The deliveries come less than a month after Gulfstream received FAA type and production certification (March 29 and April 8, respectively) for the new, Rolls-Royce Pearl 700-powered G700. The engines have greater than 18,000 pounds of thrust, each.

• READ MORE: Gulfstream G700 Obtains FAA Certification

The FAA nods, entry-into-service, and as many as 15 deliveries had been expected by the end of last year. But delays in the certification process, largely attributed to FAA staffing woes, have slowed the progress for the new model. The good news for Gulfstream is that this year’s deliveries for all models are expected to spike to as many as 160 aircraft, a boost of some 44 percent.

Mark Burns, Gulfstream president, said, “We appreciate the confidence our customers have demonstrated in our aircraft and look forward to continuing these deliveries in the weeks ahead.”

• READ MORE: New Gulfstream G700 Beats Projections During Testing

The $75 million G700, which Gulfstream says features “the most spacious cabin in the industry,” also features a maximum range of 7,750 nm (at Mach 0.85). The twinjet can cover legs of 6,650 nm at Mach 0.90. Its maximum operating speed is Mach 0.935, making it the fastest business jet in the Gulfstream line. And the G700’s pressurization system enables the “industry’s lowest cabin altitude,” according to the Savannah, Georgia-based manufacturer.

Editor’s Note: This article first appeared on AVweb.

The post Gulfstream G700 Enters Service With First Two Deliveries appeared first on FLYING Magazine.

Bolinger, a pilot, aircraft owner, and aviation enthusiast at heart, brings more than 30 years of experience in developing a voice for leading aviation brands, including Cirrus Aircraft, Gulfstream Aerospace, Civil Air Patrol, and other aviation/aerospace brands through CAP. 

During his time at Gulfstream, one of Bolinger’s many responsibilities included  leading content development for Nonstop magazine, its premium global aviation lifestyle publication. In his most recent role with CAP, he executed a complete rebranding of the 80-year-old organization, helped grow the pilot population through a recruitment strategy, and led the redesign and content strategy of its in-house publication, Volunteer magazine.

“Randy’s relationship with FLYING is a long and prosperous one,” said Lisa deFrees, Firecrown’s aviation group lead “We have worked with him in all his previous roles and partnered with him on past events. We are excited to bring this full circle and put his creative genius and competitive drive directly to work for FLYING’s content strategy.  His diverse background makes him uniquely qualified to lead FLYING into the future and will undoubtedly contribute to the success of our family of aviation media titles.” 

“I’ve been fortunate to turn a lifelong fascination for flight into a dynamic career, and FLYING has been a significant part of that journey every step of the way,” said Bolinger. “Working for powerful world-class brands fuels my passion, and in the realm of aviation journalism, there is no more powerful, prestigious, or familiar brand than FLYING, and I’m thrilled to be part of it.” 

The post ‘FLYING’ Announces Hiring of New Editorial Director appeared first on FLYING Magazine.

The milestone paves the way for deliveries of the long-awaited business jet—initially projected for the first quarter of 2024—to begin,

• READ MORE: What’s Next in New Aircraft

“We have successfully completed the most rigorous certification program in company history with the G700,” Gulfstream president Mark Burns said in a statement. “The G700 brings a new level of performance and cabin comfort to business aviation and is doing so while meeting the highest certification standards our industry has ever seen.”

• READ MORE: Engine Certification Brings Gulfstream G700, G800 Closer to Market Debut

The G700 is powered by two Rolls-Royce Pearl 700 engines and able to accommodate up to 19 passengers. 

According to the manufacturer, the certification of the G700 confirms new performance improvements, “giving customers increased flexibility and airport availability: a balanced field length takeoff distance of 5,995 feet and a landing distance of 3,150 feet (standard [International Standard Atmosphere] day, sea level), both shorter than originally anticipated.”

• READ MORE: New Gulfstream G700 Beats Projections During Testing

In September, Gulfstream said the G700 had a range up to 7,750 nm at Mach 0.85 or 6,650 nm at Mach 0.90, which represented a gain of 250 nm at both speeds compared to original projections. The aircraft’s top operating speed was Mach 0.935, and its cabin altitude was reduced to 2,840 feet.

The post Gulfstream G700 Obtains FAA Certification appeared first on FLYING Magazine.

“Nothing surprises me,” says Vincent. “We were on a sugar high in 2021 and 2022, fed by essentially free money. Now with middle single-digit loan rates, we’re getting back to a more normal market.”

Adds Ron Epstein, senior equity analyst at Bank of America: “The COVID recovery was kind of a weird thing. We’re getting back to a normal [growth] trajectory pre-COVID.”

Rising interest rates haven’t yet been much of a damper on new aircraft sales, as up to 60 percent to 70 percent of purchases now are all cash or 50 percent cash down/50 percent financing. Less than one-third involve a large loan. Some buyers look at 6 percent aircraft loan rates in relation to the 8 percent returns they’re making on investments, so they’re choosing to finance aircraft purchases rather than tying up cash.

The current market cooldown is more related to supply chain snags, particularly as noted by the heads of Bombardier, Dassault, and Gulfstream. Éric Martel, Bombardier’s CEO, says fewer of the firm’s suppliers have problems, but the remaining ones have systemic issues that need remedial work. Bombardier has its own specialists embedded with key suppliers to provide support should issues arise.

Dassault chief Éric Trappier points out that supply chain issues in 2023 are worse than last year, partly from the fallout of Russia’s invasion of Ukraine. Some materials, such as titanium, are in short supply, and European aerospace manufacturer’s energy costs have soared. In mid-July, Trappier disclosed that sales had slowed in the first half of 2023 as compared to the same period in 2022 in large part because of the war in Ukraine.

Gulfstream president Mark Burns says that while supply chains are constricted, the Savannah, Georgia, firm began reordering parts and materials two years ago, resulting in fewer challenges. Phebe Novakovic, CEO and chairman of General Dynamics, Gulfstream’s parent company, has modestly scaled back projected deliveries for 2023.

There’s an upside to supply chain snags, says Epstein, because “it prevents anybody from spoiling the party because it forces production discipline.” Simply put, manufacturers cannot flood the market with an oversupply of airplanes.

