Fast track development: First deliveries of production versions of Mystère-Falcon 20 to Pan Am Business Jet Division occurred in July 1965, just 26 months after the Mystère 20 prototype first flew in May 1963.
4 avionics, Universal Avionics EICAS, and dual UNS- 1 FMSs, adding a digital pressurization system and modifying the overhead panel. It also was fitted with a flight-certified GTCP 36-150 APU. Final touches includ- ed a full interior redux, new paint, and brightly polished leading-edge slats. While the original invoices are long gone, it’s estimated that the total bill could have exceed- ed $6 million. Other owners frequently spent $4.5 mil- lion to $5.5 million on 731 Falcon 20 conversions, Ster- ling says. That’s impressive, considering the aircraft sold new in 1980 for about $4.5 million. Long-range cruise is 0.76 Mach, but Kaady pushes the aircraft up to 0.83 to 0.84 because hourly fuel costs are less than maintenance costs. He only slows down to 0.80 Mach on longer trips and 0.76 virtually never. Cruising at 460 to 480 knots keeps this airplane in the 21st century fast lane in spite of its advanced age. All serial number 408’s mods boost empty operating weight by 1,439 pounds and they shift CG aft by 1.4 per- cent. The empty weight increase is more than offset by a service bulletin that raises max takeoff weight from 28,660 to 30,325 pounds. That allows it to be loaded with full tanks, passengers in all nine seats and 425 pounds of baggage. Keeping the aircraft with CG limits is no prob- lem, provided it’s loaded from back to front. Sealevel, standard-day takeoff field length is 5,635 feet at such a heavy weight. When Kaady departs Hillsboro (KHIO, elevation 208 feet msl) for a 500 nm sprint to Oakland, California, with three passengers, his aircraft
only needs 3,600 feet of runway, assuming standard-day outside air temperature. Hot-and-high airports are more of a challenge. Leav- ing a 5,000-foot elevation airport at 25 degrees Celsius, maximum takeoff weight is limited to 28,000 pounds because of one-engine-inoperative climb requirements. That cuts range by as much as 700 nm. At that weight/ altitude/temperature, takeoff field length is 7,075 feet— relatively lengthy by current midsize jet standards. Kaddy says the Falcon 20-F5 is the most reliable jet he’s owned, but he’s concerned about parts availability, particularly for the -5BR engines, Universal electronic engine instruments, and landing gear. Assuming parts are available at affordable prices, Kaady plans to keep the airplane well into the future. Making my flights in Kaady’s Falcon 20-F5 even more meaningful, I flew them within three days of the 60th an- niversary of René Bigand’s first flight of the Mystère 20 prototype on May 4, 1963. To prepare for flying the aircraft, Fabio Sciacca, FlightSafety International sales lead for Europe, Mid- dle East, and Africa, provided access to FSI’s online Fal- con 20 learning library. FlightSafety’s Paris-Le Bourget learning center has the only remaining Falcon 20 simu- lator, but there was no time or budget for a trip to France for a FAR 61.55 check. Aviation 2000’s Brian Mott, CFI and FAA Falcon 20/200 designated pilot examiner, also supplied a wealth of training materials and reference documents. Most importantly, Allen Tvergyak, Kaady’s
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