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In-Flight the ECLIPSE 500T |
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„In a business jet across Europe" |
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Text: |
Andy
Herzog |
Pictures: |
Andy
Herzog |
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Last May 2013, on the
occasion of my visit at the European Business Convention & Exhibition (EBACE)
in Geneva, I have noticed the little Eclipse 500T in the static displays.
Hardly bigger than a common light aircraft it would fit in one of my
glass cabinets at home, in addition to all the other models of aircraft
I collect! After a detailed discussion, information and explanations on
the spot about the benefits of the Eclipse 500T, David Hayman, CEO of
Aeris Aviation Ltd. UK, invited me spontaneously to join a demo flight
with the Eclipse 500T. |
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Aeris Aviation Ltd. is the
exclusive distributor of the Eclipse 500T/550 for Europe. An offer that
only a few weeks late came true, in a fantastic flying experience across
Europe! |
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Plaque commemorating of the
fallen
crews of the U.S.
Navy
and U.S. Air
Force,
stationed
at
Dunkeswell Airfield
during
the WW
II. (Picture
courtesy
Andreas
Herzog) |
Flight dispatch center at
Dunkeswell
Airfield (Picture
courtesy
Andreas
Herzog) |
Eclipse
500T,
N843TE
which will
fly me
on
this day as far as
Bern-Belp
(Picture courtesy
Andreas
Herzog) |
Eclipse
500T,
N843TE
which will
fly me
on
this day as far as
Bern-Belp
(Picture courtesy
Andreas
Herzog) |
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History of the Eclipse aircraft |
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Ups and downs for a small
U.S aircraft manufactory!
Thus, or similar could describe the turbulent first years of the
former American aircraft manufacturer Eclipse Aviation. Established in
1998 by former Microsoft executive Vern Raburn, it was headquartered
with the production halls in Albuquerque, New Mexico. The company set
the goal of building a low-cost small-jet with low fuel consumption and
low operating costs, a so-called "very light jet".
This results
in developing the Eclipse 400, a single-engine small-Jet with V-tail,
and in a further step, the Eclipse 500 with two rear-mounted turbofan
engines by Pratt & Whitney Canada PW610F. Customer interest on the
Eclipse 500, mainly in the U.S. market was remarkable and so placed,
among others, the following companies their first orders; Day Jet (28),
University Air Center (2), Linear Air (4), North American Jet Charter
(7) Rocky Mountain Sport Jets (5). |
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Up to the first scheduled
deliveries in 2006, the company reported already about 200 orders for
the Eclipse 500 including those payments. In 2007, the workforce was
about 1,300 people and the future "seemed" safe.
A fallacy as it
turned out later! The management had production costs massively
underestimated which resulted in considerable financial problems. That
was not enough, in the summer of 2007 the company needed to
significantly increase the selling price of the Eclipse 500; much to the
annoyance of the existing customers and new prospective customers. |
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With a fuel consumption of "only" 48-59
gallons per flight hour, the Eclipse 500T is the most fuel-efficient
twin-engine business jet on the world market (Picture courtesy Andreas
Herzog) |
With a trust of 4KN are the two PW 610f
Pratt & Whitney, Canada real power bundles with low fuel consumption
(Picture courtesy Andreas Herzog) |
David Hayman is not only CEO of Aeris
Aviation, UK but he flies the Eclipse whenever possible himself (Picture
courtesy Andreas Herzog) |
The sleek and aerodynamic shape gives the
Eclipse a cruising speed of 695 km / h (Picture courtesy Andreas Herzog) |
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The financial situation, but
also difficulties in the types-certification led the company in 2008
into bankruptcy protection under Chapter 11 on 25th November the same
year. Because of the hopeless situation of a restructuring, insolvency
proceedings under Chapter 7 (liquidation) was continued and scheduled in
an auction of all the equipment in August 2009. In the meantime, the
former distribution partner ETIRC tried to take over and rescue Eclipse
Aviation to continue the production and maintenance of the Eclipse 500.
