kN each, are easily accessible as they are set relatively low for an aircraft of this type.
We climb aboard and retract the stairway electrically. The diameter of the fuselage provides a very comfortable standing position. On the flight deck, the pilot seats are comfortable, the sensation of space agreeable and the ergonomics excellent. On the other hand, it is difficult to see the wingtips, since they are situated so far back.
Honeywell avionics
Honeywell has been responsible for the avionics and systems integration around its Primus 2000XP suite. They have done a good job: the workplace is logically arranged and efficient, centered around six colour screens--two Primary Flight Displays (PFD), two multi-function displays (MFD), one engine indication and crew alerting system (EICAS) and a weather radar display.
All switches should normally be in the "auto" position, from the three positions available "off", "auto" and "manual". For example, start up of the APU is initiated by moving a rotary switch from "off" to "start", when the page appears on the MFD. Once the start sequence is complete, the electrical system carries out its own functional tests. By selecting the MFD screen page the pilots can verity the different electrical circuits. The air conditioning operates in the same way, its do all the other systems in the "auto" mode.
From a single keyboard we programme the FMS at the same time, with the day's data (wind speed and direction, temperature, state of the runway, etc). This information could also be sent directly to the FMS from a ground facility
MGTOW is 43 tonnes (93,000lbs), but at today's weight of only 26.8 tonnes (59,000lbs), the FMS calculated our take-off distance at 837m, with an engine pressure ratio (EPR) of 1.54. This is the value that the auto-throttle will set for take-off. V1, equal to VR today, is 93 knots, V2 112 knots and Vfto (V1 factored for flexible takeoff power settings) 148 knots.
The triple inertial reference systems (IRS) are aligned, with the FMS correcting, and anticipating any variations between them. We pre-select our altitude after take-off to 1,500ft (500m) and our airspeed at 200 knots. The operating speed range of Global Express is from 106 knots (at SL 24t TOW) to Mach 0.88.
There are few normal switches on board this aircraft. They have been replaced by "intelligent" contacts and semi-conductor power controllers, displayed and accessible via the displays for the electrical system. In addition, a central warning system CAIMS (central aircraft information and maintenance system) allows pilots and maintainers to diagnose the origins of a technical problem, and even to identify the part number of the defective item.
Engine start up is initiated by a rocker switch. The EEC (electronic engine controller) watches over all phases of the start cycle and protects the engine from any over-temperature situation, or other anomaly. We complete the after-start checks and taxi out towards the runway. A remark here--the electric braking and nose steering system make it really easy to control the aircraft. Pre-takeoff checks include flap and leading edge slat deployment. Once lined up I engage file auto-throttle feature and advance both throttles a few centimetres. The auto-throttle then takes over and regulates the amount of power for take-off. Acceleration is powerful but progressive. Manny calls out "80 knots", then V1/Vr after less than 600m ground run. I follow the flight director bars, which indicate a 15 degree attitude. Hardly necessary to say that we're soon at 1,500ft. The undercarriage, flaps and slats are retracted, the yaw damper engaged and while I maintain heading and altitude the auto-throttle adjusts power to maintain 200 knots.
Rough ride
I must say that in the conditions of turbulence we found, the ride was rough. Each shock is felt through the airframe. The Global Express is like a sports car which transmits its exuberant feelings to the pilot. The passengers may perhaps not be so thrilled, but Toronto control authorises us to climb and calm again reigns on board. I set 300 knots on the auto-throttle. The climb rate settles down at 4,000 ft/min. I engage the auto-pilot and we reach FL330 (11,000m) in around 13 minutes. Acceleration to Mach 0.85 takes less than a minute, while fuel consumption indicates 951 kg/hr per engine. A nice feature is that our route and the test area boundary is very readable on our displays.
I start our evaluation with some steep turns. The roll rate is impressive and control very precise, a little like an aerobatic aircraft. The artificial feel transmitted to the pilot is realistic, with relatively light control forces. When the aircraft is stabilised in a turn, one just has to centre the control column, ,and the height barely changes.
Next I slow up the aircraft for a look at a clean stall. As the speed unwinds, I see the red low-speed bar move up the airspeed indicator, until at a certain point the stick shaker cuts in. I noted no unexpected pre-stall flight characteristics.
now wanted to examine whether a Dutch roll is easy to control manually. With such a highly swept wing, I expected the worst. Manny switched off the yaw damper, and I made some progressive rudder inputs. 1 noticed that, if I did nothing, the oscillations had a tendency to increase in intensity. But if I countered them with an aileron control input they rapidly damped out. I again made some rudder inputs and Manny switched the yaw damper back on. Less than two seconds were needed to cancel out all uncomfortable movement.
Next I cut the power on one engine and advanced the throttle of the other to simulate an engine failure. I felt little input from the yaw damper, and the aircraft was perfectly controllable.
We were then cleared to FL510 (15,500m), the Global Express's ceiling. I donned my oxygen mask because should a depressurisation occur at this altitude, we would have too little time to react without oxygen. I try a few turns at 20 degrees bank angle and again I find the aircraft displays very good stability in all three axes. At Mach 0.83, indicated airspeed is 200 knots, and our clean stall speed is 158 knots.
On the way down to Dorval we use the vertical navigation system. The descent profile comes up on the display, as well as the horizontal navigation profile. The clarity of the information presented to the pilots is probably one of the best safety features of this aircraft.
Popping the spoilers/airbrakes produces no attitude change, just a slight vibration, which is hardly felt on the flight deck. Passing Mmo (maximum Mach operating) is a non-event. Apart from an overspeed warning, nothing happens. During flight tests the aircraft attained the speed of Mach 0.994 without problems.
Impressive roll response
The weather at Dorval is excellent as we prepare for an ILS to runway 24. Our touchdown weight will be 24.4 tonnes and the FMS tells us that the landing distance over 50ft will be 1024m. Vref will be 106 knots, Vac 116 knots and Vfto 141 knots. I disengage the autopilot for a manual approach. We need just a nudge more than idle power to maintain Vref with full flap and slats. Airbrakes may be used down to 300ft. On short finals we encounter some wind shear which again shows the impressive roll response rate of this aircraft to advantage.
At the round out, the nose tip attitude is pronounced, but touch down is smooth thanks to the configuration of the Messier Dowty gear. Thrust reverse is easily selected by moving the throttles aft beyond the idle detente. Reverse is cancelled automatically from 60 knots, and the engines are back at idle by the time the aircraft comes to a stop.
Global Express is priced at $44 million, without an interior, which could add between $7 and $15 million to the price, according to customer requirements. About 90 aircraft are today in service around the world. It offers its fortunate owner a range of 6,500nm (12,000km), which translates into a trip from Tokyo to Montreal in just 11 hours 22 minutes.
Quelle des vollständigenTextes!
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) hatte ich immer den Eindruck, noch wirklich gebraucht zu werden. Das roch noch nach Schweiß und Öl. Das GE - Cockpit sieht aus, als hätten die verbliebenen Knöpfe und Hebel nur noch Alibifunktion. Erniedrigend für jeden Piloten, der das Fliegen wirklich im Blut hat und mit dem Herzen bei der Sache ist 
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), da Airbus - Philosophie ...
