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.

In May, at the National Business Aviation Association’s European Business Aviation Convention and Exhibition (NBAA-EBACE), Bombardier unveiled its new flagship model, the Global 8000—and it wasn’t just a concept, it had already flown. With a pair of GE Passport turbofans first used in 2010 by its stablemate, the 7500, Bombardier projects the 8000 to be the fastest jet on the market, with a top speed of 0.94 Mach. But plans don’t stop there: The OEM is gunning for the longest range as well, at 8,000 nm for a standard passenger load and NBAA IFR parameters. 

Bombardier expects a maximum take-off weight of 114,850 pounds, with a full-fuel payload of 2,275 pounds. The 8000 will seat up to 19 passengers in a host of configurations—and at a cabin altitude of 2,900 feet while cruising at 41,000 feet. The airplane’s maximum operating altitude will be 51,000 feet. With a fully loaded airplane, takeoff distance required is projected to be 5,760 feet, and landing distance will be around 2,237 feet, according to specs released by the company. That short-field performance coupled with the extended range should enable city pairs like Dubai to Houston, Singapore to Los Angeles, or London to Perth. On the flight deck, Bombardier’s proprietary Vision integrated avionics suite will provide pilots with a host of display and monitoring options. The fly-by-wire flight control system will enable envelope protection too.

Gulfstream G800

Just three weeks after making its first flight, the G800 reached another milestone in its flight test plan— flying across the pond to go on display at the Farnborough International Airshow on July 15 in the U.K. With development spurred by the myriad of commonalities between it and the G700 nearing completion, the G800 is poised to launch soon after its predecessor. 

While the Global 8000 targets an 8,000-nm journey, so does the G800—see the parallel there? The two ultralong-range jets stand head-to-head in the quest for the top end of the bizjet market. But differences abound between the two platforms, starting with the G800’s Rolls-Royce Pearl 700 engines rated at 18,250 pounds takeoff thrust each—which will propel the jet through that extended range ring at Mach 0.85. Coupled with a revisioned wing, the G800 promises improved fuel economy and reduced emissions. The speed ticks up at 7,000 nm to Mach 0.90, with a maximum Mach number of 0.925 already made in flight test. 

Gulfstream’s Symmetry Flight Deck provides commonality with the other members of the fleet, and a unique fly-by-wire flight control system has benefitted from significant input from flight-test pilots. The panel houses 10 touchscreen displays in flexible configurations, working with the OEM’s Phase-in-Flight algorithms to reduce the number of switches overall. 

At the maximum takeoff weight of 105,600 pounds, Gulfstream reports a takeoff distance of 6,000 feet—and a full fuel payload of 6,200 pounds. After initially leveling at 41,000 feet, you can climb to a maximum cruise altitude of FL 510—flying high and fast to meet your destination.

Gulfstream G700

Gulfstream is finishing up its G700 flight test program and is expected to debut the step up from the G500/ G600 by the first half of 2023. That’s exciting news for pilots and customers alike, as the G700 represents a sweet spot in the market for ultralong-range jets—going just as fast and almost as far as the G800. In May, one of the flight-test articles secured a speed record between the company’s headquarters in Savannah, Georgia, and Geneva, Switzerland, where the G700 went on display at EBACE. The 7 hour, 37 minute flight spanned the Atlantic Ocean at an average speed of Mach 0.90, making good on expectations for the model. 

With the same Rolls-Royce Pearl 700 engines delivering power to the G800, the longer G700 carries up to 19 passengers in up to five flexible living areas. With a 7,500 nm maximum range and a maximum cruising altitude of 51,000 feet, the G700 maintains 100-percent fresh air and views through 20 panoramic windows. 

The airplane was designed under an overarching philosophy—by pilots for pilots—apparent in the updated Symmetry Flight Deck in the front office. One critical parameter? Be able to walk up to the “cold” airplane and taxi away in about 12 minutes—to the delight of both pilots and customers. Coupled with the company’s Enhanced Flight Vision System and predictive landing performance, information is elegantly presented to the pilot while simultaneously helping protect the flight envelope in the background.

Gulfstream G400

Not to be outdone by its larger brethren, the G400 is poised to fill the niche in the large-cabin midsize market with its best-in-class passenger cabin cross section—and the benefit of technologies developed for the G700 and G800. 

A stretch, literally, from the G280 currently offered by Gulfstream, the G400 not only extends the cabin to 36 feet 4 inches, but brings in the Symmetry Flight Deck of its larger peers as well, with features such as predictive landing performance and active-control side sticks. The commonalities drive the shared type rating Gulfstream is aiming for across the new series. 