However, ETIRC also
was not able to afford the financial means and had to declare by the end
of 2009 bankruptcy as well. Thus was the end of the former Eclipse
Aviation. |
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Very last preparations and then we can get
started! (Picture courtesy Andreas Herzog) |
Best view in the cockpit during the entire
flight, especially during takeoff and landing (Picture courtesy Andreas
Herzog) |
After a few minutes, the weather
improved the view and we left the cold and wet weather of England behind us
(Picture courtesy Andreas Herzog) |
The integrated flight management system of
three large color screens truly dominated the cockpit (Picture courtesy
Andreas Herzog) |
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Specifications |
500T |
550 |
Wingspan |
Spannweite |
11,40 m |
11,51 m |
Length |
Länge |
10,10 m |
10,21 m |
Height |
Höhe |
3,40 m |
3,40 m |
Wing
area |
Flügelfläche |
? |
? |
Engine |
Motor |
2 x Pratt & Whitney Canada
PW610F Turbofans mit je 4,0 kN Schub |
2 x Pratt & Whitney Canada
PW610F Turbofans mit je 4,0 kN Schub |
Maximum
speed |
Höchstgeschwindigkeit |
685 km/h |
695 km/h |
Empty
weight |
Leergewicht |
1‘610 kg |
1‘648 kg |
Loaded
weight |
Startgewicht |
2‘699 kg |
2‘737 kg |
Climb
Rate |
Steigrate |
? |
? |
Service
ceiling |
Gipfelhöhe |
12‘500 m |
12‘500 m |
Range |
Reichweite |
2‘084 km |
2‘408 km |
Capacity |
Zuladung |
1 oder 2 Piloten
4 bis 5 Passagiere |
1 oder 2 Piloten
4 bis 5 Passagiere |
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View of the Eclipse 550 the latest
model (Picture courtesy Eclipse Aerospace Inc.) |
The Eclipse 500T at the EBACE-2013 in
Geneva (Picture courtesy Andreas Herzog) |
Engine and Cabin layout of the Eclipse 500T
(Picture courtesy Andreas Herzog) |
David Hayman in front of his jet at Bern-Belp
(Picture courtesy Andreas Herzog) |
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Phoenix from the ashes
In the subsequent
bankruptcy proceedings, Mason Holland and Mike Press from South Carolina
received on 20th August 2009 the contract to take over the shares, worth around
$ 40 million. She then founded the new Eclipse Aerospace and took over the
production and maintenance facilities in Albuquerque, New Mexico as well as the
whole distribution.
With United Technology Corporation as new partner, who participated in 2011 with
shares in Eclipse Aerospace, a new beginning of production of the Eclipse 500,
went on its way.
In the meantime the improved Eclipse 500T was supplemented by the 550 variant in
late 2013.
Basically, the new 550 version is based on the Eclipse 500T and is externally
almost indistinguishable from each other. The all-renewal primarily affects the
cockpit that was equipped with the latest avionics and an advanced flight
management system.
In March 2013, the first Eclipse 550
was able to start the test program. Over the summer, the 550 has gradually
acquired all governmental approvals. From September 13, the production will
begin and first deliveries to customers are due by October / November 2013. |
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An important milestone for the
company was undoubtedly the signing of the cooperation with PZL Mielec in
Poland, a subsidiary of Sikorsky Group. PZL will be responsible for the
construction of the fuselage, and the wings, which are then shipped for final
assembly to Albuquerque. The price for the standard version of the Eclipse 550
is approximately US $ 2.89 million and planned are a production rate, depending
on demand, of 50-100 aircrafts per year.
On October 22nd 13, at the NBAA in
Las Vegas, Nevada, the new Eclipse 550 was unveiled in a ceremony to the general
public. |
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Will be the Eclipse 550 the next
“Tour-Jet” by Iron Maiden?
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Bruce Dickinson of Iron Maiden
often piloted himself the fantastic painted Astraeus Boeing 757-28A G-STRX
during "The Final Frontier World Tour 2011". In the same year the "Ed Force
One" as she was called too, visited several times the Euro Airport in Basel.
(Picture courtesy Andreas Herzog) |
Probably not; simply because it is
too small to carry the whole entourage of the heavy metal band, Iron Maiden.
"However, it is a fantastic business jet with best economic and ecological
properties"; so the statement of Iron Maiden lead singer and pilot, Bruce
Dickinson.
He should know it; Dickinson was
able to complete his training and type rating on an Eclipse 500T last September.
During his venues tour in 2013 in the U.S., he flew the aircraft himself to the
various concerts and brought it to more than 50 hours of flight time on this
type.
This is not a novelty for Bruce
Dickinson, however he flew during the last concert tour "The Final Frontier
World Tour 2011" the Astraeus Boeing B757-28A, G-STRX "ED FORCE ONE" each time
from gig to gig. Most Spotter colleagues may surely still remember the ingenious
painted Boeing 757!