Market growth also is being constricted by aircraft certification delays. Similar to many other organizations, the FAA encouraged many employees to work remotely during the COVID-19 pandemic. Several staff members have been reluctant to move back to FAA offices after experiencing the freedom and flexibility of their remote workplaces. Industry observers claim sparsely staffed FAA certification offices are creating long delays in paperwork processing.

In addition, the FAA has doubled down on its aircraft certification checks in the wake of the Boeing 737 Max debacle, delaying by several months the type certification of the Dassault Falcon 6X and Gulfstream G700 and G800, plus potentially the Beechcraft Denali in 2025.

Prospects for smaller turbofan aircraft already in production remain bright. Cirrus, for instance, delivered 90 single-engine SF50 Vision Jets in 2022, according to the General Aviation Manufacturers Association (GAMA) aircraft shipment report. Demand for the entry-level Vision Jet remains strong because it’s an easy step up from Cirrus’ piston singles, owing to its combination of docile handling, human-centered flight deck design, passenger amenities, and top-notch customer support. It’s very similar to the success that Cessna enjoyed 50 years ago when it introduced the mild-performing, twin-turbofan Citation 500 as a modest step-up product from its 300- and 400-series piston twins.

The Vision Jet is the only turbofan aircraft as of yet to offer both a standard airframe parachute system and Garmin Autoland—branded Safe Return—providing unsurpassed peace of mind to occupants. Similar to the long-term growth plan that Cessna had with its Citation500 family, Cirrus is expected to develop faster, higher, and farther-flying turbofan aircraft as follow-on products to the Vision Jet. As FLYING previously reported, Cirrus Aircraft filed for a $300 million initial public offering on the Hong Kong Stock Exchange to provide funds for new aircraft development and increased pro-duction capacity, among other growth goals.

• READ MORE: We Fly: Cirrus Vision Jet G2+

Deliveries in the light jet twin-turbofan market continue slowly to decline, in large part because of the steep drop in demand for Embraer Phenom 100-series aircraft, once the most popular light jet by a wide margin.

Phenom 100 deliveries soared during its first two full production years (2009-2010) for the 100, with Embraer producing nearly 200 units. The Phenom 100 completely eclipsed its archrival, the Cessna Citation CJ1+, a light jet that was $1 million more expensive and somewhat slower. The Phenom 100’s introductory price was on par with the Cessna CE-510 Mustang, but its cabin cross section was nearly as big as the Learjet 45. The Phenom 100’s tall stance and airstair door made it look even larger than its actual size, adding to its perceived value. Owner pilots also favored the Phenom 100’s Garmin G1000 avionics package over the CJ1+’s Collins Pro Line 21 system.

Three years later, Textron Aviation responded by delivering Citation M2, a CJ1 variant with more thrust, Garmin G3000 avionics, a plusher interior than the Embraer, a 40-plus-knot cruise speed advantage, 160 nm more range, and a more attractive price tag than CJ1+. Within a few years, M2 took the sales lead from Embraer in this class and it clearly has maintained it. M2 steadily is catching the Phenom 100 in total sales, with Textron now having delivered more than 340 Citation M2 jets compared to Embraer’s 400-plus Phenom 100 aircraft.

M2 deliveries also surpass those of HA-420 HondaJet, despite the latter’s having a roomier cabin, higher cruise speeds and, arguably, the quietest interior in the light jet class. The Citation, however, offers superior runway performance and a roughly $800,000 lower price.

Veteran buyers also are keen on product support, giving Textron Aviation a major competitive edge over Embraer and Honda Aircraft, according to some industry observers. Textron Aviation delivered nearly double the number of M2 jets in 2022 compared to the HondaJet, and it’s on track to preserve a similar margin in 2023. Phenom 100 comes in a distant third.

Competition in the upper end of the light jet market is far different. Three competitors, Embraer’s Phenom 300E and Textron Aviation’s Citation CJ3+ and CJ4 Gen2 face off. The Brazilian offering has compelling advantages—biggest cabin volume, lowest cabin altitude, longest range, highest cruise speed, and smallest price. Phenom 300/300E deliveries, as a result, now exceed those of CJ3+ and CJ4 Gen2 combined. The Phenom 300 also siphoned off so many Learjet 75 orders that Bombardier was compelled to shut down production. Notably, the Phenom 300 has been the best-selling light jet for more than a decade. And it’s the only light jet to be purchased by all three major fractional aircraft operators—NetJets, Flexjet, and Airshare.

The upmarket Pilatus PC-24 resides in a class of its own, straddling the boundary between light jets and midsize aircraft. Its 18,300-pound max takeoff weight, fuel efficiency, single-pilot certification, and runway performance make it competitive. Its 500-cubic-foot cabin volume, flat floor, standard autothrottles, and 400-knot block speed nudge it into the midsize niche. The right engine has a special low idle rpm ground mode that enables it to double as an APU, thereby providing heating, air conditioning, and electrical power when the aircraft is parked. The PC-24 is the only jet in either class to have a 4.2-foot high by 4.1-foot wide aft cargo door. It can use unpaved runways, just like the PC-12 NGX turboprop. That increases the number of landing facilities it can use from 10,650 to 21,000.

Textron Aviation’s Citation Ascend, the fifth-generation Citation CE-560XL, is the last remaining truly midsize class jet. Gone are Citation III/VI/VII, Hawker800, Gulfstream G150, and Learjet 60. None had the 560XL’s blend of short-field performance, cabin comfort, operating economics, and low purchase price—though it won’t reach the market until 2025.

Ascend could be the last member of the venerable CE-560XL family, a placeholder to buy time for Textron Aviation to develop a clean-sheet replacement aircraft with more speed, more range, and more cabin volume. At nearly $17 million, Ascend’s price point puts it close to the $18 million Embraer Praetor 500, a super-mid-size aircraft with 70 percent more range, 40 to 70 knots more speed, and half again more cabin volume.

