If a car geek were to visit the Rolls-Royce factory, they might feel as we did while getting a private tour of Gulfstream Aerospace in Savannah, Georgia. We were met at the front door by Shafer’s friend, Jay Neely, vice president of law and public affairs at Gulfstream’s huge campus right on KSAV. It was a federal holiday, so we had the place to ourselves. Neely said he didn’t mind coming in on a day off because he loves showing off the place to fellow airplane lovers.

“At Gulfstream, we call them true believers,” Neely said.

Jay felt like a flying brother—one with a Piper Cheyenne IIXL. In a gleaming conference room where each of us received and immediately donned a Gulfstream cap, Jay walked us through the history of the iconic airplanes that carry the company name. Born in the 1950s at Grumman Aircraft Engineering Co. in Bethpage, New York, the GI was the first postwar aircraft designed for business use as opposed to those converted World War II military airplanes pressed into civilian service. The success of the GI prompted the development of a business jet called the GII and, in 1966, migration of the civilian component of Grumman to Savannah, where a steady supply of skilled workers and space to expand awaited.

The 1970s and ’80s saw the development of the GIII and GIV despite ownership changes. It was in the late ’90s that General Dynamics purchased Gulfstream.

• READ MORE: Pilot Learns Something New Even on Familiar Route

“Then we had the financing to really build advanced R&D and develop extraordinary airplanes,” said Jay.

We got a glimpse of the Integration Testing Facility. A working, fully decked out cockpit of the new G700 had almost 50,000 hours of testing on it. Gulfstream has worked to make the side-stick cockpit integrative so that the pilot monitoring can feel the pilot flying’s input. You will remember an Airbus accident where a contributing cause was the lack of understanding between crewmembers as to what the other pilot’s inputs were and who, exactly, was flying the airplane. Heads-up display (HUD) and EFVS (enhanced flight vision system) adorned both pilots’ positions.

While they were testing the cockpit, it occurred to Gulfstream engineers to test the cabin too. A fully functioning mock-up of the G700 cabin was constructed.

“We wanted to know if there was something that seemed appealing during the first few hours of flight that became less appealing on a 12-hour flight,” Jay said. “So we put a flight attendant in with some ‘stationary’ passengers, gave them laptops, served them dinner, and let them sleep as if on a real flight.”

That is some attention to detail. A Bentley coupe comes to mind.

In the actual airplane, quiet is the theme. As soundproofing and noise reduction have improved with each iteration, Gulfstreams are almost eerily quiet.

• READ MORE: Master of Airplanes: Rocco Is One Lucky Lab, Indeed

“You can sit at the back of the cabin and speak with someone in the front in a normal tone of voice,” said Jay. “The loudest sound in the cabin was made by the gasper fans to supply air to each seat, so we put a muffler on the fan.”

When you pick out the mahogany or cherry for your dining table, your tail number is attached to the actual log from which the interior will be made. The side rails will match. Same goes for leather choice. Jay had some interesting tales about various clients’ wishes for special touches, as you can imagine.

Space? You want space? The G700 fuselage is larger than the G600’s, and you can feel it. The classic Gulfstream windows are larger than any airplane window I’d ever seen. I couldn’t help but think of the pressure on them at altitude. At the back of the mock-up was a double bed. I just had a moment to contemplate what it would feel like to wake up in flight and look out that window.

Three of us got to experience the G700 simulator at the FlightSafety facility next door. Screens? They’ve got 10 touchscreens, HUDs, synthetic vision, enhanced electronic vision, and electronic checklists. The side stick is intuitive, and the ergonomics seemed perfect. This pilot’s performance? Less than perfect. The haptics, HUD, and excitement must have been too much. I resembled a man fighting off bees at a picnic.

The actual construction of the new G700 and G800 takes place in a dedicated building.

“You may notice that all our buildings except this one are arranged like stripes on a centerline, but this one sits at 45 degrees,” Jay said. “It turns out that all the permits and certifications were in place, and a few weeks before we were scheduled to break ground, the FAA said the new building would obstruct the tower’s view of the approach end of Runway 28. So we turned the building.”

If nothing else, you’ve got to be resilient to make a Gulfstream. As we walked in the production facility to see airplanes under various states of assembly, one of our gang said, “It smells like top quality in here.” Did it ever. Our mechanic friend, who works on other big jets, said these airplanes are built differently. “That bulkhead was milled, not stamped,” he said, marveling at it.