In addition to his
career as a singer and Pilot, Dickinson is also a businessman. Clearly convinced
of the performance of this business jets, it was only a small step to share with
Aeris Aviation-UK together the European market to sell the Eclipse. Initial
discussions with Dickinson's company Cardiff Aviation in St. Athan, Wales and
Aeris Aviation (UK) are on the way and let a lot of potential imagine.
The testimony of these
two men, I can only confirm at this point, did I have the opportunity to fly
with them in the Eclipse 500T. Truly a little Power package! |
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VIP flight with the Eclipse 500T
across Europe |
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The travel arrangements for this
trip were made at short notice! By the end of July 2013, I got an unexpected
phone call from Neil Harvey, his character Marketing & Sales Manager at Aeris
Aviation (UK). Hi Andy, is it possible for you to join us next Tuesday, 30th
July in Honiton near Exeter, South England? We will fly next morning from
Dunkeswell Airfield to several Destinations in Europe. You will have the chance
to fly the Eclipse 500T and do many pictures as you want for your report!”
„Yes; no problem I replied, I will be there! Send you all my travelling
information’s by E-Mail”. This short-term commitment brought me slightly to
stress. These are not even 48 hours left to get there!
Honiton, EXETER; where is
this place exactly? ; were my first thoughts. Slight hustle and bustle came up
and I had to set priorities. First of all, I need a flight to "good old
England". Then I need a bed and breakfast for the night and so on… |
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Thanks to the Internet,
Google Earth and the website of the huge orange "low-cost carrier". I
got all my travel arrangements and bookings done within two hours.
However, the price of the ticket from Basel to London-Gatwick reminds me
rather more of a business class fare of British Airways or SWISS and not
like a "Low Cost" fare. To be fair I have to say that I can’t expect a
lower price on short notice. |
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United Kingdom - Exeter |
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Dunkeswell Airfield |
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Day of departure
Early in the morning I had already arrived at the Euro Airport not to miss my
flight to London-Gatwick. Endless cueing-up I gladly accept it, because I knew
that I was able to get the second last seat on this morning flight to London. On
time at 7:05 the A319 took off in the direction to England.
After a little over an
hour I reached Gatwick. On my way to passport control I spied the first,
recently delivered Boeing B787-800 "Dreamliner" for Thomson Airways on one of
the docks of Terminal 3. With my train-ticket to Honiton, Exeter in my hand I
took the monorail to Terminal 1 where British Rail station was. A few minutes
later the train arrived and my four-hour train journey to South West England
could begin.
Despite my fears of a
boring long train journey, it turned out into a real experience; in the form of
a well-off, English gentleman who sat opposite me in the compartment. After a
short "small talk" it turned out that we both had the aviation as Passion. He
told me about his experiences as a Lancaster pilot during the Second World War
and how dangerous these inserts were then over Germany. With his 91 years he had
probably experienced a lot of good and sad things in his live, but still bursting
with joie de vivre; after all. In Honiton arrived he continued his journey to
Exeter. |
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Barely got out of the train
greeted me at the station of Honinton the husband of my "slumber mother"
to pick me up. After a short drive we arrived at their place and the
rest of the day I spent with sightseeing in Honiton.
In the evening
I met Neil Harvey at the Indian-restaurant for a cozy dinner and we
discussed the flight and travel details for the next day. Such a long
day came to an end and I was looking forward for an exciting day next
morning! |
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Ready for Take-off
After an ample
"English Breakfast" it was time to drive towards Dunkeswell Airfield
where our Eclipse-500T was ready for the flight this day. This former
Air Base truly has a turbulent history. During the Second World War, it
was home of the United States Air Force and the U.S. Navy with their
PB4Y-1 Liberators served as a base for combating enemy submarines in the
Atlantic. Today it is nothing more to see, except a memorial monument
commemorating this time. With its two runways of 644 m and 968 m it is
now used for pilot training, business aviation and the resident
parachutist club.
After David Hayman
had obtained all the flight information from the Flight Center, we drove
to the parking position of the Eclipse 500T. Once there the fuel truck
arrived and begun to fuel the aircraft. In the meantime I had a free
hand to photograph the Eclipse from imaginable positions. A good half
hour later it was time. "Boarding for everyone". So David decided
spontaneously that I should be responsible for opening and closing of
the cabin door. Time for take-off!. |
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After about 500 meters the
Eclipse 500T gently lifted off from the runway and climbed into a left
curve to the sky. The climb performance of this small business jet was
remarkable and so we reached our cruising altitude of 8000 m after about
twelve minutes. Equipped with headset I was able to follow all the radio
traffic between Eurocontroll and the cockpit. Despite brisk air traffic
David always had time to communicate the latest information, route
changes and the technical highlights of Eclipse via intercom to me. I
eagerly listened to the radio traffic and David and Neils comments.
