The Pearl 10X has been selected by French aircraft manufacturer Dassault for its new Falcon 10X, the company’s ultralong-range flagship.

“We are excited to enter into this important next phase of the engine development program with the start of our flight test campaign,”  Philipp Zeller, senior vice president of Dassault’s business aviation division at Rolls-Royce, said in a statement. “All the tests completed to date confirm the reliability of the engine and show it will meet the performance requirements to power Dassault’s flagship, the Falcon 10X.”

• READ MORE: Rolls-Royce Tests Pearl Engines with 100 Percent Sustainable Aviation Fuel 

As part of the test campaign, the engines are fitted to a Boeing 747-200, which serves as Rolls-Royce’s flying test bed (FTB). 

The Tucson, Arizona-based FTB is capable of having a variety of engines fitted to it “to give them a real-life test run in the air, providing valuable performance data,” the company said. “As the aircraft usually has four engines, we can ensure safety at all times by having one test engine operating alongside three other engines that are already established in service.” 

During the latest round of engine tests, the FTB has five engines, according to the company: the Pearl 10X, a Trent 1000, and three RB211s.

Over the course of the coming months, flight testing will include engine performance and handling checks at various speeds and altitudes, in-flight relights, tests of the nacelle’s anti-icing system, as well as fan vibration tests at various altitudes, Rolls-Royce said.

• READ MORE: Rolls-Royce Confirms All of Its Current Engines Can Run On 100 Percent SAF

In October, Rolls-Royce announced it had successfully completed a series of tests for the Pearl 10X, and its Pearl 15 engines using 100 percent sustainable aviation fuel (SAF). The tests, which took place in Germany, “play a leading role in the journey to achieve net-zero flight by 2050,” the company said at the time.

The post Rolls-Royce Launches Flight Testing of Pearl 10X Engine appeared first on FLYING Magazine.

Groupe Dassault consists of several enterprises beyond Dassault Aviation, including Dassault Systèmes, Le Figaro (media and services), Immobilière Dassault (real estate), Dassault Wine Estates (including Saint-Émilion, France-based Château Dassault), and Artcurial (auction house).

Edelstenne rose to lead the French conglomerate on May 28, 2018, following the death of Serge Dassault. Trappier comes into the position having longtime experience with the company. He served as executive vice president, international directorate, leading the company’s successful bid to sell the Mirage 2000-9 fighter to the United Arab Emirates in 1998, as well as the selection of the Rafale fighter following India’s Medium Multirole Combat Aircraft RFP in 2012.

Trappier graduated from Telecom SudParis academy for engineers and then served in the French Navy as an officer. He joined Dassault Aviation in 1984 as a systems engineer in the business unit’s design department. Currently, he also serves as chairman of Dassault Falcon Jet, and he’s a member of the French Légion d’Honneur and Knight of the Ordre National du Mérite.

Dassault Aviation certified the Falcon 6X in 2023 under Trappier’s leadership and continues development of the Falcon 10X with certification anticipated in 2025.

The post Trappier to Lead Dassault Corporate in 2025 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.

The Pearl 15, which is the first member of the Pearl engine family, powers the  Bombardier Global 5500 and 6500 aircraft. The Pearl 10X will be used on the Dassault Falcon 10X, the company’s ultralong-range flagship.

• READ MORE: Rolls-Royce Marks Successful Engine Test Run on Hydrogen

Rolls-Royce said the tests, which took place at the company’s business aviation headquarters in Dahlewitz, Germany, reflect its plans to “play a leading role in the journey to achieve net-zero flight by 2050.”

In addition to proving SAF’s compatibility, the tests included back-to-back test runs of a Pearl 10X engine using jet-A-1 and SAF to demonstrate environmental improvements resulting from the change to SAF.

Rolls-Royce said the hydro-processed esters and fatty acids, or HEFA, SAF used in the tests was derived from sustainable, waste-based feedstocks including cooking oils and fat waste. The fuel has the potential to cut net carbon dioxide life cycle emissions by about 80 percent compared with conventional jet fuel.