Portions of the fuselage are joined while mounted on cradles that sit on what look like railroad tracks and are so precisely built that the rivet holes, smaller than a No. 2 pencil, line up perfectly.

Toward the end of the building, fully assembled airplanes awaiting type certification were set to go. Standing under the massive wing, Jay explained the anhedral/dihedral design that allows these massive airplanes to land in less than 4,000 feet with no leading edge devices.

More importantly, they can depart high, hot airports, and fly real distances—no more jumping from Aspen, Colorado, to Denver to get gas before heading home to White Plains, New York. That just gets so old.

This column first appeared in the March 2024/Issue 946 of FLYING’s print edition.

The post Taking the Grand Tour at Gulfstream Aerospace appeared first on FLYING Magazine.

Since Citation Excel deliveries began in 1998, Textron Aviation (née Cessna Aircraft) has delivered more than 1,100 units, making it the firm’s most successful jet in its 96-year history. Based on the XLS series, the newest iteration of the model, the Ascend, offers a number of features designed to extend the winning streak, including the more fuel efficient Pratt & Whitney Canada PW545D turbofans, an upgrade from the Collins Pro Line 21 to Garmin G5000 avionics with standard auto-throttles, increased payload, and more range. Scheduled maintenance interval shave been stretched to 800 flight hours or 18 months, whichever comes first.

The Ascend has new and larger flight deck and cabin windows, upgraded passenger seats, and improved acoustical insulation to soak up sound. The 8-inch dropped aisle has been filled in to create a flat floor. However, the dropped aisle remains an option for customers needing more center cabin headroom.

The Honeywell RE100 now is approved for unattended operation, freeing both flight crewmembers to focus on essential preflight chores. A host of other upgrades endows the Ascend with levels of comfort, quiet, convenience, and connectivity on par with Textron Aviation’s larger super-midsize aircraft. First deliveries are set to begin in 2025.

—With reporting by Fred George

Dassault Falcon 10X

The growth of the Dassault Aviation infrastructure at the Bordeaux-Mérignac Airport (LFBD) in western France can be attributed to the success of the Rafale fighter series, and the Falcon 7X and 8X, as well as the recent introduction of the 6X—and its upcoming big brother, the 10X. Dassault began parts assembly in 2022 to pre-pare for the final assembly of the first test articles underway this year. The all-composite wing is being built at a dedicated facility in Biarritz.

The 10X, announced in 2021, has had a long slow buildup, fitting for a jet that will be the largest built by Dassault and introduce the largest cabin of any jet purpose-built for the business aviation sector. That cabin features a new design path for the company, breaking out of the traditional mold with bold colorways and seating that looks more like that of a penthouse living room than an aluminum tube. It has already received several nods in international design competitions, including the Red Dot award from the Design Society of the U.K.

With a range of 7,500 nm at Mach 0.85—and a top speed of Mach 0.925—the 10X is powered by a pair of bespoke Rolls-Royce Pearl 10X powerplants rated at 18,000 pounds of thrust apiece and able to run on 100 percent sustainable aviation fuel (SAF). On the flight deck, the 10X gives pilots the FalconEye combined vision system, as well as carrying over the digital flight control system (DFCS) made popular on the 7X. As the Dassault pilots finish up flight tests on the 6X and move to the first 10X test platform later this year, perhaps, we’re certainly eyeing them with envy.

Dassault Falcon 6X

Long before pilots will get their hands on the DFCS sticks of the 10X, however, Dassault’s Falcon 6X will entice them to the flight deck. Now type certified under the European Union Aviation Safety Agency (EASA) and the FAA, the 6X leads the next generation of Falcons with its dual Pratt& Whitney PW812D engines. Rated at up to 14,000 pounds thrust, the powerplants propel the wide-body, long-range 6X to a range of up to 5,500 nm at Mach 0.80 and a max cruise speed of Mach 0.925.

The 6X preserves the relative short-field performance of its predecessors, with the capability to operate out of 3,000-foot runways with a partial fuel load.

The balanced field length for takeoff is 5,480 feet under ISA conditions at sea level and at the maximum takeoff weight of 77,460 pounds.