• READ MORE: Citation Ascend Mock-Up to Debut at NBAA

The Praetor 500 can fly nonstop between almost any two U.S. continental coastal cities at Mach 0.80 against winter winds. It has the lowest cabin altitude in its class, 5,800 inside while cruising at 45,000 feet. It boasts full-tanks, full-seats loading flexibility. It has a wet galley, vacuum lavatory, and optional Viasat KA-band SatCom connectivity. It’s the least expensive jet in FLYING’s Buyers Guide to boast fly-by-wire flight controls, a technology that used to be available only on the most expensive jets from Bombardier, Dassault, and Gulfstream. Topping all that, it beats Citation Ascend’s short-field performance on equal length missions. However, being much heavier than Citation Ascend, Praetor 500 burns 20 to 25 percent more fuel.

• READ MORE: We Fly: Embraer Praetor 500

The super-midsize class remains one of the most hotly contested sectors with offerings from Bombardier, Gulfstream, and Textron, as well as Embraer. All contenders feature two cabin sections, typically configured with double-club seating or a single-club section up front and a divan plus two facing chairs at the rear. Bombardier Challenger 3500, the latest variant of the Challenger 300 that entered service in 2003, sports a cabin with nearly the same cross section as a Gulfstream V, lower cabin altitudes to reduce fatigue, more comfortable and stylish Nüage chairs and numerous connectivity and convenience upgrades.

The Challenger 300 series has been the bestseller in class for two decades because of its combination of cabin comfort, performance, operating economics, and dispatch reliability. With fat margins and fuel problems, it’s a cash cow for Bombardier. However, some industry analysts maintain Challenger 3500 is due for a major refresh to keep it competitive in the long term.

The Gulfstream G280 is the performance leader, capable of flying four passengers 3,700 nm at Mach 0.80, and eight passengers 3,500 nm at the same speed. Its cabin is slightly narrower than Challenger 3500, but it’s longer, so the volume is virtually the same. The G280 features a wing derived from the GV airfoil, albeit one with different twist and improved winglets. Fuel efficiency rivals the best class, a result of the low drag wing, fuel-efficient HTF7250G turbofans and comparatively high cruising altitudes. For example, it can climb directly to 43,000 feet on an ISA+10 degree Celsius day. Demand for G280 is getting stronger, with Gulfstream delivering 24 aircraft in 2022, according to GAMA.

Textron Aviation’s Citation Latitude is the firm’s bestselling jet, with 42 deliveries in 2022. Passengers love this airplane, especially its roomy aft lavatory. This low-risk derivative of the Model 680 Sovereign+ offers the largest cabin cross section of any Citation yet to enter production but one with impressive structural efficiency. Its increase in empty weight is less than 360 pounds compared to Sovereign+, while its cabin is 4 inches higher and 11 inches wider. It features the first flat floor in a Citation, a 9.66 psi pressurization system that maintains cabin altitude below 6,000 feet and a Garmin G5000 flight deck. Cabin width is about 5 inches narrower, and floor width is 7 inches less than in the Praetor 500, thus its cross section is the leanest in class. The Latitude’s typical block speed is 400 knots, so it’s optimized for two- to three-hour trips even though it has a 6.5-hour endurance.

• READ MORE: We Fly: Cessna Citation Latitude

The Latitude’s fraternal twin, the Citation Longitude, shares its cabin cross section, low cabin altitudes, and G5000 avionics package, but little else. The wing has a super-critical airfoil with 28.6 degrees of sweep at one-quarter chord. It’s powered by Honeywell HTF7000 series turbofans, considered best in class by Bombardier, Embraer, and Gulfstream. Normal cruises peed is Mach 0.80, so mission block times are nearly identical to those of Gulfstream G280.

The jet will fly four passengers 3,500 nm and eight passengers 3,400 nm at that speed, enabling it to cruise from New York to Paris, but not necessarily Paris to New York against winter headwinds. On typical two-to three-hour missions, the Longitude burns less fuel than the Latitude and its takeoff and landing distances are only slightly longer. Textron Aviation’s asking price is nearly $30 million, the highest in the super-midsize class, but that’s not dampening sales, again boosted by the company’s renowned product support and the air-plane’s unsurpassed low cabin noise levels. Textron Aviation delivered 26 units in 2022.

Embraer’s Praetor 600 is the value leader in this market niche. With a $21.5 million base price, it’s less than $2 million more than the Citation Latitude, yet it offers an extensive list of standard features. Along with the Praetor 500, it’s the only super-mid to have fly-by-wire flight controls. Its cabin cross is slightly smaller than either the Bombardier Challenger 3500 or Gulfstream G280 but larger than the Latitude or Longitude. Similar to the Citation Latitude and Praetor 500, there is no access to the unpressurized aft baggage compartment in flight. With a highest-in-class, 16,000-plus-pound fuel capacity, it can fly eight passengers 3,900 nm at long-range cruise. At Mach 0.80, range is close to 3,700 nm.

While orders are strong at all the jet manufacturers in FLYING’s Buyers Guide, storm clouds rapidly are forming in Europe. Climate change activists cut the airport security fence at Geneva International Airport (LSGG) in May and chained themselves to aircraft on display at the European Business Aviation Convention& Exhibition, calling for a total ban on private jets, decrying them as “toxic objects” and carrying signs that read, “Warning: Private Jets Drown Our Hope.”

Another environmental group sprayed orange paint on a Citation CJ1 at Sylt, Germany, in June, and a third splattered yellow paint over an Embraer Phenom 300E at Ibiza, Spain, in July, unfurling a banner that read, “Your Luxury = Our Climate Crisis.”

Dassault fully understands the threats posed by environmental protesters in Europe, warning that aviation bashing often translates into government regulatory policies. Amsterdam’s Schiphol Airport (EHAM), for instance, plans to ban private jets after 2025. Dassault officials counter that all 2,100 Falcon Jets in service produce the same emissions as a single day of internet video streaming.

To put business jet aviation emissions into perspective, it’s constructive to first look at global energy-related carbon dioxide emissions. In 2022, the total was 36.8 billion metric tons, according to the International Energy Agency. IAE says aviation represents 2 percent of total CO2 emissions, or 736 million metric tons. ICAO also quotes a 2 percent aviation share, based upon research conducted by the Intergovernmental Panel on Climate Change. GAMA claims that business aviation represents 2 percent of all aircraft emissions, or 14.7 million metric tons.