• READ MORE: Rolls-Royce Tests UltraFan, Its first New Engine Architecture in 54 Years

The back-to-back tests also showed that SAF burns more cleanly than fossil-based fuel while emitting lower levels of non-volatile particulate matter, or nvPM. The test results will help move SAF closer to certification, the company said.

“Sustainable aviation fuels are a key element of our sustainability strategy, as they will play an important role in decarbonizing long-haul flight,” said Dr. Dirk Geisinger, Rolls-Royce’s director of business aviation. “With its outstanding environmental performance, the Pearl family is already setting new standards in the ultralong-range corporate jet market.”

The post Rolls-Royce Tests Pearl Engines with 100 Percent Sustainable Aviation Fuel appeared first on FLYING Magazine.

Today’s Top Pick is a 1973 Dassault Falcon 20F-5.

The Dassault Falcon 20 helped form a wave of speedy early business jets that included the Lear 23, North American Sabreliner, and Lockheed JetStar. The Falcon 20, whose design was based on the company’s Mystère fighter, sought to combine the power and performance of military jets with the luxurious accommodations that appealed to business travelers.

The aircraft’s big break came in the early 1970s when parcel delivery company Federal Express, now FedEx Corp., purchased a fleet of the jets to help start its then-new air express package operation. Company executives picked the Falcon over competing models because of its combination of speed and adaptability to the specialized mission. The jet also was a hit with business customers who appreciated its performance and style.

This 1973 Dassault Falcon 20F-5 has 16,545 hours on the airframe, 2,510 hours on the engines, and has recorded 13,197 landings. The panel includes dual Collins VHF-22D radios, Collins VIR-32 navigation radios, FMS with GPS, Fairchild cockpit voice and flight data recorders, a Collins AP-105 autopilot, dual Collins DME-42s, and a Collins ALT-55B radar altimeter.

The aircraft’s air-conditioned cabin seats nine passengers and two crew, was refurbished in 2020, the same year the exterior was repainted. The cabin includes a galley, sound system, and aft lavatory.

Pilots looking for a jet with high performance, vintage European style, and a roomy cabin should consider this 1973 Dassault Falcon 20F-5, which is available on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: We Fly: Dassault Falcon 6X
• FLYING Magazine: 50 Years of Dassault Falcons
• FLYING Magazine: Dassault Plans New Customer-Focused Display for NBAA-BACE
• Plane & Pilot: Dassault Mystere Falcon 10/20/30 Falcon 100-200
• Plane & Pilot: What You Didn‘t Know About the Falcon Jet Run Through Star Wars Canyon
• Plane & Pilot: French Aviation Industrialist Serge Dassault Dies

The post 1973 Dassault Falcon 20F-5 Is a Fast, Stylish ‘Aircraft For Sale’ Top Pick appeared first on FLYING Magazine.

The new display will feature a larger, redesigned chalet that will permit customers and guests to stay informed about the latest Dessault news and meet with sales, customer support, and MRO network representatives in the same place. The French company’s best-selling Falcon 2000LXS twin and Falcon 8X ultralong-range trijet will be part of the static display.

• READ MORE: Dassault’s FalconWays Uses Route Optimization to Target Carbon Emissions

The 2000LXS has a widebody cabin designed to accommodate as many as 10 passengers comfortably. The aircraft can cover a range of 4,000 nm and is known for its short-field performance. Its “combination of comfort and economical, go-anywhere performance” has helped Dassault sell nearly 700 aircraft to date, the company said.

The Falcon 8X has a 6,450 nm range and recently received an upgrade to the EASy IV flight deck from Honeywell that provides improved capability and safety features. The 8X was also approved for Dassault’s advanced, dual heads-up display, which improves situational awareness and allows both pilots to share the same view. The HUD feature is also available as a retrofit for operational 8X aircraft.

• READ MORE: SAF To Be Available at NBAA-BACE 2023

Dassault will also display a full-scale flight deck and cabin mock-up of the new ultralong-range, ultra-widebody Falcon 10X twin in development. The 10X will be powered by Rolls-Royce Pearl 10X engines capable of running on 100 percent sustainable aviation fuel. Dassault said the 10X will be the largest purpose-built business jet on the market and will have a range of 7,500 nm.