• READ MORE: We Fly: Dassault Falcon 6X

The 6X showed off its graceful, powerful ability to maneuver at the Paris Air Show in late June at the hands of pilots Philippe Duchateau and Fabrice Valette. Visitors to the display could sit on the flight deck and witness the four large-format displays, two tablets mounted on either pilot side, and roundly shaped pedestals from which to stabilize while entering data into the flight management system. It’s a well-thought-out cockpit design, with pilot-friendly touches in and around the instrument panel, such as EFB mounts. We watched passersby stroll in front of the nose through the head-up display with the FalconEye cutting through the gray and bringing everything ahead of the airplane into sharp focus.

Gulfstream G700

The race to certify the next long-range mount looked neck-in-neck between the Falcon 6X and the Gulfstream G700. With its paperwork filed and everything over but the shouting, the bird from Savannah, Georgia, first announced in 2019 is expected to begin deliveries in the first quarter of 2024.

The G700, which takes its strength from the Rolls-Royce Pearl 700 powerplants, can carry up to 19 passengers—and sleep up to 13—in as many as five flexible living spaces. The 7,500 nm range (at Mach 0.85) puts it squarely in the ultralong category, routinely cruising at 45,000 to 49,000 feet. In the conclusion of the flight test program, the G700 continued to set city-pair speed records. It flew into the European Business Aviation Conference and Expo (EBACE) and Paris on up to 30 percent SAF and marked a memorable flight from Savannah to Tokyo on SAF at an average speed of Mach 0.89.

And what’s in it for the pilot? A familiar Symmetry Flight Deck up front, paired with Gulfstream’s Enhanced Flight System, that you’d find on theG500 and G600, making the G700 a straightforward transition for aviators stepping up.

Gulfstream G800

The higher model number ascribed to the Gulfstream G800—sister ship to the G700—refers to the increase in range customers can expect when the platform debuts in a couple of years. Yes, topping the charts at 8,000 nm, the G800 achieves this on the same wing as the G700 by shortening the length of the fuselage and reducing the number of living areas to four.

The G800, currently in the heart of its flight test program, achieves the target distance powered by the same Rolls-Royce Pearl 700 powerplants, at 18,250 pounds of thrust each, at Mach 0.85. If you want to go faster—and sacrifice 1,000 nm of range—push it up to Mach 0.90. Or just get there fast by taking a shorter segment at Mach 0.925.

Gulfstream’s flight test crew flew the first test article with a finished interior—used for proving those components in worldwide environments and operating conditions—to the Paris Air Show.

A second test aircraft first flew on July 15 on a blend of 30 percent SAF and reached a top speed of Mach 0.935 during the mission.

Sitting up front, the familiar Symmetry Flight Deck offers pilots a total of 10 display screens up front—four large-format ones across the front left to right, and six smaller touchscreen displays that can be configured in nearly endless ways depending on the phase of flight, pilot preference, or during abnormal and emergency operations.

The predictive landing performance system works in the background to help prevent runway overruns—though the G800 is projected to mark a6,000 takeoff distance at its max gross weight of 105,600 pounds.

Gulfstream G400

Close kin to the G500 and G600, Gulfstream’s next answer to the large-cabin midsize question, the G400, takes its lineage from its bigger siblings. The OEM stretched the fuselage to 36 feet, 4 inches and leveraged Symmetry Flight Deck technology from the larger models to create an advanced jet boasting a best-in-class cabin cross section with up to 2.5 living areas, with 100 percent fresh air that is refreshed every two minutes.

Those fortunate passengers (up to 12, sleeping as many as five) will enjoy the G400’s projected 4,200 nm range at Mach 0.85 settings—that’s Geneva to Minneapolis—and a top speed of Mach 0.90 and a maximum cruise altitude of 51,000 feet. And that’s done more efficiently than on previous Gulfstream models. The combination of the advanced Pratt &Whitney PW812GA powerplants, wing with improved aerodynamics, and avionics management should realize up to 30 percent in greater fuel efficiency as compared to a G450 on a hypothetical 3,000 nm journey with eight passengers at Mach 0.85.

The G400 is in development alongside the G800, with its first test aircraft delivered internally and poised for a first flight later this year. Gulfstream predicts the airplane’s entry into service will be in 2025.