The World Health Organization, in contrast, reports the tobacco industry emits 84 million metric tons of CO2 every year, more than 5.7 times as much as business aviation. FLYING knows of no climate change activists who are protesting cigarette smoking.

“There’s [an] angle of class warfare here,” says Epstein, the Bank of America analyst.

Says another business aviation veteran: “Business jet owners are targeted as fat cats that don’t have to go through TSA. It’s not yet an existential threat in the U.S. But what happens in Europe eventually comes here.”

In light of growing public sentiment regarding the carbon impact of private jets, the business aviation industry has committed to slashing total CO2 emissions by 50 percent by 2050 compared to 2005. Transitioning from fossil fuel to sustainable aviation fuel (SAF or bio jet-A) can reduce overall aircraft CO2 emissions by 80 percent, according to the International Air Transport Association. Some SAF advocates claim up to 90 percent reduction, depending upon the bio feedstocks and production processes.

The challenges to making the jump from fossil jet-A to SAF are immense. Currently, the aviation industry uses close to 100 billion gallons of jet-A annually but only 14 million gallons is SAF, the majority of which was purchased by business jet operators, according to Timothy Obitts, CEO of Alder Fuels, a leading sustainable fuels company in Virginia. One big hurdle to scaling up SAF production is price. The wholesale cost of biojet is up to three times as much as fossil fuel, so FBOs are bound to charge a substantial premium for it, squeezing the already tight budgets of many light jet operators.

• READ MORE: Business Aviation Industry Groups Aim to Speed Adoption of SAF

“Scaling up production of SAF is beyond the scope of business aviation,” says Epstein. “It’s not happening anytime soon. It’s going to take a massive investment by government. And then business aviation can ride on the coattails.”

However, the underpinnings of the business jet sector remain strong.

“People want to travel by air,” Epstein says. “The industry needs to be aware of climate change pressures and manage them. Climate change activists aren’t the ones buying business jets.”

The post Jets: Reaching the Service Ceiling appeared first on FLYING Magazine.

Someone in the Middle East has figured out how to spoof GPS data and it’s playing havoc with aircraft navigation. 

OPSGROUP, a site used by airline, business and cargo pilots, is reporting that aircraft using Airway UMB688 in northern Iraq are experiencing complete navigation system failures because the hacker replaces the position data beamed by the GPS signals with false coordinates. 

“[Twelve] separate reports have been now received by OPSGROUP, and in most cases the [Inertial Reference System] becomes unusable, VOR/DME sensor inputs fail, the aircraft UTC clock fails, and the crew have been forced to request vectors from ATC to navigate,” the site reported.

OPSGROUP says all of the aircraft involved have state-of-the-art navigation systems and include a range of Boeing, Gulfstream, Dassault and Bombardier aircraft. The publication stressed that this is not ordinary GPS jamming, which is a common occurrence in the area. 

The attacks have all been the same so far. The specific GPS receiver on a single aircraft is sent a signal that shifts the displayed position by 60 nautical miles. The aircraft’s nav systems freak out at the sudden change in data and in almost all cases the screens become useless. Crews then have to call ATC for vectors to stay on course. 

The publication says the loss of precise navigation data is especially dangerous in that area because of military action and the proximity of Iranian airspace, entry to which will likely prompt a military intercept.

The post GPS Spoofing Raises Alarms appeared first on FLYING Magazine.

Certification of the engine is a big step toward type certification, official entry into the market and customer deliveries of the G700 and G800.

• READ MORE: New Gulfstream G700 Beats Projections During Testing

“We are excited about this latest advancement towards G700 and G800 certification,” said Mark Burns, president of Gulfstream. “The G700 and G800 are introducing new standards for efficiency and performance in the business aviation industry thanks to the combination of Gulfstream aerodynamics and the Pearl 700’s efficiencies. We are seeing great demand for the technology, cabin comfort and ultralong-range capabilities the G700 and G800 will provide our customers.”

The G700 and G800 feature high-speed, aerodynamic Gulfstream wing design including an all-new winglet designed for these aircraft. These features and the Rolls-Royce Pearl 700 engines help reduce fuel consumption and emissions.

• READ MORE: Gulfstream’s G700, G800 Reach Milestones

The G700 can fly 6,650 nautical miles at Mach 0.90 or 7,750 nm at Mach 0.85. Its top speed of Mach 0.935 makes it the fastest model in the Gulfstream fleet. The G800 can travel 7,000 nm at Mach 0.90 and 8,000 nm at Mach 0.85.

The G700 and G800 both include the Gulfstream Symmetry Flight Deck with electronically linked active control sidesticks and Gulfstream’s Predictive Landing Performance System.

In the cabin, the G700 and G800 feature 100 percent fresh air, the industry’s lowest cabin altitude, low noise levels and natural light from the company’s well-known Gulfstream Panoramic Oval Windows.

The post Engine Certification Brings Gulfstream G700, G800 Closer to Market Debut appeared first on FLYING Magazine.

The company said its G700’s range has increased to 7,750 nm or 14,353 kilometers at Mach 0.85 or 6,650 nm or 12,316 km at Mach 0.90. This marks a gain of 250 nm or 463 km at both speeds compared with original projections. The G700’s maximum operating speed also increased to Mach 0.935 from Mach 0.925, giving the G700 the highest speed in the Gulfstream fleet.

• READ MORE: Gulfstream Aerospace Celebrates 25 G700 Speed Records

The aircraft’s cabin altitude, which Gulfstream calls the lowest in business aviation, was further reduced to 2,840 feet while flying at 41,000 feet.

“We are undertaking one of the most extensive flight test programs as the G700 is the first business aircraft to undergo Federal Aviation Administration certification following the passage of the 2020 Aircraft Certification, Safety, and Accountability Act,” said Mark Burns, president of Gulfstream. “As a result, we will be delivering an extremely mature, rigorously tested aircraft that will outperform expectations in speed, range and cabin comfort. Our certification efforts continue to advance, and we look forward to delivering the G700 to customers around the world.”