People attending the show will also be able to try a new Dassault flight app called FalconWays, which uses wind data from around the world to help pilots plan routes that save fuel and time while lowering emissions. The company said it will roll out the app on the new Falcon 6X twin when it enters service.

The post Dassault Plans New Customer-Focused Display for NBAA-BACE appeared first on FLYING Magazine.

FalconWays uses updated global wind data, route optimization, and performance algorithms that are specific to the model. The tool will be delivered to pilots via the Dassault FalconSphere iPad electronic flight bag (EFB), and it’s compatible with both Jeppesen and Universal flight planning software.

• READ MORE: We Fly: Dassault Falcon 6X

Testing of the new app took place across continents and oceans, between the U.S. and Europe, and throughout Asia. Crew saw fuel reduction up to 7 percent on the actual flights, while others were made in simulation to prove the operational capability of the tool.

“Our new FalconWays flight app is part of our company’s broader commitment to sustainable flying,” said Dassault Aviation chairman and CEO Éric Trappier. “It will help Falcon customers reach a new level of operational efficiency while reducing aviation emission levels.” 

First in the Falcon 6X

Dassault’s engineering team designed the FalconWays app in concert with the flight operations department. It’s set to debut as the recently certificated Falcon 6X enters service in the coming weeks. Optimization into the Falcon 8X will come early next year, on the 7X before the end of 2024, and for the Falcon 2000LXS/S by early 2025.

• WATCH: The Dassault Falcon 8X Streaks Through Star Wars Canyon

Pilots download global wind information to combine with the flight plans in use, in-house performance tools, and vertical, lateral, and Mach-number-optimization data.

Dassault will have the app available for demonstration at its exhibit on the static display at the National Business Aviation Association’s Business Aviation Conference and Expo from October 17 through 19, in Las Vegas.

The post Dassault’s FalconWays Uses Route Optimization to Target Carbon Emissions 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.

The Falcon 6X is, by far, Dassault’s largest, heaviest, and most powerful business jet in the 60-year history of its business jet production line.

The 6X represents a sea change in Dassault’s design focus. Falcons always have appealed to pilots, engineers, and technicians—lean, nimble, and hyper fuel-efficient.

Now, passenger comfort has become the top priority. The latest Falcon jet offers a wider floor and taller cabin than any other purpose-built private jet in current production and promises to have mid 40 dBA super-low interior noise levels. 

This results in a nearly 38-ton aircraft at max takeoff weight, so I wanted to find out if it still had the famous agility of previous Falcon jets, ones quite clearly inspired by Dassault’s famed Mirage and Rafale fighters. Or, considering its apparent heft, would it handle more like a tour ’Bus from Toulouse?”

A. Single or dual FalconEye head up displays with40-degree wide and 30-degree vertical fields of view are highly desirable options.

B. EASy IV primary flight displays provide 3D depictions of airport environments, including sign posts for taxiways, runways and ramps. Sirius XM satellite radio weather, ADS-B IN traffic advisories, and Honeywell ROAAS also are available.

C. The fly-by-wire sidestick commands pitch and roll attitude. Dassault uses path stable pitch control law for “carefree” handling.

D. Left and right tablet computer docking stations provide a full range of electronic flight bag functions.

E. The 6X is one of few business jets to have both all-en-gine and one-engine-inoperative autothrottle functions.

Setting New Standards

For the record, the Falcon 6X actually grew to be bigger in cabin volume, heavier overall, and more powerful than originally intended. Development began in 2009 as Falcon 5X when Dassault abandoned plans to develop a new super-midsize aircraft in favor of a much larger and longer-range next-gen model. The Falcon 5X was announced in October 2013. Dassault planned to deliver the aircraft to the first customers in late 2016.

Dassault’s design goals were to create a new standard in cabin comfort by offering business aviation’s widest and tallest cabin, to achieve 15 percent better fuel-efficiency than competitors, and to preserve competitive speed and range. When launched in 2009, the Falcon 5X’s main competitors were the 4,200 nm range, Mach 0.80 [459 ktas] Gulfstream G450; and the 5,100 nm range, Mach 0.82 [470 ktas] Bombardier Global 5000. Dassault targeted 5,200 nm with eight passengers at 459 knots true for the Falcon 5X, enabling it to fly from Los Angeles to Paris on the same fuel that a G450 would need to fly from Los Angeles to Reykjavik.