Impressive was of course the fact that the Eclipse was controlled by
side-sticks and three large color displays dominated the Flight Deck and
provided and indicated all relevant flight data’s on demand. |
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The integrated
flight management
system
of
three large color
screens
truly dominated the cockpit
(Picture
courtesy
Andreas
Herzog) |
At customer's request
the
Eclipse
500T/550
also can be equipped
with an Iridium
satellite phone
(Picture
courtesy
Andreas
Herzog) |
The start button for the two engines is as
easy to use as starting the engine of a car. All necessary settings and
parameters (temperature, oil pressure, fuel supply, etc.) are set by the
onboard computer automatically for take-off and monitoring (Picture courtesy
Andreas Herzog) |
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Along the south coast of England, we
continue our flight towards the Channel coast, passing France and Holland. At
the height of Amsterdam, David led the descent to our first stop at the airport
Groningen, Holland. The decent was accompanied by violent, side wind gusts.
Buckle up was announced! After we had flown through the turbulent zones, there
we were only a few miles away from the airport. |
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Netherlands - Groningen |
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Groningen Airport |
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Gear down ", one last right
turn and the Eclipse were on the perfect glide path toward the runway of
Groningen. Touch-down; and after a few hundred meters, the N843TE rolled
out gently and turned into the taxiway, one that would lead us directly
to the General Aviation Center. Arrived a small reception committee, led
by Steven Middendorp, Managing Director of Cirrus Aircraft, Europe
welcome us in Holland. After a short small-talk and a tour in the
hangars, the gentlemen’s went to their business meeting. Time for me to
make the hangar halls insecure with my camera; but only after I had
received the permission. |
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On a flight
level of eight
thousand meters
we fly
south of England
and
the channel in the
direction of Holland,
our first
stopover
(Picture
courtesy
Andreas
Herzog) |
In the
descent
we cross the
Dutch coast
and Amsterdam
to our destination
the airport
Groningen
Eelde,
near the German border
(Picture
courtesy
Andreas
Herzog) |
Despite
strong crosswind
at
final approach,
the
Eclipse flew
surprisingly quiet
towards the runway
(Picture
courtesy
Andreas
Herzog) |
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Logically, I also used the time to
look around the terminal at Groningen Airport. Except Tansavia, Ryanair and
Corendon Dutch Airlines is hardly traffic expected in Groningen. During my stay
there was only one B737 of Ryanair at the apron. No problem, I got my much
needed coffee in the restaurant at the airport without a long wait.
Two hours later we met again at the aircraft on the apron. To assess his look on
David’s face the business talks where successful. In the meantime, the aircraft
was refueled again, which should be enough to fly us to Bern-Belp via Belgium. |
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A small detail makes the difference
Since we took off in
England, I had to have a strange feeling something forgotten or not noticed?
Everything was perfect; Forgotten I had nothing and shortly after take-off in
Groningen on the way to Wevelgem, Belgium to our next stopover, I leaned in my
noble, leather-covered chair and tried to enjoy the flight. I looked around in
the cabin; and suddenly it appears in my mind: This business jet has no Toilet!
This cannot be true; regarding a U.S. $ 2.89 million expensive jet, I wondered.