The G400 features twin Pratt & Whitney PW812GA engines, rated at 13,496 pounds of thrust each, with a maximum takeoff weight of 69,850 pounds and a full fuel payload of 4,050 pounds. In configurations flexing up to two and a half living areas, up to 12 passengers can ride along, or relax in berths for up to five people. 

The G400 is projected to hit its max range of 4,200 nm at Mach 0.85, allowing for a flight from São Paulo to Miami, and a takeoff within a 5,000-foot distance. High-speed cruise will hit Mach 0.88, with a max M_MO of 0.90. At an altitude of 41,000 feet, the cabin altitude is 3,255 feet—perhaps the lowest in the class.

Dassault Falcon 6X

Dassault Aviation’s 6X program enters the final stretch this year with minor delays, the result of pressures from the supply chain, workforce issues, and the lingering effects of the COVID-19 pandemic. However, the 6X looks to see first deliveries early next year—and with those, Dassault will be fielding the next generation in its ultra-widebody, long-range jet lineup, a clear upgrade from the 7X and 8X. 

The Falcon 6X is powered by new Pratt & Whitney PW812D engines rated up to 14,000 pounds of thrust. Dassault has seen a maximum range of 5,500 nm (at Mach 0.80, eight passengers and three crew) and an MMO of Mach 0.90 in flight test, with a typical mission at 5,100 nm and Mach 0.85. 

Carrying a partial fuel load, the 6X can use runways less than 3,000 feet long, while balanced field length for takeoff will be 5,480 feet (sea level, ISA, maximum takeoff weight of 77,460 pounds). 

The digital flight control system (DFCS) ties into the advanced aerodynamics of the 6X, commanding the flaperons and other control surfaces that present an evolved way of flying for Falcon pilots. Flight envelope protection keeps safe margins from high- and low speed excursions, while maintaining good feedback to the pilot flying. 

The electrical and hydraulic systems have also been revised in the quest to simplify operations and reduce pilot workload. The company’s FalconEye combined vision system marries enhanced vision with synthetic vision to improve situational awareness. 

Dassault Falcon 10X

Dassault Aviation introduced the Falcon 10X in May 2021, and its new top-of-the-line ultralong-range jet still promises to be the largest ever produced by Dassault and the biggest purpose-built business jet on the market—with a projected maximum takeoff weight of 115,000 pounds. 

With a range in the neighborhood of 7,500 nm and a top speed projected to be Mach 0.925, the 10X will contest well with its competitors in the category. The Rolls-Royce Pearl 10X engines—the largest in the Pearl series—can deliver up to 18,000 pounds of thrust apiece, enabling the 10X to meet its targets in fuel efficiency and endurance. 

The 6-foot-8-inch-tall, 9-foot-1-inch-wide cabin features a pressurization system that maintains cabin altitude at 3,000 feet up to FL 410. The cabin can be configured without limitations by zone, and the baggage compartment is the largest in the class, according to Dassault. Up front, the 10X will offer the DFCS pioneered in the 7X, as well as the FalconEye combined vision system. As for continuing the manufacturer’s reputation for short-field capability, Dassault projects a balanced field length of less than 6,000 feet for the 10X, and the ability to land within a 2,500-foot ground roll under certain conditions.

Textron Aviation Beechcraft Denali

The Beechcraft Denali took what is most likely one of the most anticipated test flights of a turboprop since the original TBM 700 flew, when it lifted off from Wichita’s Eisenhower International Airport (KICT) in late November 2021. Powered for the first time by the General Electric Catalyst engine, the Denali is clawing back some of the time lost to delays in that engine program. A second test airplane was added to the mix in June, with the platform testing new altitudes and expanding the speed envelope. 

Certification is projected now for later in 2023, with Textron Aviation logging more than 350 flight test hours so far since the flying began. The FADEC-controlled 1,300 shp Catalyst will spin a five-blade composite McCauley prop that spans 105 inches, and help the Denali make its range targets of 1,600 nm in high-speed cruise (with one pilot and four passengers), and a speed of 285 ktas. The Catalyst is set to run on sustainable aviation fuel out of the gate. Full-fuel payload for the new turboprop is predicted to be about 1,100 pounds. 

The flight deck features the Garmin G3000 avionics suite with an automatic flight control system and flight management system. Digital engine management will allow for on-condition maintenance and trend monitoring. 

The cabin—which offers a front refreshment station as a novel perk— can be set up for six to nine seats, with an optional belted lavatory in the rear. 