Being a Falcon, it would be a technological tour-de-force, starting with its digital fly-by-wire flight controls. Dassault pioneered FBW in business jets with its Falcon 7X that entered service in 2007, borrowing heavily from technologies it had used for 40 years in its fighter jets, including its Mach 2-class Rafale.

Fly By Wire

Stability and performance are classic trade-offs in both military and civil aircraft designs. The more agile performance, the more stability must be sacrificed. The Rafale that I flew 16 years ago is a classic example. It’s so frenetically unstable that without digital flight controls, it’s nearly impossible for anyone other than a skilled test pilot to fly. Fit a Rafale with FBW, and it becomes as docile as a Falcon 10.

Unlike the Falcon 10, though, the Rafale will maintain its flight path if you let go of the controls, even with changes in speed or aircraft configuration. The Rafale also has full flight envelope protection. Yank and bank until you nearly black out. If you reef back the stick to the stops, you can’t overstress it, stall it,or cause it to spin. Dassault’s term is “carefree handling.” The pilot is free to concentrate on higher priority tasks, such as navigating around threats, checking six for bandits, delivering ordnance on target, or shooting down the bad guys.

• READ MORE: Dassault Wins EASA and FAA Certification on the Falcon 6X

Unlike the latest fighter jets, all Falcon jets are inherently stable. But, as with its military aircraft, Dassault upgraded its newer Falcon jets with FBW controls to slash pilot workload, incorporate flight envelope protection, and improve passenger comfort. Simply put, FBW makes the Falcons easier, safer, and more comfortable to fly. 

The Falcon 5X would have Dassault’s latest version of FBW flight controls, integrating nose wheel steering, plus slats and flaps. It also would be the first business jet to be fitted with flaperons, trailing edge devices that combine flap and aileron functions. When deflected in harmony with the ailerons, flaperons increase roll control authority, thus improving controllability at low speeds. When the flight spoilers are used, the flaperons deflect downward while the ailerons deflect upward to increase drag, minimize buffeting and unload the outboard wing sections. Note to self: The flaperons could make it lither than it looks.

Transforming Tech

Two enabling technologies were the keys to the Falcon 5X’s success. First was Dassault’s unmatched ability to build lightweight, low-drag airframes. TheFalcon 5X’s empty weight would be 5,000 pounds less than a G450 and 12,000 pounds lighter than a Global 5000. Second was Safran’s new 11,450 lb.-thrust Snecma Silvercrest turbofan engines, which promised 15 percent better fuel efficiency than competitive engines, along with considerably lower emissions.

The Silvercrest would be Safran’s first fully homegrown civil aircraft turbofan. The challenges proved too daunting, especially in developing the core or high-pressure section. After Silvercrest failed to meet a series of performance benchmarks, causing unacceptable delays in the Falcon 5X certification campaign, Dassault fired Safran as engine supplier and halted the Falcon 5X program in late 2017.

Safran subsequently settled with Dassault for €250 million. But, Dassault had already invested several million more euros in the Falcon 5X, so it wasn’t about to cancel the program entirely. It swiftly moved to morph the Falcon 5X into a new model, soon to be launched as the Falcon 6X.

Time was of the essence, as Bombardier planned to replace the Global 5000 with the faster and more fuel-efficient Global 5500, and Gulfstream was about to drop the dated G450 for the 30-knot faster, higher flying, roomier, and more fuel-efficient G500, first of the G-VII family. Bombardier also added more fuel capacity to the Global 5500, stretching its range to 6,000 nm. The Gulfstream G500 could fly 5,400 nm, 1,200 nm more than G450. The competitive landscape obviously had undergone a revolution in the years since the Falcon 5X was announced.

