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Wrong Mark Elwess?

Mark Elwess

Chief Test Pilot and Manager of Flight Operations

SyberJet Aircraft

HQ Phone:  (210) 258-3900

Direct Phone: (562) ***-**** ext. ****direct phone

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I agree to the Terms of Service and Privacy Policy. I understand that I will receive a subscription to ZoomInfo Community Edition at no charge in exchange for downloading and installing the ZoomInfo Contact Contributor utility which, among other features, involves sharing my business contacts as well as headers and signature blocks from emails that I receive.

SyberJet Aircraft

900 Isom Road, Suite 110

San Antonio, Texas,78216

United States

Company Description

SyberJet Aircraft is a U.S. based manufacturer of the world's fastest and longest range light business jet-the SJ30. The SJ30 has a high speed cruise of Mach 0.83 (486 ktas), a range of 2,500 nm, and a sea level cabin to 41,000 ft. Using a highly swept wing fo... more.

Find other employees at this company (26)

Background Information

Employment History

Senior Test Pilot

Sino Swearingen Aircraft Corporation


Test Pilot

European Business Air News


Experimental Test Pilot

Diamond Aircraft


Web References(12 Total References)


www.essential-aircraft.com

I suited up for the flight and then met with Diamond's experimental test pilot, Mark Elwess, who briefed me on the test area and general operating procedures for the test plane.
After our preflight briefing, we walked out to the plane, did our preflight inspection and strapped into the D-Jet. Though it's not outfitted with a production interior, the cockpit was quite comfortable, with more than adequate forward and side visibility while sitting on the ground. After we completed our before-engine-start checklist, Elwess instructed me to turn the engine switch from "Off" to "Start"-pretty simple. At ground idle, the Williams International FJ33-5A engine was burning 84 pounds per hour, or about 12 gph at 24.7% N1. After we got the engine started, we taxied out to runway 15 at London, Ontario's airport. The weather for our flight was perfect: light winds out of the south, scattered cumulus clouds and a ground temp of 20 degrees C. Cyrus Sigari (left) and Diamond's Mark Elwess (right) prepare to fly Diamond D-Jet S/N 003. As I pulled up to the runway, I was instructed by Elwess to push the takeoff configuration button prior to calling the control tower. Coming out of 20,000 feet, Elwess demonstrated the jet's impressive glide performance. As soon as the nosewheel touched down, Elwess retracted my flaps from landing to takeoff, and I applied full power, immediately accelerating back to our rotation speed and up for another circuit around the pattern.


www.kcac.com [cached]

Diamond test pilot Mark Elwess reported the flight to be uneventful without any issues or aircraft snags.


www.africanpilot.co.za

Test pilot Mark Elwess said the winglets have delivered measurable improvements in cruise, low-speed handling, roll authority and lateral stability. â€Å"It handles like a sports sedan,†said Elwess.


www.avweb.com

Test pilot Mark Elwess told AVweb the winglets have delivered measurable improvements in cruise, low-speed handling, roll authority and lateral stability.
"It handles like a sports sedan," said Elwess, "and now it's better. A forthcoming prototype, S/N 004, will be a conforming model that reflects the now "frozen" aerodynamic design and incorporates some changes not seen in S/N 003. Diamond hopes to take that design through certification. And the company's specific plan for certification means some exciting flight testing may still lie ahead. According to Elwess, the winglets have improved dihedral effect and improved roll control at all speeds, especially in slow flight. He said roll-off in stalls performed at idle in the landing configuration previously could be as much as six or seven degrees. The new winglets have cut that to three. But the company is following an approved and extensive program that allows it to seek certification with a stick pusher instead of normal spin resistance testing. The idea is that a properly applied stick-pusher system prevents stall, and without a stall there is no spin. Diamond's task now is to show that the stick pusher performs properly in all configurations. That means Elwess will be flying abused stall entries, including a wide range of yaw rates, to satisfy regulators.


www.planeandpilotmag.com

I suited up for the flight and then met with Diamond's experimental test pilot, Mark Elwess, who briefed me on the test area and general operating procedures for the test plane.
After our preflight briefing, we walked out to the plane, did our preflight inspection and strapped into the D-Jet. Though it's not outfitted with a production interior, the cockpit was quite comfortable, with more than adequate forward and side visibility while sitting on the ground. After we completed our before-engine-start checklist, Elwess instructed me to turn the engine switch from "Off" to "Start"-pretty simple. At ground idle, the Williams International FJ33-5A engine was burning 84 pounds per hour, or about 12 gph at 24.7% N1. After we got the engine started, we taxied out to runway 15 at London, Ontario's airport. The weather for our flight was perfect: light winds out of the south, scattered cumulus clouds and a ground temp of 20 degrees C. Cyrus Sigari (left) and Diamond's Mark Elwess (right) prepare to fly Diamond D-Jet S/N 003. As I pulled up to the runway, I was instructed by Elwess to push the takeoff configuration button prior to calling the control tower.


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