This fact I wanted to clarify
with David after the next landing. Have seriously the designer forgot to provide
this jet with a toilet?! |
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Despite
strong crosswind
at
final approach,
the
Eclipse flew
surprisingly quiet
towards the runway
(Picture
courtesy
Andreas
Herzog) |
Cirrus
Europe
is the exclusive
importer, distributor and
service
agent for
Cirrus
light aircraft
and is
responsible for the
Benelux and
Scandinavian
countries (Picture
courtesy
Andreas
Herzog) |
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The N843TE at Groningen Eelde airport are
re-fueled for the flight to Belgium and Switzerland (Picture courtesy
Andreas Herzog) |
This Cirrus SR22 GTS, N29YA is passed back
shortly to the customer again, after a over-haul (Picture courtesy Andreas
Herzog) |
A look into the hangar of Cirrus Europe
where some aircraft are ready for technical overhaul; including an Eclipse
500T, N23FK (Picture courtesy Andreas Herzog) |
Business Talk with experts, (from left)
David Hayman and Neil Harvey of Aeris Aviation-UK talks to Steven Middendorp,
Managing Director of Cirrus Europe (Picture courtesy Andreas Herzog) |
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Aircraft Maintenance
Hangar of
Cirrus
Europe
at
Groningen Airport Eelde
(Picture
courtesy
Andreas
Herzog) |
Only a few
airlines like
Transavia, Ryanair and
Corendon
Dutch Airlines
serving the airport
Groningen
Eelde
regularly
(Picture
courtesy
Andreas
Herzog) |
(from right)
Neil
Harvey, Marketing &
Sales,
David
Hayman, CEO of
Aeris
Aviation-UK
with the author
(Picture
courtesy
Andreas
Herzog) |
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Belgium - Wevelgem |
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Wevelgem Airport |
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Shortly after landing in Wevelgem
"International Airport" David explained to me the situation. At this size of the
jet and its range of good two hours a quiet little place is not necessary and
also not prescribed. Reassured, I took this statement to the attention; and we
were looking forward to the potential clients from Belgium who likes to buy an
Eclipse. |
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The customer and his pilot
were waiting for us already at the terminal. A short welcoming broke the
ice and our guest with his private pilot was already excited for the
upcoming flight to Switzerland. Armed with a camping cool box filled
with white wine, beer and soft drinks in one hand and a cardboard box
filled with chocolate Éclair’s in the other hand, it went straight to
the aircraft. We do not want waste any time!
Door closed, was my task, engines running and we rolled to the runway.A
bit heavier than before (drinks and éclair’s on board) we lifted off
once more gently from the runway and vanished in the direction of France
and Switzerland. |
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Approaching
the Airport Wevelgem, located centrally within of an industrial area
(Picture courtesy Andreas Herzog) |
Remarkably
is the good climb performance of the Eclipse 500T, rated by approx. 1000
meters per minute! (Picture courtesy Andreas Herzog) |
The range,
including 45 min. Reserve, is approximately 2,400 km. (Picture courtesy
Andreas Herzog) |
In slight
descent to Bern-Belp airport the N843TE passes the lakes of Neuchatel,
Murten and Biel, seen on bird's-eye view (Picture courtesy Andreas Herzog) |
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Switzerland - Bern |
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Bern - Belp Airport |
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Already given my headset to the
customer I enjoy the flight over a almost cloudless sky over France. Often
squinting to our client, I noticed how he prepared the éclair’s and the drinks
in an unfamiliar ceremony for consumption. In the meantime, we passed Paris
eastside and found ourselves at a cruising altitude of 12,000 m.
In slight descent we turned, after a onehour of flight, near Lake Geneva towards
Bern. The Panorama of the French Alps, near Lausanne showed up on this sunny
July day at its best. In the further descent we passed the Lake of Neuchatel,
flew over the military air base Payerne along the River Aare and in the
background we could see the three great lakes of the Central and Western
Highlands. It was short over Bern "gear down" and the N843TE turned into the
final approach to runway 32 at Bern-Belp. |
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One last
curve approaching runway 32 at Bern-Belp (Picture courtesy Andreas Herzog) |
An
impressive panorama! ... Eiger, Mönch and Jungfrau (Picture courtesy Andreas
Herzog) |
An
unforgettable flight experience, across Europe ends here at Bern airport
(Picture courtesy Andreas Herzog) |
Passing the
Do-328 of Sky Work the Follow-me car lead us to our parking position
(Picture courtesy Andreas Herzog) |
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One last curve before landing showed
us the breathtaking scenery of the Eiger, Mönch and Jungfrau from the
perspective of a passenger. After a perfect landing the "Follow Me" vehicle was
leading us to our parking position at the General Aviation Center in Bern-Belp.
Back on solid ground, it was time to say goodbye. A warm hug, accompanied by a
solid "hand-shake" we went our separate ways. That we will maintain contact with
each other, was clear for all! A long, successful and memorable day/flight came
to an end. |
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Epilog
An unforgettable experience, no question, although I have worked as a
maître de cabin in the early 1980s on BIZ Jets in Kuwait, is one such
in-flight experience in these days and age are something very special.
Technically the benefits of the Eclipse 500T are impressive and I am
confident that the successor model Eclipse 550 will prevail on the
aviation market in its class. With operation costs of less than U.S. $
1000 per flight hour, this is probably a strong argument for future
customers. |
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