Daher Kodiak 900

How do you improve on a beast-mode turboprop already resonating with a loyal pilot/owner fan base? You make it faster. 

Daher introduced the Kodiak 900 at EAA AirVenture with a new monster of an engine—the biggest PT6 yet, the PT6A-140A—rated at 900 shp. The Kodiak can tap into an extra 150 nominal horsepower throughout its range, making for grand application in the hot and high environments in which the Kodiak 100 has excelled. 

And at what speed? According to the company, 210 ktas at 12,000 feet and 58 gph, with an endurance of 4.3 hours with 45 minutes IFR reserve fuel. The five-blade Hartzell prop takes its heritage from the TBM line, but maintains 15.6 inches of ground clearance, critical for rough-field operations. The pairing of engine and prop results in a TBO of 4,000 hours. 

As you walk up to the 900, however, it’s not the new engine that you see first—it’s the new lines of the highly faired fuselage and belly. Daher’s engineering team gained many of those extra knots (nearly 30 more at max cruise) by streamlining the Kodiak’s cargo pod. The team also crafted new wheelpants—evocative of the deco age—to trim more drag from the 900’s profile. 

Customer feedback drove upgrades inside as well, with an interior that brings to mind a Range Rover more so than a Jeep. In the panel, pilots will find the Garmin G1000 NXi avionics suite, including synthetic vision and weather radar.

Diamond DA50 RG

With FAA validation just around the corner, the anticipation for the new Diamond DA50RG is mounting stateside. Several DA50s are already flying in Europe and Canada, and the company hopes for the blessing to come soon to enable deliveries in the U.S. 

Powered by a 300 hp, FADEC-controlled Continental CD-300 (270 hp maximum continuous power), a six-cylinder, turbo-diesel powerplant, the DA50 RG will operate on jet-A1 at burn rates as low as 9 gph. The maximum range is roughly 750 nm (with a 30-minute reserve) at the 9 gph burn rate. The DA50 RG offers a spacious cabin—among the top in its class—with seating for five and generous baggage capacity. 

In the panel, the DA50 RG hosts the Garmin G1000 NXi integrated flight deck with the GFC 700 three-axis autopilot. Options include electric air conditioning, a GCU 476 keypad, and a TKS anti/de-icing system. 

The DA50 RG makes a high-speed cruise of 172 ktas (at ISA, 10,000 feet msl and 4,407 pounds). It can climb to its maximum operating altitude of 20,000 feet at a rate of up to 1,050 fpm. 

The DA50 RG features a useful load of 1,232 pounds, a takeoff distance (at sea level, over a 50-foot obstacle) of 2,427 feet, and a landing distance of 2,224 feet (again, at sea level, over a 50- foot obstacle), helping it to utilize a wide range of runways. 

Tecnam P2010 Gran Lusso

Tecnam Aircraft aims squarely for the luxury market with the latest version of the P2010 single-engine piston airplane, powered by the Continental CD-170 powerplant. The Italian OEM selected all of the high-end options from the P2010’s portfolio and dressed up the works with buttery smooth, hand-stitched leather seats and a covered control yoke. 

What does the retail price get you? For starters, a new panel layout to house the Garmin G1000 NXi suite, plus the GMC 707 autopilot, and GCU 475 flight management system keypad in the center console. A polished aluminum trim wheel lies there as well, with a dual housing for mobile phones. Tecnam has relocated the electric rudder trim and improved the parking brake, and detailed the wingtips with integrated LED lighting. One feature unique to the P2010 that hasn’t changed? The third passenger door, allowing for easy access to the cabin’s roomy rear seats. Despite an addition to the empty weight of 39 pounds, according to the company, they don’t expect any penalties in performance. The CD-170 sips fuel, and in economy cruise, it can run as low as 5.2 gph average—on either diesel or jet-A. Want to speed things up? For a little more juice, the Gran Lusso will make 140 knots true airspeed.

Piper Aircraft’s ‘Electrified’ PA-28 

In an announcement at EAA AirVenture, Piper made it known that it has joined forces with CAE and Safran in the pursuit of a supplemental type certificate for an electric version of its PA-28-181 Archer model. Safran’s powertrain will provide the thrust for the updated single, and CAE will provide the training and support services that flight training organizations will need to operate the airplane. 

The heart of the conversion pack revolves around Safran’s EngineUS 100 motors, providing a maximum output of 150 kW and an integrated controller. The powertrain’s petite profile is optimized for light aircraft applications such as the Archer. Juice for the motor will be stored in customized battery packs from H55, a Swiss company spun off from Solar Impulse, which will collaborate with CAE on the design to ensure its serviceability in the training environment. 