• READ MORE: Gulfsteam G700 Ready for World Tour Debut

During the G700’s flight test program, two fully outfitted aircraft have traveled the world testing the interior and letting customers experience the spacious, low-noise cabin, which features 20 Gulfstream Panoramic Oval Windows and 100 percent fresh air. These two aircraft have flown about 246,000 nm while setting more than 45 city-pair speed records.

The G700’s flight test program is almost complete, with five flight-test aircraft logging more than 4,100 test hours, in addition to the two outfitted production-test models.

The post New Gulfstream G700 Beats Projections During Testing appeared first on FLYING Magazine.

During a flight from New Smyrna Beach Municipal Airport (KEVB) in Florida to Ridgeland, the aircraft’s cockpit voice recorder (CVR) recorded information indicating that the pilot in command (PIC) wanted to complete the flight as quickly as possible and arrive at the destination airport ahead of another aircraft.

According to the NTSB report, a passenger asked the crewmembers about the estimated time of arrival, and the PIC replied, “I’ll speed up. I’ll go real fast here.” A minute or so later, the second in command (SIC) noted the airplane’s airspeed was 300 knots and its altitude was 9,000 feet. For the next few minutes, the crew talked about ways to shorten the flight time, the report said. The pilots also noted that another jet on the radio was headed to 3J1.

The PIC said the other aircraft’s estimated arrival time was 10:33, local time or about two minutes ahead of the eventual accident aircraft. The CVR recorded the PIC commenting that the other jet would “slow to 250 [knots] below 10 [thousand feet] and we won’t. We know what we’re doing right now. We’re trying to win a race.” The SIC can be heard replying, “That’s right,” and the PIC said, “This is NASCAR,” after which laughter can be heard on the recording.

At Ridgeland, the crew performed a straight-in visual approach to land on Runway 36. The airplane was high and fast throughout the final approach “as evidenced by the SIC’s airspeed callouts,” per the NTSB report. The SIC asked if S-turns were necessary, and the PIC replied that they were not.

The CVR recorded an electronic voice giving repeated “sink rate” and “pull-up” warnings during the final approach, indicating the approach was not stable. The pilots continued the landing, touching down about 1,000 feet down the 4,200-foot runway. The airplane failed to stop in time, overran the runway, and came to rest in a marshy area about 400 feet beyond the departure end. The fuselage and wings sustained substantial damage, according to the NTSB.

The PIC later said the airplane’s wheel brakes, thrust reversers, and ground air brakes did not function after touchdown, but evidence from witnesses and video indicated the thrust reversers deployed shortly after touchdown. Tire skid marks indicated that wheel braking “occurred throughout the ground roll,” the report said. NTSA said the ground air brakes did not deploy, and tests performed to determine why were inconclusive.

The NTSB said the probable cause of the accident was “the flight crew’s continuation of an unstable approach and the failure of the ground air brakes to deploy upon touchdown, both of which resulted in the runway overrun. Contributing was the crew’s motivation and response to external pressures to complete the flight as quickly as possible to accommodate passenger wishes and the crew’s decision to land with a quartering tailwind that exceeded the airplane’s limitations.”

The post NTSB: Rushed Flight Contributed to Gulfstream G150 Runway Overrun appeared first on FLYING Magazine.

There are 30 purpose-built business jet models in current production, starting with $4.5 million, 1,000-nm-range light turbofan airplanes, all the way up to $85 million-plus, 8,000 nm-plus uber cruisers. Add in the $100 to $200 million air yachts from Airbus and Boeing, and the total count jumps to 36. The sheer number of these machines, along with notable differences in cabin comfort, speed, range, airport performance, and fuel economy, suggest there’s a perfect fit for every customer.

In reality, though, some segments have considerable overlap, while others are sparsely populated. There’s a long-term trend, for instance, by private jet manufacturers to migrate upmarket, expanding their product portfolios to include bigger, faster, and farther-flying airplanes. They’ve been moving up from 1,000-to 1,500-nm-range light jets into 1,500- to 2,000-nm mid-size business aircraft, then migrating from mid-size into 3,000-nm-plus super-midsize jets. Embraer, with its Praetor 500 and 600 jets, and Textron Aviation, with the Citation Latitude and Longitude, are two OEMs that have recently moved upmarket into super-midsize.

This has created hot competition in the super-midsize jet class. The super-mids were originally envisioned three decades ago as more economical alternatives to fuel-thirsty trans-continental-range Lockheed JetStars and Gulfstream GIIs.

Upmarket Climbs

The trend began in the early 1990s, when Israel Aircraft Industries (IAI) started design work on the first super-midsize jet, the Astra IV—an evolution of the IAI 1125 Astra light jet onto which IAI grafted a much larger-diameter fuselage. The Astra IV, indeed, was almost the same diameter as a GII. But the program was chronically underfunded, delaying development for several years.

A few years later, the Astra IV was branded as the Galaxy when the Pritzker organization infused money into its development. Gulfstream bought into the program in 2001, and the Galaxy was eventually rebranded as the G200.

Despite the Astra IV/Galaxy/G200 being the first in this class, its ongoing development woes, including several increases in girth, enabled Bombardier to seize the sales lead with its Challenger 300 (née Continental) in 2003. Learning lessons from Gulfstream, Bombardier endowed the Challenger 300 with a big wing and big engines, thus providing margins for weight gain.

Gulfstream, however, wasn’t about to cede the super-mid segment to Bombardier. Capitalizing on its partnership with IAI, it completely transformed the G200 into the G280 in 2012. The revamped aircraft has a considerably longer cabin, a new larger and higher-speed wing that holds more fuel, more powerful engines, a characteristic Gulfstream T-tail, and a fresh aircraft type certificate. But Bombardier’s nine-year lead enabled it to cement its position as the mid-size class leader. It now owns the largest share of this market with the Challenger 300, along with its updated, more capable, and more comfortable Challenger 350 and 3500 models.

Embraer’s Praetor 500 and 600, Textron’s Latitude and Longitude, and the G280 now vie for the rest of the pie. All the super-mids have two-section cabins, mostly with four chairs in club configuration in the forward and aft seating areas, accommodating eight passengers. Some models offer two-facing chairs and a three-place side-facing divan in the aft cabin in lieu of the four-chair club section. A few have four club chairs up front and six narrower chairs in the aft cabin.