To prevent its next-gen Falcon from becoming an also-ran in the race with the Canadians and Americans—or worse yet, a still-born—Dassault needed to find a suitable replacement engine without delay. It also needed to give the aircraft more range to keep it in the running with the updated Global 5500 and clean-sheet G500.

By the end of 2017, Dassault found an engine for the Falcon 6X. It was the 13,500 lb.-thrust Pratt & Whitney PW812D turbofan, essentially a scaled-down version of the PW814GA Pure Power engine used on the Gulfstream G500. Of prime importance, PW800 series engines were a low-risk choice, as they use the same high-pressure sections as Pratt & Whitney’s geared turbofan engines. In airline use, the GTFs have logged more than 18 million hours of fleet time. The engine core has proven to be rock-solid reliable.

The PW812D produces 2,000 pounds more thrust than the Silvercrest engine, but a pair add 900-plus pounds of installed weight. Dassault countered this weight by stretching the Falcon 6X fuselage 20 inches ahead of the wing and adding an extra cabin window on each side. The stretch makes the cabin 4 percent longer, affording passengers more comfort.

Dassault also added 5,590 pounds more belly tank fuel ca-pacity to boost maximum range by 300 to 5,500 nm. However,that’s at Mach 0.80 or 459 ktas, compared with Mach 0.85 for the competition. The Falcon 6X’s range at Mach 0.85 drops to 5,100 nm.

The PW812D engines, fuselage stretch, and bigger belly tanks boost the Falcon 6X’s empty weight by 2,700 pounds. With extra fuel, max takeoff weight is increased 7,860 pounds compared to the 5X. The considerably more powerful Pratt & Whitney engines endow the Falcon 6X with a better thrust-to-weight ratio than the Falcon 5X with Silvercrest turbofans, so the aircraft still is a strong performer. Even though wing area remains the same and wing loading goes up 11 percent, the Falcon 6X takeoff distances at max take-off weight are very close to those of the competition. On more typical 2-hour trips, the Falcon 6X needs less than 3,000 feet of pavement when departing a sea-level, standard-day airport. That’s on par with a Beechcraft King Air 360.

Suiting Up To Fly

I traveled to Dassault’s flight test facility at Istres-LeTubé to fly the Falcon 6X a few months before it was slated for FAA and EASA certification. A visit to LeTubé is always a treat because you’re up close to the Mirage 2000, Rafale, and C-135 air refueler operations. The day I flew the Falcon 6X, we had to share the runway with Rafale pilots in the “bounce pattern”—field carrier landing practice in preparation for carrier qualification. 

Serial Number 4, the aircraft I would fly, is intended to be a customer demo aircraft, so it was equipped with a whole raft of options, including the FalconEye wide field-of-view HUD and combined vision system, one of the best with which I’ve yet flown; optional Iridium and KA-band SATCOM for high-speed WiFi and VOIP mobile phone calling for the passengers; cabin humidifier; HEPA air conditioning filters; extended galley, and several other items that added 1,237 pounds to its empty weight. Even so, the tanks-full payload was 1,750 pounds, enough for eight passengers and their bags, plus plenty of catering and beverages. For my demo flight, I would fly left seat, Dassault’s chief test pilot Phillipe Duchateau would be in the right seat as my instructor, and Fabrice “Tom” Valette—lead Falcon 6X test pilot—would occupy the jump seat as safety pilot. As the aircraft was still in experimental status, the uniform of the day would be blue Nomex flight suits for the three of us.

The demo was also the 54th test flight, so we carefully briefed the maneuvers on the test card [aka “the dance card”]. The main purpose of the mission was to provide me with the opportunity to evaluate the aircraft’s stability and agility.

Filled with 17,000 pounds of jet-A and accounting for start and taxi fuel burn, our computed takeoff weight was 59,000 pounds. That was enough fuel to fly from Istres-Le Tubé to Gander, Newfoundland, or Dubai, UAE. If the aircraft had been full of fuel and with eight passengers aboard, we could have flown from Le Tubé to Seattle, São Paulo, or Ho Chi Minh City [aka Saigon].