With more than 30,000 PA-28 variants produced—like the Piper Archer TX shown below—the consortium sees an ample market for the STC once it becomes available. The potential to take a proven model, like the Archer, and fly it into a more sustainable future is appealing, though many details remain to be sorted out.

Van’s RV-15

In celebrating its 50th year, the Van’s family of homebuilt and light sport aircraft goes high wing. The prototype of the new model flew to Oshkosh this summer after a mysterious debut last year at the show. The RV15 showed up in 2022 in bare aluminum, with a host of features obvious to the discerning eye, but a lot of questions left up in the air. 

The RV-15 looks to be one of the bigger Vans, with room for baggage and beefy landing gear struts with internal shock absorbers to match. It’s a bid for the backcountry market, according to the company, so it makes sense for the RV-15 to be able to carry more than an RV-4. But not a lot of other specifications were shown, though elements like the baggage door carried dimensions (22 7/16- inches-tall by 19 3/4-inches-wide). 

The prototype is being flown with a Dynon’s affiliated-brand Advanced Flight Systems avionics suite and an autopilot, with the control stick coming out of the floor between the pilot’s knees. 

A fuel tank was riding shotgun in the right seat for the journey to Oshkosh from the company’s headquarters in Aurora, Oregon. 

While Van’s began test flights of the high-wing design in June, it put no timetable on when it will start taking orders—or when it plans to make first deliveries. 

What they will say is that the current tailwheel version shown by the prototype will come first, followed by a tricycle-gear version. Ready for the backcountry, fat tires will come as an option as well, depending on where the builder—and eventually, its pilot—wants to take it.

Waco Super YMF-5

A lot has happened in the past three years since Dimor Group Inc., a subsidiary of German company Dimor Aero—backed by Dieter Morszeck, the grandson of the founder of Rimowa—took over the assets of the Weaver Aircraft Company of Ohio, better known to pilots as WACO. And, the group shows no sign of stopping in its quest to bring a full lineup of these beautiful machines back into the skies. 

Making a splash at EAA AirVenture this year was the latest version of the legendary WACO YMF-5 biplane—and a real splash, since the model comes with a float option. 

The fixed-gear “Super” version marries all of the best features of the original YMF, from the 300 hp Jacobs R755A2M radial engine (overhauled to zero time) to the open cockpits lined with leather, to the modern age, all-weather rain-resistant fabric covering and options for a lot of glass panel up front. 

WACOs have always been hand-crafted affairs, and the new versions are no different. However, the future output of the company will benefit from the investments made in quadrupling the manufacturing space at the company’s Battle Creek, Michigan, location. The year the new owners took over, only four units were built. For 2022, WACO’s up to 8 units, and has plans to go to 12 units a year, soon. 

If your dream is to lope along the sky at 115 mph (100 knots) or ease through light aerobatics with a +5.2/-2.1 G limit range, the standard YMF-5 may call your name. If you want to customize the airplane with Aerocet 3400 composite construction floats, you can add water landings to your portfolio of fun in a true classic.

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Enhanced Performance and Capabilities

The G700 offers new enhancements beyond the previous G500 and G600 generation’s Symmetry Flight Deck. Now featuring a predictive landing performance system, a new enhanced checklist and a second heads-up display with a combined vision system that is a blending of synthetic vision and enhanced vision systems.

Able to cruise at Mach .9, the G700 is an ultra long range business jet with a range of 7500 miles. Gulfstream is using the world tour as an opportunity to showcase its performance with the expectation of breaking existing speed records.

READ MORE: Gulfstream G700 and G800 Engines Earn EASA Certification

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“We’re on pace,” which is amazing given the pandemic, said Gulfstream’s Collin Miller, senior vice president of innovation, engineering, and flight. Gulfstream’s flight test team—including Miller and Jake Howard, lead test pilot for the G700 program—provided an update on the G700 development program, which is on track, with high-altitude testing complete and flight into known ice (FIKI) testing underway. The team has five test aircraft in the development fleet, and the program has logged more than 1,100 flight hours.

After finishing initial stages of flight test, such as clearing out the flutter envelope, the aircraft have entered specific areas such as cold-weather performance, and high-altitude performance. For the latter, the team took one of the test aircraft to Telluride Airport (KTEX) in Colorado, which sits at a field elevation of 9,038 ft msl—with a 7,111-ft runway. During the programmed expansion of the flight test envelope, the pilots have taken the aircraft to Mach 0.99 and 54,000 ft msl, well beyond the stated normal parameters of Mach 0.94 and 51,000 ft.