These $20- to $30-million aircraft offer comfortable trans-continental U.S. range for 8 to 10 passengers. The newest versions can fly 3,400 nm to 3,900 nm, enabling them to cross oceans, as well. The longest-range models can fly Paris-to-New York non-stop missions that once were the exclusive province of spacious, large-cabin aircraft, with three seating sections providing ample passenger comfort for international flights. In contrast, a 9-hour trans-Atlantic trip in a two-section super-mid can be a physical endurance event for passengers.

The uppermost end of the private jet market is becoming increasingly crowded as business aviation’s three top titans, Bombardier, Dassault, and Gulfstream vie for building the biggest, fastest, and farthest-flying models, proportionately priced at $70 to $85 million.

The ultra-jet race started in 2008 when Gulfstream launched the 7,000-nm G650—larger, faster, and farther-flying than its predecessor, the G550. The G650 also cruised nearly 30 knots faster and 500 nm farther, plus it offered superior fuel efficiency at Mach 0.85 compared to the G550.

Speed Sells

When the G650 entered service in 2012, Gulfstream had racked up nearly 500 orders. Two years later, Gulfstream introduced the G650ER, featuring increased fuel capacity delivering 7,500 nm of range. Speed sells.

Bombardier countered the G650/G650ER in 2016 by introducing an even larger flagship, the 7,400-nm-range Global 7000, the largest purpose-built business aircraft ever launched. This giant offered a four-section cabin in place of the G650’s three-section cabin. Not to be outdone, Gulfstream countered by announcing the 7,500-nm-range G700, a stretched version of the G650 with four seating sections, plus a lower drag wing, more fuel-efficient engines, active sidestick controls, and an updated interior.

Bombardier’s Global 7000 proved to have 300 nm greater range than expected, so Montreal renamed it the Global 7500, and then launched the Global 8000,a close derivative with more fuel capacity, thereby increasing its range to 8,000 nm.

Gulfstream parried Bombardier’s Global 8000 thrust by creating the 8,000-nm-range G800, are placement for G650 that incorporates all the G700’s technical improvements to boost range by 500 nm. However, it retains the G650’s three-section cabin.

Dassault remained conspicuously absent from this end of the market for more than a decade. Then, in mid-2021, it officially launched the Mach 0.85-cruise, 7,500-nm-range Falcon 10X, claiming the distinction of having the biggest cabin in the class, which is considerably larger in volume than either the Gulfstream G700 or Bombardier Global 7500/8000. It’s the first Falcon to be powered by Rolls-Royce engines, the first to sport a T-tail, and the first Falcon flagship in more than four decades to have two engines—not three.

The top-most jets in this class can cruise 8,000 nm, enabling them to fly from Singapore to San Diego, Boston to Bangkok, or Prestwick to Perth. Push up the speed to Mach 0.90, and some will still fly 7,000 nm, making city pairs such as Toronto to Taipei, Buenos Aires to Brisbane, or Jacksonville to Johannesburg, to be flown in less than 14 hours.

But how frequently will passengers use these aircraft for 14-hour—let alone 15.5- to 16.5-hour—trips? The average mission length for this class of aircraft is about three hours—1,300 to 1,400 nm. That isn’t stopping Bombardier, Dassault, and Gulfstream, however, from betting billions on these flagships. A sizable number of customers will likely be ultra-high-net-worth individuals, billionaires seeking the most exclusive, bespoke air yachts, more for country club bragging rights than pure air transportation needs.

Enter the Gap

This upmarket thrust by Bombardier, Dassault, and Gulfstream is creating a noticeable gap in entry-level large-cabin business aircraft, ones with 4,000- to 6,000-nm range. Currently, there are seven players in this field: the Bombardier Challenger 650 and Global 5500, Dassault Falcon 2000LXS, Falcon 900LX and Falcon 6X, and Gulfstream G400 and G500. Each offers some features buyers expect in a 21st-century large-cabin aircraft. None offer them all.

Each of the seven models merits a close look to identify its strong points and disadvantages. Dig deeply into the numbers, and the size of the large cabin chasm becomes quite apparent. 

The senior citizen of this class is the Bombardier Challenger 650. It’s grandfathered onto the original 1980 Challenger 600 FAA type certificate. It’s the least expensive large-cabin aircraft, but it offers the widest cabin, measuring almost eight feet wide at elbow height and nearly seven feet wide at the floor. It’s six feet high in the center, so this is one of the most comfortable large-cabin aircraft, at least among those with only two seating sections.

The 650’s floor plan most commonly has a four-chair forward club section and an aft four-seat conference grouping flanked by a three- or four-seat divan on the opposite side. Virtually all aircraft are completed with a forward galley ahead of the main two-section seating area, and a single aft lavatory with a rear door that provides inflight access to the aft baggage compartment. There isn’t a second forward lavatory for the crew.

The Challenger 650 is the fifth iteration of the legacy design, featuring larger cabin windows, updated avionics, and plusher interior furnishings. It makes the grade as a long-range large-cabin aircraft because you can squeeze out 4,000-nm legs, but only if you’re willing to slow down to Mach 0.74 (425 knots) average cruise speed. A 4,000-nm trip takes 9 hours, 30 minutes aboard this aircraft.

Push the Challenger 650 up to Mach 0.80, and its range drops to 3,700 nm, smack in the middle of the current generation of super-mids. Climb performance isn’t something Challenger 650 operators brag about, either. When departing at maximum takeoff weight, it’ll only reach 37,000 feet on initial climb. It’s also limited to a 41,000-foot ceiling, so you’re stuck in the organized track systems with Boeings and ‘Buses most of the time when crossing oceans. Plus, the cabin altitude at FL 410 is nearly 7,000 feet. The Challenger 650’s comparatively high wing loading, lack of leading edge high-lift devices, and 30-year-old engine technology also result in relatively long runway requirements, particularly when departing from high-density-altitude airports.