Bombardier Global 8000

The gauntlet thrown down in the ultralong-range market appears to be a spitting match between the Gulfstream G800 and Bombardier’s latest entrant in the Global series, the 8000. Yes, that 8000 translates directly into the expected range of the new luxury plat-form—but the Montreal-based OEM wants to not just equal but win on speed. Try Mach 0.94, according to the manufacturer’s latest claims.

And it wants to achieve that speed without sacrificing passenger comfort. Bombardier has developed what it calls the Smooth Flex Wing to blend control and agility with the ability to ride the bumps well. Like its competitors from Savannah, the 8000’s max altitude is 51,000 feet, and it will maintain a cabin altitude of 2,900 feet at FL410. Up front, the Bombardier Vision flight deck on the Global 7500 will assist pilots in managing both short and long segments. Four large-format displays sit between two EFB mounts, supplemented by the head-up display available for both the left and right seat. A fully loaded Global 8000—at 114,850 pounds—is anticipated to need just 5,760 feet for takeoff, with a landing distance of 2,237 feet.

HondaJet 2600/Echelon

In a follow-up to the introduction of the HondaJet 2600 concept—recently rebranded as the HondaJet Echelon— at the National Business Aviation Association’s (NBAA) convention & exhibition in October 2021, Honda Aircraft has made its next move in bringing the new model into its lineup. In June, the OEM revealed that development continues on the project, with its official “commercialization” or plan to pursue type certification on the clean-sheet light jet.

Intended to be a midsize jet in alight jet’s body, the HondaJet Echelon is aimed at a 2,625 nm range (four passengers and one pilot, NBA AIFR) and 450 ktas maximum cruise speed—but at 20 percent better fuel efficiency than other light jets and a 40 percent improvement over midsize models.

FAA type certification should come in 2028, with entry into service as a single-pilot-operated platform. Up to 11 people can be seated on board, with the option for nine or 10 passengers depending on crew requirements. Supply partners include Garmin for the G3000 flightdeck, Williams International and itsFJ44-4C engines, Spirit AeroSystems providing the fuselage, and Aernnova for aerostructures. Fabrication of the first airframe is underway as HondaAircraft completes initial engineering on the program.

Beechcraft Denali

Textron Aviation marked an important rite of passage in any airplane’s development program—its first appearance at EAA AirVenture in late July. The Wichita, Kansas-based OEM flew its third test article to the show in Oshkosh, Wisconsin—called “P2” in company parlance to designate the conforming airplane with a full interior for that phase of the flight test campaign.

There’s a lot you can understand much more immediately than you can with a mock-up. First, the air-plane feels like it stands roughly the same height as its Beechcraft brethren, the King Air 200 series. Once onboard, the ergonomics of the Garmin G3000 integrated flight deck harken to the Cessna CJ series but with the familiarity of the Brand G avionics. The powerplant installation includes FADEC and an auto-throttle—necessary for Garmin Autoland certification.

On the business end, the clean-sheet GE Catalyst engine is proving worthy of the investment in it, according to test pilots. As of May, the program included 26 engines built, with more than 5,400 hours of testing—figures that increase every day. The McCauley prop on the front is helping the combination to achieve even greater fuel efficiency than originally projected. The Denali will be certified with flight into known icing (FIKI) capability, completing what Textron Aviation calls “a jet-like experience.” Still, certification isn’t expected until 2025, recognizing the significant work remaining to bring anew turboprop engine to market.

Extra 330SX

The first production Extra 330SX may not be taking to the skies until next year, but the new single-canopy, aerobatic airplane is already spoken for. At a presentation at EAA AirVenture, company president Marcus Extra introduced Bob Freeman as the first customer.

The Extra 330SX improves upon the 330SC with better cooling up front on the 315 hp Lycoming and a Garmin G3X Touch flight display. The sporty airplane features high-performance ailerons, with 60 percent larger horns and modified wing tips, along with a reduced fuselage length. The combination leads to its stunning roll rate, which the company measures by mounting a Go-Pro in the airplane, taking it out for a series of rolls, then returning that video to the engineering team to calculate the rate.