Ready to Taxi

Using the normal slats and flaps 2 position for takeoff, our V speeds were 117 knots for the V₁ takeoff decision speed and V_R rotation speed, 121 knots for the V₂ one engine inoperative climb speed, and 151 knots to retract slats and flaps. Those comparatively low V speeds are worth noting because the Falcon 6X has the highest wing loading of any current production purpose-built business jet. Without Dassault’s signature full-span leading edge slats, those V speeds would have been at least 20 knots higher.

Belting into my seat, I was immediately impressed with the size of the flight deck windows and room for pilots. The window area is a third larger than in the Falcon 8X. I’ve not flown a business jet with bigger windows or better visibility outside of a Cirrus Vision Jet.

Dassault’s flight test ground crew already had the APU running, so everything up front had electrical power when we entered the flight deck. Duchateau was busy programming the aircraft’s EASy IV [enhanced avionics system, fourth-generation] computer with crew weights, fuel load, and allowances for spares and stores.

The 6X has much shorter checklists than previous Falcons because several systems are more automated. But the flow pattern of checks and flight deck layout closely resemble those of its predecessors that I’ve flown. There just are fewer switches, buttons, and knobs that need to be touched during normal operations. When necessary, however, it’s easy for pilots to intervene and exercise adult supervision over the computers. Dassault takes special steps to avoid pilots having to ask, “What’s it doing now?”

To start the engines, I needed only to move the throttles to idle and turn one central knob to “start.” That would automatically initiate start, first for the right engine, then for the left. For this flight, though, we overrode the automatic two-engine start feature and started one engine at a time to allow the ground crew to make some post-start checks related to flight test.

Once the main entry door was closed, I was impressed with the low interior sound levels. Releasing the parking brake, it took just a little thrust to start the aircraft moving. All the FBW Falcons do away with steering tillers. It’s all done through the rudder pedals, with nose wheel steering progressively increasing with pedal movement and decreasing with taxi speed. I found the brakes to be a little touchy, but my technique got better with practice.

EASy IV, similar to Gulfstream’s Symmetry avionics package, provides 2D airport moving maps and 3D synthetic vision of the airport environment, including signposts for ramps, taxiways, and runways; depictions of buildings; and, eventually, ADS-B In images of proximate aircraft and ground service vehicles. Upgraded EASy also supports Sirius XM weather and Honeywell’s Runway Overrun Awareness and Alerting System.

These aren’t gimmicks. Every pilot with whom I’ve spoken raves about Sirius XM satellite weather as a strategic planning tool. ROASS warns pilots of landing fast, touching down long, or braking too gently. And importantly for me, taxiing between ramp and runway in poor visibility and/or darkness is much more challenging than flying it from takeoff to touchdown. Dense fog increases the risks of getting lost on the ramp, rolling off the pavement, or having to slam on the brakes. EASy IV’s 3D airport moving maps take a lot of the stress out of ground maneuvering.

For flight, in contrast, I like to spend most of my time looking out of the aircraft, not head down, hawking the instrument panel. That’s when the optional FalconEye HUD showed its value. All imagery is focused at infinity, so it enhances distance vision that’s so critical to spotting risks. Aircraft attitude, flight path trajectory, heading, and bank angle, among other essentials, all are displayed 1:1 with the outside world, so the HUD promotes situational awareness using basic visual references. You only have to glance down occasionally to check fuel quantity, engine instruments, and systems status. The FalconEye also has multi-spectral infrared and visible light sensors that provide certified enhanced vision system credit, along with synthetic vision, enabling the crew to earn approval to fly down to 100-foot ceilings on instrument approaches. For me, the HUD is the greatest safety breakthrough since the advent of the windshield.

On The Takeoff Roll

Once cleared for takeoff, we used a FOD prevention technique to reduce the chance those pricey PW812Ds would swallow debris that could damage them. I advanced thrust to 52 percent N1 fan speed, waited until the aircraft was rolling at 45 kias, and then pushed forward on the power levers to the stops. At our relatively light weight, the aircraft’s weight-to-thrust ratio was nearly 2:1. Acceleration was a whole lot sportier than the Falcon 8X I last flew a few years ago.