Performance Gains

The Dassault Falcon 2000LXS, in contrast, offers sprightly airport performance because of its full-span leading-edge slats, blended winglets, high-lift flaps, and sporty 7,000-lb.-thrust Pratt & Whitney Canada engines. It’s the fuel-efficiency leader in the large-cabin class because of its comparatively lightweight airframe and fine-tuned aerodynamics. It too, has a two-section cabin that is slightly longer, but a few inches narrower than the Challenger 650’s. Typical floor plans feature a forward, four-chair club section, and an aft four-seat conference grouping with two facing chairs on the opposite side. There is a forward galley and aft lavatory. As with the Challenger, there is no forward crew lavatory.

The Falcon 2000LXS will fly 4,000 nm with six passengers while cruising at Mach 0.80, according to Dassault. But its actual average cruise speed, as shown by the accompanying chart, is 430 ktas. Plan on 9 hours, 18 minutes for such trips. This aircraft can fly as high as 47,000 feet. The 9.3-psi pressurization system provides a maximum cabin altitude of 7,200 ft. at that altitude.

Spoiler alert: Gulfstream G400 arrives in less than two years. The smallest member of the GVII family is designed for a long-range cruise speed of Mach 0.85 because of its highly swept, super-critical wing, powerful engines, and high-altitude cruise capability. Its maximum range is 4,200 nm. We predict an average cruise speed of 481 ktas, so it will shave an hour off of a 4,000-nm trip compared to the Challenger 650 orFalcon 2000LXS. Its cabin cross section is very close to that of the Falcon 2000LXS, but it’s considerably longer, making room for 2½ seating sections, thus providing seating for up to 12 passengers. Each seating section is longer than either the Challenger 650 orFalcon 2000LXS, yielding more legroom for each passenger.

If buyers opt for shorter, two-section cabins, it makes space available up front for an optional forward crew lav. All models are equipped with a forward galley and aft lavatory. These aircraft have the highest pressurization in the class, thus cabin altitude never exceeds 4,850 ft., even at the 51,000-ft. Maximum cruising altitude. As a bonus, the G400 is the only entry-level large-cabin to boast fly-by-wire flight controls. This aircraft promises to bruise sales of both the Challenger 650 and Falcon 2000LXS.

Next up in Dassault’s product line is the Falcon 900LX, a distant derivative of the 1979 Falcon 50 trijet. It shares its fuselage cross section with the Falcon 2000LXS, but its main cabin is 6 feet 5 inches longer, sufficient for three comparatively short seating areas. Many aircraft have both forward crew and aft passenger lavatories, a welcome feature on long trips. All current production aircraft have forward galleys. Maximum cabin altitude is similar to that of the Falcon 2000LXS.

The Falcon 900LX shares its wing contours with the Falcon 2000LXS, along with full-span slats and high-lift flaps, providing excellent airport performance. But sharing the same wing aerodynamics also means its average cruise speed on the longest missions is only 420 ktas. A 4,650-nm trip takes slightly more than 11 hours.

Turn Up The Volume

The Bombardier Global 5500 is the heavyweight in this class, with the largest dimensions. It provides the second-largest cabin volume of any aircraft in this segment. The three-section cabin is typically configured with a four-chair club up front, a four-seat conference grouping on the left, an optional chaise on the right in the midsection, and a private stateroom in the aft section. Almost all aircraft have forward galleys and an aft lavatory, plus a second forward crew lavatory. The 10.3-psi pressurization system ensures cabin altitude never exceeds 5,700 feet.

The Global 5500 is a derivative of the Global 5000, a shortened version of the original 1998 Global Express. The newest model has upgraded Rolls-Royce engines with improved efficiency and a drag-reduction package that boosts its range to 6,000 nm. Powerful engines and full-span leading-edge slats endow it with excellent runway performance.

But shortening the Global Express didn’t save much weight. The Global 5500’s relatively ample girth hurts its fuel efficiency. It consumes 15 to 50 percent more fuel than other three-section large-cabin competitors. That’s damaging its popularity among large cabin jet buyers in today’s eco-conscious environment.

Gulfstream’s G500 is the closest competitor to the Global 5500. Its three-section cabin gives up 4 inches of maximum width, but all members of the GVII family have a non-circular cross-section that makes more room available at shoulder height for seated passengers. The main seating area is also slightly shorter than that of the Global 5500. Like other three-section, large-cabin aircraft, the G500’s interior is typically configured with a forward, four-chair club section, a four-seat conference area and credenza mid-cabin, and a private aft stateroom. All models have forward galleys and crew lavatories, plus an aft lavatory. GVII series aircraft—G400/G500/G600—have the highest pressurization in class with cabin altitude always remaining at or below 4,850 ft. And nothing in the sky has a quieter cabin. Those lower cabin altitudes and noise levels translate into lower fatigue on long-range missions—a critical factor in their long-term operational success.

Powerful engines and an impressively large wing give this aircraft runway performance on par with Global 5500, even though the Gulfstream lacks leading-edge slats. Fuel efficiency is the best of any three-section large-cabin aircraft that cruises at Mach 0.85. Similarly to the G400, the G500 has fly-by-wire flight controls.

Next One Up?

If cabin comfort is your top priority, nothing can touch the new Falcon 6X. This aircraft has the largest cross-section of any current-production, purpose-built business aircraft, netting an 8-foot wide and 6-foot, 4-inch high interior, according to our tape measure. The cabin is also virtually the same length as either the Global 5500 or Gulfstream G500. Thirty windows, each the largest of any Falcon yet built, flood the three-section cabin with bright ambient light. The main seating area has the typical four-chair club section up front, a four-seat conference area and a credenza in mid-cabin, and aft stateroom. All floor plans include a forward galley, crew lav, and an aft main passenger lavatory. There’s even a skylight in the ceiling above the galley.

The 10.2-psi pressurization system ensures cabin altitude never exceeds 6,000 feet. The Falcon 6X will likely cruise in the low forties, so actual cabin altitudes will range from 3,500 to 4,800 feet. Dassault also has made sizable reductions in cabin sound levels in recent years. The goal is to beat Gulfstream for quietest cabin honors. Plan on mid-40 dBA interior noise levels when this aircraft enters service later this year.