Other improvements in the cockpit are proposed to deliver greater pilot comfort, including a taller stick with reduced side-to-side travel to better accommodate larger pilots—like Extra, who flew the airplane earlier this summer in a com-petition in Germany for the first time. The first deliveries will take place in2024, with the company ramping up its production space in DeLand, Florida, to meet the challenge.

Van’s RV-15

Van’s Aircraft debuted its first high-wing model at AirVenture 2022. Once more it flew the prototype to Oshkosh for the air show this summer with a few updates made to the still mostly mysterious kit in progress. Most take a bit of sleuthing to determine, but they include changes to the stabilator and anti-servo tab to improve stability and stick forces.

The ailerons have also been reshaped slightly, with hinge points moved, and changes made to the internal control system gearing influence stick throw. Van’s test pilots already report improved stick forces and control harmony.

The prototype stills runs from a fuel tank located in the cabin. Van’s plans to build new wings that will mount the fuel tanks, reported at 60 gallons total, internally, following legacy high-wing designs with this increase in pilot/passenger protection in the event of an accident.

With the wing moving back about 4 inches, Van’s will see benefits to load carrying and CG—and allow for the use of lighter powerplants than the current Lycoming IO-390, though it’s expected to be the core engine.

The airframe features unique, damped landing gear intended to smooth out vagaries in both pilot and runway surface. Van’s is sticking to its previously announced plan* to begin taking deposits 12 to 18 months after the airplane’s debut. It is likely to need at least six more months to get the design pinned down and prepare to build kits.

—With reporting by Marc Cook

*Since this article went to press, Van’s Aircraft has filed for Chapter 11 bankruptcy protection and the timeline for the RV-15 is unknown.

Tecnam P-Mentor

Tecnam Aircraft debuted its P-Mentor at EAA AirVenture 2023, though the airplane is already approved under EASA CS 23, the equivalent to FAA Part 23 certification. The P-Mentor, featured and test flown in FLYING’s Issue 939, should see the agency’s nod in early2024, according to the company.

• READ MORE: We Fly: Tecnam P-Mentor

The P-Mentor is a two-seat aircraft designed to be a primary training platform, equipped with Garmin G3XTouch and GTN 650Xi avionics and boasting almost un-heard-of fuel economy at 3.7 gallons per hour.

This low consumption translates to low operating costs for owners and renters—and means lower carbon dioxide emissions. The P-Mentor’s fuel consumption results in up to nine operating hours between refuelings.

Powered by a FADEC-equipped Rotax 912iSC3 powerplant, the heavier-than-an-LSA P-Mentor shows graceful handling characteristics and docile slow flight and stall behavior. Takeoff ground roll at less than max gross was around 1,000 feet, with a landing roll less than that on a grass strip at the company’s headquarters in Capua, Italy. The comfortable cockpit can also accept a Garmin GFC 500 autopilot for serious cross-country and IFR operations. Several flight schools in the U.S. signed orders for the trainer at AirVenture.

—With reporting by Amy Wilder

Elixir Aircraft

Elixir Aircraft, based in La Rochelle, France, has also posted a sales streak for the training version of its aircraft, with a deal closed in June on more than 100 units—50 on option—with Sierra Charlie Aviation in Scottsdale, Arizona. The agreement caps a growing order book for the OEM as it brings three versions of its single-engine airplane to market.

Most of the models—intended for flight training—feature the 100 hp Rotax 912iS powerplant with a full glass cockpit. Sierra Charlie Aviation plans to integrate the airplanes into its Aviation Career Program, an ab initio course focused on identifying varying learning styles and steering those pilot applicants toward success. The composite airframe is built through the One-Shot manufacturing process to reduce parts count.

Elixir delivered five of its 912iS versions in 2022 for a total of more than 10 made so far by press time. The company was founded in 2015 by a trio of engineers who sought to reduce costs in flight training by lowering parts count and increasing efficiency in training aircraft. The first model achieved initial EASA CS 23 type certification in 2020, with FAA validation pending.

This article first appeared in the September 2023/Issue 941 of FLYING’s print edition.

The post What’s Next in New Aircraft 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.

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.

G700 Flight Test, Speed Record

The G700—set to enter service this year—has finished several more key steps in its flight testing program, including performance trials at Cecil Airport (KVQQ) in Jacksonville, Florida, and water ingestion testing at NASA’s Wallops Flight Facility (KWAL) in Wallops Island, Virginia. Those tests include touchdown and taxi maneuvering at speeds between 60 to 120 knots. Flyover noise testing has also proven the airplane registers less than the maximum permitted by FAA regulations.

