|
General Comments on Operational Capabilities
Back in the late 1970's when the Conquest II was first introduced an extensive sale & marketing program was put in place by Cessna to extol the virtues of this aircraft type design. The sales distribution network quickly learned that the best approach to selling this aircraft type was to promote the flight characteristics that set this aircraft apart from the rest that was the ability to "Climb fast, fly high and stay high as long as you can".
As part of the marketing efforts, a very specific and important "rule-of-thumb" was developed that was not only recommended, but also taught and reinforced to Pilots. That rule-of-thumb stated:
"To determine the best altitude (FL) to operate the aircraft at, take your mission length and double it (i.e. 145 NM x 2 = FL 290)... ATC, winds and direction of flight permitting".
This initially dumbfounded Pilots, because what that meant was for a 100 NM mission length, they were being instructed to climb to FL200. However, they soon learned that:
• The aircraft climbed to those higher altitudes very fast,
• The higher they flew, the quieter and smoother the airplane operated,
• Even though they were cruising at higher altitudes, the speed dropped off very little (in dramatic comparison to most other turbo-props), and
• As they were cruising at those higher altitudes, the fuel flows were significantly less than the lower altitudes they would have otherwise elected to fly at.
This is truly the best and least expensive way to operate this aircraft type, and we have stressed this philosophy to our Clients ever since those early days. Yet we are surprised by how many 441 Operators continue to operate at lower, less efficient and costlier altitudes even when flying shorter distances.
MOTHER NATURE
Regardless of any other ownership or cost considerations, no single factor will disrupt the operational and mission flexibility of an aircraft more than what will be encountered when dealing with weather… especially if the aircraft is incapable of or restricted from climbing above it. As everyone is aware, significant weather can be encountered at any distance from an aircraft's departure point. One of the great benefits provided by the performance of the 441 is the ability to climb to altitudes that allow operation above most weather conditions. And an extremely important aspect of this is the ability to operate at higher flight levels where the formation of ice is seldom encountered because of colder temperatures, typically above FL300.
Additionally, operating in the "30's" allows visual identification of storm cell location without having to rely solely on the radar display. Should you be operating in the "20's", getting bounced around, watching the ice form on your aircraft and your radar display fails, you're left with having to blindly navigate in or around the worst of the weather.
Aircraft Owners who do not elect to comply with RVSM will simply forfeit all these capabilities. Additionally, they will ultimately be forced to operate in what will become a growing "traffic jam" of other non-compliant and/or non-certifiable aircraft flying below FL290.
The RVSM EFFECT on Aircraft Resale Values
At some point in time, every aircraft will be sold again. All Owners of aircraft are "future Sellers" and they must understand how their aircraft are going to be perceived by "future Buyers" when the decision is made to sell their aircraft. The marketability of aircraft capable of operating within the RVSM affected flight levels and that are not RVSM equipped will most assuredly diminish worldwide... if for no other reason than because the full design capability of the aircraft cannot be utilized. The future Buyers will think:
"Why buy an aircraft you can't use to its full capabilities?" OR, "OK, we'll purchase that particular aircraft only if we can buy it cheaper than current market value and install the required equipment so that we can utilize the airplane as it was designed to operate."
These are not simply assumptions being made about what might occur... this is already happening. Even though RVSM has yet to be implemented in some areas of the world, today's Buyers are already making these comments and formulating these opinions. In response to what's already being heard from Buyers, the major U.S. Dealer database firms have already begun tracking RVSM compliance for aircraft types that are capable of operating within those affected flight levels, regardless of where the aircraft is based in the world.
History has shown that market acceptance of performance capability improvements or the regulatory mandates of worldwide aviation agencies inevitably affect the value of aircraft. For example, this occurred after equipment like Loran & GPS were accepted as "required" equipment; and when 8.33 kHz Spaced Radios, CVR's, FDR's & Hush Kits were mandated by various worldwide aviation agencies. Once this equipment became accepted or required by regulation, resale market values became predicated on aircraft having this equipment installed. Buyers viewed aircraft that didn't meet these requirements as being worth less money.
This same effect to aircraft values will be felt when RVSM is implemented, and by any aircraft type that was designed to operate at those flight levels. And the net value effect will directly equate to the cost of equipment or systems required to make the aircraft compliant.
Future Sellers must also understand that the adjustments to values associated with planned regulatory requirements take effect well before they are mandated. Buyers for those aircraft are aware the mandate is coming and that it will affect aircraft values. And because there will be Owners who will comply with this requirement, those compliant aircraft will become the standard against which all others are valued.
Invariably, Owners who elect to not comply with RVSM requirements and operate their aircraft outside the RVSM affected flight levels will not be immune to this effect. Ultimately, the cost associated with this regulatory requirement will be felt by one of two means:
(1) Initial acceptance and compliance, OR
(2) The effects of diminished marketability for their aircraft and the acceptance of a less-than-market value when the aircraft is sold.
The net reality of this regulatory situation is that there will be a quantifiable cost to aircraft Owners, regardless of whether or not they comply with the requirement.
Information provided by Corporate Aircraft.
Back To Top
Copyright Corporate Aircraft. All
Rights Reserved.
|