“The new engines, the [Rolls-Royce] Pearl 700s on the G700, are performing fantastically well,” said Miller, “and they’re extremely efficient, giving us great results for speed, range, and low emissions.”

Validation of Gulfstream’s efforts to produce a comfortable environment for passengers—and pilots—came with confirmation of the lowest cabin altitude in its class: a 4,850-ft cabin at 51,000 ft. Miller remarked that the test program has been largely one of such confirmations, to which he attributed the success of the company’s significant investment in laboratories able to test extensively system components and performance on the ground prior to the commencement of flight test. “These things just don’t break,” he said of the fleet of test aircraft—often when a test aircraft returns from a flight the pilots hand over a list of squawks to resolve. According to Miller, that has simply not been the case, by and large, with the G700 test fleet thus far.

Much of the wring-out has been with new systems, to determine ideal settings for use operationally by pilots to come. For example, the Predictive Landing Performance System—a runway overrun awareness system—that will go into the G700 takes the energy state of the airplane and the distance available for landing on the runway ahead and alerts the pilots of any discrepancy—based on the aircraft configuration of autobrakes and thrust reversers. The test pilots have helped determine the ideal altitudes for each alert in the series, to avoid nuisance alerts too high on the glide path, yet give enough time for a stabilized go around.

Both Miller and Howard praised these advances in safety in the G700′s Symmetry Flight Deck—including the heads-up display (HUD) available to each pilot, with synthetic vision and enhanced vision on the displays. High-speed protection and low-speed awareness will help pilots stay within the envelope as well.

“Thanks to the outstanding Gulfstream team, the G700 flight-test program is going remarkably well,” said Mark Burns, president of Gulfstream. “The aircraft itself has been performing flawlessly, whether going to extreme speeds and heights or running through its paces in the high-altitude environment at Telluride. We have spent the past year rigorously testing this mature, high-performing aircraft for our customers, and I look forward to continuing to do that and more in the coming months as we steadily move toward certification and customer deliveries.”

The post Gulfstream’s Flight Test Team Updates on G700 appeared first on FLYING Magazine.

The fourth test article in Gulfstream’s G700 development program made its first flight on October 2, adding to the fleet that will advance the model towards certification. The initial flight, which clocked 1 hour, 56 minutes, took the platform to an altitude of 41,000 feet and reached a speed of 0.89 Mach. The airplane’s primary function will be to test avionics and environmental control, mechanical, electrical-power, and hydraulic systems.

The first G700 flew on February 14, 2020, and since then the test aircraft have logged more than 600 flight test hours. Those aircraft have collectively gone beyond the G700′s stated maximum certified operating speed and cruise altitude—up to FL540 and speeds up to 0.99 Mach.

“This is the fourth first flight we’ve accomplished within just eight months, and that is a truly impressive feat,” said Mark Burns, president of Gulfstream. “I have said it before: what sets Gulfstream apart is that we ensure our aircraft are mature upon certification, so our customers know that what we deliver will be safe, reliable and exceed their expectations.”

The next test aircraft will join the fleet soon, and those will include production aircraft fully outfitted with interior elements—such as the new circadian lighting system, award-winning seat designs, an “ultragalley” and a luxury suite. Gulfstream aims for deliveries to begin in 2022. Price starts at $78 million.

The post Gulfstream Adds Fourth Test Article to G700 Program appeared first on FLYING Magazine.

One encouraging sign during the collective slowdown of the aviation industry in the second quarter of 2020: OEMs continue aircraft development programs—and that includes Gulfstream’s pursuit of the G700 certification. The company announced in early May that the second and third aircraft within the G700 program are now undergoing flight test. The second test platform flew on March 20, and the third took its first flight from Savannah, Georgia, on May 8.

The second test aircraft, on the March 20 flight, departed Savannah/Hilton Head International Airport and spent 2 hours and 58 minutes airborne, reaching an altitude of 45,000 ft msl and a speed of Mach 0.85. On May 8, the third test aircraft left KSAV and flew for 3 hours, 2 minutes, achieving the same altitude and speed marks as its sister ship.

The three flight-test aircraft have flown more than 100 hours since the program’s first flight on February 14. Overall, the G700 has reached a maximum altitude of 54,000 ft and a maximum speed of Mach 0.94. The current flight-test fleet is used for envelope expansion, flutter testing, flying qualities and flight control, as well as mechanical systems, flights into known icing and environmental control systems.

Gulfstream also announced it had received EASA type certification on the G600 on May 11, enabling deliveries to begin for its European customers.

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