• READ MORE: Textron Aviation Unveils Citation Ascend at EBACE

“The G700 continues to exceed our expectations throughout all facets of the flight test program,” said Mark Burns, president of Gulfstream, in a news release. “At the same time, even more customers around the globe are seeing the real-world performance features and benefits the aircraft provides in terms of efficiency, speed, and safety, while experiencing the immense comfort of the cabin firsthand.” 

On its way to the static display at EBACE, a test article G700 set a city-pair record from Mumbai, India, to Geneva with an elapsed time en route of 8 hours and 34 minutes, averaging Mach 0.90. This brings the total number of speed records set by the G700—and recognized by the National Aeronautic Association—to more than 40.

The G700 is also performing some of its flight test operations on sustainable aviation fuel (SAF), using a variety of blends. One notable record recently set came on a flight from the company’s headquarters in Savannah, Georgia, to Tokyo, clocking in at 13 hours and Mach 0.89. Gulfstream has committed to use of SAF as well as other initiatives to bring it toward net-zero targets in 2030 and beyond, being the first business aircraft manufacturer to sign the World Economic Forum’s Clean Skies for Tomorrow Ambition Statement—signaling its intent to “accelerate the supply and use of SAF technologies to reach 10 percent of the global jet aviation fuel supply by 2030,” according to the company.

• READ MORE: A Look Ahead at EBACE 2023

The G800 Arrives on the Continent

While the G800 has crossed the pond before, EBACE 2023 marks the first time that the model has gone on display in continental Europe. With a SAF blend on board—like all of the G800 test flights originating from Savannah—the G800 flew from KSAV to LSGG.

With four living areas and seating for up to 19 passengers, the G800 is scheduled to enter service later this year. According to Gulfstream, the G800 can range out to 8,000 nm at Mach 0.85 and 7,000 nm at Mach 0.90. 

The post Gulfstream’s G700, G800 Reach Milestones appeared first on FLYING Magazine.

‘The G650 and G650ER are undeniably iconic’

The G650 platform has been a mainstay in the industry. In 2014, the National Aeronautic Association awarded the G650 program the Robert J. Collier Trophy, one of the most prestigious industry awards. It beat out other nominees, including the StratEx Team; the Embraer Legacy 500; the F-16 Automatic Ground Collision Avoidance Team; the General Aviation Joint Steering Committee; the Orion Exploration Flight Test-1; and the Aurora Flight Sciences Orion UAS.

In a statement, Gulfstream CEO Mark Burns said, “with an incredible 500 delivered, persistent demand, and a host of industry accolades, the G650 and G650ER are undeniably iconic.” 

Burns is correct. Between the G650 and the G650ER, the fast-flying business jet has set more than 120 city-pair world speed records, including polar and westbound around-the-world records. The platform is powered by a pair of Rolls-Royce BR725 engines that allow the G650 to fly 7,000 nm at Mach 0.85 or 6,000 nm at a high-speed cruise of Mach 0.90. The G650ER is capable of flying as far as 7,500 nm at Mach 0.85 and 6,400 nm at 0.90. According to Gulfstream, both aircraft can go even faster to achieve a maximum operating speed of Mach 0.925. They can cruise as high as 51,000 feet and are FAA and EASA certified for steep approaches.

In July, Gulfstream said the platform’s EASA certification for steep approaches followed the FAA’s from 2019. For those permissions, pilots had to demonstrate the aircraft’s ability to fly 5.5-degree approaches into airports like London City in the U.K. and Lugano, Switzerland. To underscore the demand for the business jet, at the time of that announcement, Gulfstream said there were 480 G650s and G650ERs in service then.

Demand Still Strong

With the pandemic accelerating the switch to business jets, General Dynamic, the parent company of Gulfstream, said at the end of 2021 that it experienced its strongest year in sales since 2008, mainly attributed to the G650 platform that customers purchased.

• READ MORE: Gulfstream Gets FAA, EASA Signoff on Software Fix for G500 and G600

Even as Gulfstream plans to roll out its new flagship G700 and ultralong-range G800 aircraft, Burns said his company would continue investing and improving the G650 and G650ER models. Last week, the company announced its progress in bringing the G700 and G800 to market after its new Rolls-Royce Pearl 700 engines achieved EASA certification. 

