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Aviation History
1998
1998 - 2374.PDF
Dassault is studying a Mach 1.8 cruise, 7,400km range SSBJ with Falcon SO-size cabin (see belowj certificated and due to enter service by the beginning of next year, the companysays orders are tracking its projections. Confusing estimates of the demand for ultra- long-range business jets is the entry of first Boeing, then Airbus, into the market. Both the Airbus A319CJ Corporate Jet and Boeing Businessjet lack die extreme range capability of the Global Express and GV, but offer much larger cabins. The debate hinges on whether the airliner manufacturers are taking market share from Bombardier and Gulfstream, or tapping into demand for a different type of aircraft. Graff, for •'M'l^Wli^laMil'];!-- oooooooo 0 3 Tv.n.r- 0 5 15ft 6m JUL FLIGHT ANTHONY LAWRENCE 98 Length overall 31.7m Operating weight empty 17,000kg Wing span overall 16.9m Maximum fuel weight Powerplant Power (each) 3 x GE F414 or Snecma M88 Maximum take-off weight 20.800kg 38.900kg 12,0001b (53kN) Cruise speed Mach 1.8 (unreheated) Range 7,400km one, argues that the A319CJ and BBJ will sell mainly to the operators of some 200 airliners now in corporate and government service. "These aircraft appeal to people who need to travel long distances in large groups," he says. Boisture agrees that Airbus and Boeing "...are at the fringe of the ultra-long-range market." He cautions, however, that "...the market does not expand geometrically just because they are there." To varying degrees, die four companies are chasing die same customers. Boeing, undaunted, forecasts a market for 600 aircraft over 10 years and is aiming for a 40% share, or 24 aircraft a year (the same num ber diat both Bombardier and Gulfstream plan to build annually). Airbus sees a total market for 24 aircraft a year, and wants half, but only con siders the BBJ as competition. While heads of state are considered likely buyers of die bigger aircraft, only 25% of BBJs and one-diird of A319CJs sold so far have been to governments - a trend which may yet con cern Bombardier and Gulfstream. A strong economy appears to have boosted sales to individuals made wealthy by stock mar ket growth. Another factor that will boost sales of large aircraft, to individuals and corporations Paslawskyi predicts, is fractional ownership. "Why pay for die whole aircraft when you only need 100-200h a year," he asks. That question may come to vex Dassault, as it studies the market for a Mach 1.8 supersonic business jet (SSBJ). Having eschewed develop ment of an ultra-long-range Falcon, the com pany is now looking to compete by offering an aircraft able to complete the same trips faster, despite a stop en route to refuel. The Falcon SSBJ, if developed, will be more expensive and have a smaller cabin - seemingly going against today's trend. While this can be balanced against the executive time saved, development of an SSBJ is likely to require a continued vibrant economy, shareholder accep tance - and a strong appeal to the fractional ownership market. ^J 134 FLIGHT INTERNATIONAL 2 - 8 September 1998
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