The Falcon 6X also vies for having the most advanced aviation technologies. Borrowing heavily from Dassault’s Mach 2 class Rafale strike fighter, the firm pioneered fly-by-wire flight controls in business aircraft with the Falcon 7X in 2007, and has been enhancing its digital flight control systems ever since. This makes the Falcon 6X feel as agile as the Falcon 10, based on our experience flying it. Even more important to both pilots and passengers, there are dozens of subtle enhancements that reduce flight-crew workload, improve situational awareness, and make the aircraft one of the safest ever designed. Note to pilots: This aircraft consistently touches down on the pavement as though it’s nestling into a feather bed.

The tradeoff for the Falcon 6X’s class-leading cabin comfort is comparatively modest performance. The Falcon 6X is a redux of the ill-fated Falcon 5X that was doomed by the development failure of its planned Snecma Silvercrest turbofan engines. When Dassault halted the Falcon 5X program, it elected to re-engine the Falcon 5X with well-proven Pratt & Whitney PW800-series engines while stretching the fuselage and adding fuel capacity. But the wing area remains the same while weight increases by nearly four tons. This results in the highest wing loading of any large-cabin business jet. That doesn’t help high-altitude climb and cruise performance. 

The Falcon 5X also was designed when large-cabin business aircraft mostly flew at Mach 0.80, so Dassault mapped out the wing shape and sweep accordingly. At that speed, the Falcon 6X has a 5,500-nm maximum range. Push up the speed to Mach 0.85, and its range drops to 5,100 nm.

Cruising at Mach 0.80, the Falcon 6X’s fuel efficiency is better than the Global 5500’s, but not as economical as the G500. Cruising at Mach 0.85, the Falcon 6X’s fuel consumption is on par with the Global 5500.

Wing loading also has an impact on runway performance. While the Falcon 6X has one of the best high-lift systems, high wing loading results in the longest takeoff field lengths among direct competitors.

What Does the Market Want?

Perusing the strengths and compromises of this septet reveals the need for a clean-sheet design that offers the best qualities of each of the seven competitors. First, there’s no such thing as too large a cabin. Best-in-class 5,500-nm to 6,000-nm large-cabin jets, such as the Global 5500 and Falcon 6X, have 1,800- to 1,900-cubic-foot cabins by volume. That’s a good start, but that’s still one-third smaller than the four-section-cabin uber jets. Pairs of facing chairs typically convert into lay-flat berths, so three-section aircraft usually comfortably sleep no more than six people. Four-section cabins berth eight sleepers.

Buyers also want pressurized cabin altitude slower than 5,000 ft., and sound levels in the low-to mid-40 dBA range. They want forward and aft lavatories, galleys that can hold four to five full meals, and aft staterooms that afford complete privacy. Future aircraft require a forward lav for the crew, a mid-cabin lav for most passengers, and a third en-suite lavatory adjoining the aft stateroom. 

Connectivity is key. More than one large-cabin jet operator has scrubbed a trip because WiFi and high-speed internet access systemswere inoperative. People in this class of aircraft expect connectivity on par with homes and offices. Worldwide KA-band satcom with WiFi mobile phone calling is almost an iron-clad necessity. Emerging low-earth-orbit KU- and KA-band satcom networks promise to give market leader Viasat hot competition and lead to considerably lower subscription prices. Wideband satcom typically is a $750,000 to $1 million option. Most large-cabin-class operators consider it a necessity.

Cabin comfort, convenience, and connectivity notwithstanding, passengers also expect new 4,000-nm to 6,000-nm large-cabin aircraft to offer more speed. Cruising at Mach 0.80 suddenly seemed so 20th century when the Mach 0.85 G650 debuted a decade ago. Gulfstream anchored the Mach 0.85 cruise speed benchmark with the G400 and G500. New-model large-cabin buyers now expect to cruise at that speed and dash at Mach 0.90 without an excessive increase in fuel consumption. Cruising at Mach 0.90 can shave an hour or more off trans-oceanic trips.

And finally, new large cabin entrants must offer at least 15 percent better fuel economy. GE, Pratt & Whitney, and Rolls-Royce continue to squeeze at least 5 to 7 percent more efficiency out of each generation of new turbofan engines. This puts pressure on airframe designers to develop radically reduced-drag large-cabin airframes—especially as people want much larger three- or four-section cabins.

Large-cabin-jet design challenges will be daunting, considering that such aircraft will also routinely cruise at up to 90 percent of the speed of sound, yet still be able to operate from hundreds of general aviation airports. There’s no point in having an airplane that saves an hour of trans-oceanic trip time if the closest suitable airport is 90 minutes from your home or office.

All of this points to the need for a new generation of entry-level, large-cabin aircraft that combine the cabin comfort of the Falcon 6X and the Global 5500, the speed of the Gulfstream G400/G500, and the fuel efficiency of the Falcon 2000LXS. That’s a stratospheric stretch in capabilities, but one that could yield soaring sales in the large-cabin segment.

The post Large Cabin Chasm appeared first on FLYING Magazine.

Gulfstream said the flight marked a new phase of testing aimed at certifying the G800 and beginning deliveries to customers.

• READ MORE: Gulfstream’s G700, G800 Reach Milestones

“Gulfstream’s flight test team continues to make advanced strides forward for our company,” said Mark Burns, president of Gulfstream. “The G800 will bring the industry’s longest range to customers around the world, and we are seeing strong demand for this capability alongside the cabin comfort and quality Gulfstream is known for.”

The evaluation program for the second G800 flight test aircraft focuses on environmental control systems, avionics and flight controls, expanding on the areas covered by the first test aircraft, the company said. 

• READ MORE: Gulfstream’s G800 Jet Makes First Flight

“Thanks to the design philosophy behind our next-generation fleet, the G800 is also benefiting from the excellent progress we continue to make in the Gulfstream G700 flight test program,” Burns said. “This commonality helps us enhance efficiency and reliability for our customers, who are already seeing firsthand how well these aircraft perform.”

The G800 can fly 8,000 nm at Mach 0.85 and 7,000 nm at Mach 0.90. The company attributed the aircraft’s performance to its high-speed wing and winglet design and new Rolls-Royce Pearl 700 engines. The G800 is designed to seat up to 19 passengers and can be configured with as many as four living areas.

The post Gulfstream Marks First Flight of Its Second G800 Test Aircraft appeared first on FLYING Magazine.