The post Business Jet Market Maintains Its Heat: Gulfstream Delivers 500th Aircraft in G650 Family appeared first on FLYING Magazine.

Since first announcing the G700 program in October 2019, and the G800 in 2021, the business jet manufacturer has made key strides in getting those products ready for the market.

According to Gulfstream, the G700 can fly at its high-speed cruise of Mach 0.90 for 6,400 nm or at its long-range cruise of Mach 0.85 for 7,500 nm. Meanwhile, the G800 has a range of 7,000 nm at Mach 0.90 and an 8,000-nm range at Mach 0.85. That would make it the longest range in the business aviation industry, along with Bombardier’s Global 8000, if both achieve their targets.

In a statement, Gulfstream president Mark Burns said achieving EASA certification for the Pearl 700 engines was a “significant step” for the company and brought it closer to delivering the aircraft to customers. When the company announced the G700, even before the pandemic surge in business jet sales, it said Gulfstream had already sold out orders through 2023.

“We are seeing a high level of demand for both the G700 and G800, and they are set to lead the upper end of the ultralong-range distance segment with their unique combination of range, speed, and cabin size,” Burns said.

What’s Special About the Pearl 700 Engine

Following the EASA certification, the company said that Rolls-Royce put the Pearl 700 through a gamut of tests that exposed it to various performance altitudes, and tested both conventional and 100 percent sustainable aviation fuel (SAF). The Pearl 700 also had to demonstrate its ability to withstand bird strikes, ice, hail, and water ingestion and pass a critical fan-blade containment test, during which a fan blade is deliberately released at maximum speed, it said. The engine manufacturer conducted these performance tests in Rolls-Royce locations in Europe and North America. Rolls-Royce is developing the Pearl 700 engine at its Rolls Royce Centre of Excellence for Business Aviation engines in Dahlewitz, Germany.

“Receiving the EASA certification for our Pearl 700 engine makes us very proud, as it illustrates Rolls Royce’s unique capabilities to design, test, build, and certify pioneering aircraft engines,” said Dr. Dirk Geisinger, director of business aviation at Rolls-Royce. “It also reflects the dedication of our global team to support Gulfstream and the entry into service of the G700 and G800. We have worked closely with EASA and Gulfstream to achieve this certification, and I would like to thank them both for their support.”

For pilots, there’s a lot to look forward to. The Pearl 700 produces 18,250 lbf of takeoff thrust, an eight-percent increase compared to the BR725 engine that powers the already capable G650. Moreover, Rolls-Royce said that the Pearl engine was part of its IntelligentEngine vision that augmented engines with digital capabilities.

Upfront, the G700 and G800 both include the Gulfstream Symmetry Flight Deck that has the only electronically linked active control sidesticks in the industry, touch-screen technology, and Gulfstream’s Predictive Landing Performance System. What’s more, Burns said with the advanced Gulfstream wing and new winglets being designed for the two aircraft, flight crews should expect “impressive performance capabilities.” G700 and G800 are being built with high-speed, aerodynamic Gulfstream wing design introduced on the Gulfstream G650 and G650ER.

Other Significant Progress Toward Certification

Earlier this May, the G700 jet set a seventh international city-pair speed record flying the Savannah, Georgia, the company’s base, to Geneva, Switzerland. Gulfstream reported that the trip lasted 7 hours and 37 minutes at an average speed of Mach 0.90 and used 30 percent SAF. Since then, the G700 has set even another speed record.

Then, earlier this month, the company flew a second G700 production-test aircraft. The latest G700 test aircraft includes a “grand suite” and a new lavatory design that includes natural light, a full vanity, and a shower.

• READ MORE: Gulfstream G700 Sets Two City-Pair Speed Records

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Now, in a bid to put its newest airplane in front of some of its best potential customers, the company flew one of the G800 test platforms from Savannah, Georgia (KSAV), to its Farnborough Service Center at EGLF in Farnborough, U.K., on July 15.

Because the test aircraft, N800G, had met at least one of its long-range test goals—a flight of more than eight hours and ops beyond the M_MO of Mach 0.925 and 51,000 feet msl—it could make the milestone journey.

“To take the G800 on this trans-Atlantic trip so close to first flight is extraordinary,” said Mark Burns, president of Gulfstream. “Thanks to our strategic planning and the investments Gulfstream has made in our new aircraft programs, we are able to fly the G800 with remarkable efficiency and bring the aircraft directly to customers early in the flight test program, as we have in Farnborough. 

“The Gulfstream Farnborough Service Center is one of our newest and most modern, and it’s fitting that the G800 has made its international debut here.” The center boasts 225,000 square feet of facilities space, able to accommodate up to 13 of the biggest models in the Gulfstream lineup. It opened recently—in summer 2020.

The Trip: By the Numbers

G800 Preliminary Specs

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The maiden test flight departed the airport at 9 a.m. local time.

The G800 logged a two-hour flight from Savannah/Hilton Head International Airport, flying on a blend of sustainable aviation fuel (SAF) and traditional jet-A. When it hits the market, Gulfstream projects that the G800 will have the longest range of any business jet in the class.

“When the first G800 test aircraft rolled out at our announcement last fall, we changed the game once again for our industry,” said Mark Burns, president of Gulfstream, in a statement. “At Gulfstream, working closely with our customers allows us to continuously build on our successes and develop aircraft that exceed their expectations. 

“The G800 pushes the boundaries of performance even further with Gulfstream-designed aerodynamics and cabin technology, and we look forward to our customers benefiting from the longer range at higher speeds in our exceptional cabin environment.”

G800 By the Numbers

The G800 will likely stretch the boundaries of the current fleet, with the following specs released by the company:

• Extended Range: 8,000 nm at Mach 0.85
• Normal Range: 7,000 nm at Mach 0.90
• Powerplants: Rolls-Royce Pearl 700 engines (2)
• Power rating: 18,250 lbs. per side
• Takeoff distance: less than 6,000 feet at max takeoff weight
• Maximum cruise altitude: 51,000 feet
• Seats: Up to 19 passengers
• Windows: 16 of the “largest in the industry”

The passengers will benefit from 100 percent fresh, never-recirculated air, with what the company says will be the lowest cabin altitude in the class.

Up front, pilots will find the latest version of the Symmetry Flight Deck, featuring two heads-up displays (HUDs) and the proprietary Combined Vision System—a blend of enhanced vision system (EVS) and synthetic vision system (SYS) imagery.

On Track?

The aircraft officially debuted on October 5, 2021, and at that time, the company committed to an aggressive schedule, with two test aircraft already produced by the time of the announcement. Gulfstream had planned to leverage testing already performed on the G700 to accelerate the G800’s development—along with its smaller sister ship, the G400.

With a projected price starting at $71.5 million, the G800 should still be on track to enter into service in 2023, to meet the company’s stated targets. 

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Leveraging the system’s integration into the G500 and G600 members of the Gulfstream family, GE Aviation will build the data concentration network in the G400 and G800 to similarly connect avionics with other systems in the aircraft. Through the integration into the airplane, Gulfstream can configure the flexible network based on customer needs—and reconfigure through the airplane’s lifespan to adapt to changes in equipment, resources, and evolving requirements.

The power management system—also found in the G500 and G600—uses GE Aviation’s modular tile unit that can be positioned in various places in the aircraft, based on cabin configurations and wiring optimization. It also features a flexible architecture to enable reconfiguration through the airplane’s life cycle.

“The health management system on the G400 and G800 builds on GE’s technology on the G500 and G600 and that powers Gulfstream’s PlaneConnect system on the Gulfstream G650,” Andrew Carlisle, vice president of systems sales and commercial operations for GE Aviation. “The system will include enhanced computer monitoring of more than 9,000 parameters with real-time communications through satellite, Wi-Fi transmission and 4G/cellular.”

“We are excited to continue our technology collaboration with Gulfstream for the G400 and G800 aircraft,” said Brad Mottier, president of systems for GE Aviation.

“Gulfstream is a leader in business jets, and this proven technology has been a differentiator for the Gulfstream G500 and Gulfstream G600. We’re working with Gulfstream to continue this leadership in the marketplace.”

GE announced the upcoming split of its business into three publicly traded entities in the next two years to enable a focus on its aviation core business.

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