When Duchateau called “V1, Rotate!”, mild back pressure on the sidestick was all I needed to set 15 degrees nose up. With a positive rate of climb, we retracted the gear. As the FBW system uses path-stable pitch control law, I didn’t need to move the sidestick as the 6X accelerated, automatically trimming the horizontal stab. At V₂ + 30 knots, we retracted the slats and flaps, turned toward the Mediterranean, engaged the autothrottles, and settled into a 250-kias climb to 15,000 feet.

Impressively Agile

Once leveled at 15,000 feet, it was time to begin the big dance. This would start with baby steps, progressing to break dance moves. I first used gentle sidestick pressure to roll the aircraft into a left 30-degree angle of bank and then reversed it to the right. With a light touch, the Falcon 6X moved with the uber-soft restraint. If passengers had been aboard, there was no chance of rattling silverware, shifting china plates, or spilling that 2010 Chateau Dassault St. Emilion.

Then, I started making more assertive sidestick inputs, rolling the aircraft rapidly between 60 degrees left and right. Healthy springs inside the sidestick control boxes prevent pilots from making such spirited moves inadvertently, but if you muscle this aircraft around at 250 knots like a 25-year-old Rafale pilot, it responds with alacrity and aplomb.

Slow-speed agility usually is more of a challenge for a large-cabin jet. I disengaged the autothrottle and let the airplane decelerate until the sidestick was on the backstop. The outboard slats automatically extended,and we were alerted by aural and visual warnings that we should lower the nose and recover. We kept the sidestick firmly against the stops as the aircraft stabilized at VMIN, the highest angle of attack allowed by the FBW system, which is just a few knots above aerodynamic stall. Nose attitude eased down to just below the horizon and the VSI plunged.

With the sidestick fully aft, I started rolling the aircraft 30 degrees left and right. In spite of the abuse, the Falcon 6X sank as gracefully and obediently as with a dozen other Falcons I’ve flown. High alpha maneuvering is as dramatic as in a Piper J-3 Cub.

Next, we configured the aircraft for landing with gear down and slats/flaps extended, stabilizing it at the 125-knot V_REF landing reference speed, plus 10 knots padding for maneuvering.

Starting with gentle banks, I progressed to full sidestick deflection rolls to 40 degrees left and right. Whoa. That’s when the flaperons revealed their true roll control power. The Falcon 6X may look plump on the ramp, but in the air I found it as impressively agile as older Falcons.

Crisp, Precise, Confident

After our stability and control checks, it was time to return to Istres-Le Tubé for abbreviated pattern work. To hasten our descent, I pulled the air brake lever back to position 1 [AB1]. The ailerons deflected up and the flaperons deflected down, creating plenty of drag without changing nose attitude significantly. There was almost imperceptible airframe buffeting. Dassault plans to certify the use of AB1 with gear, slats, and flaps extended to stabilize aircraft descent rate for steep approach approval, needed for London City and Lugano, Switzerland, airport operations. I’ll wager it will be just as valuable for flying into Aspen, Colorado, with its 6.49-degree or 6.59-degree final approach glide paths.

If maximum drag is required, say for an emergency descent, pulling the lever back to AB2 causes all four spoiler panels on the wings to extend, resulting in a high rate of descent. Normally, the spoilers only are used during landing roll to dump lift, thus improving main wheel traction and braking effectiveness. All the trailing edge high lift devices also deflect upward onlanding to enhance lift dump.

As we approached the airport, we noted a 20-knot overshooting left crosswind on Runway 33. Not a problem in this aircraft. I just crabbed into the wind until 50 feet above the concrete, where I pulled the thrust to idle, held the nose attitude relatively flat, pushed in a little right rudder, and settled in for a feathery touchdown. That surely was a reflection of the aircraft’s long-travel, soft oleo main landing gear, not my flying finesse. Duchateau commented that it’s nearly impossible to embarrass yourself by crunching down in this aircraft, even for newbies.

We reconfigured on the roll for a touch-and-go and flew around for a second landing. This time, Duchateau had me offset 500 feet to the right of centerline. About 1,000 feet above touchdown height, he had me make an aggressive alignment maneuver to centerline. The aircraft responded crisply, precisely, and confidently. At 500 feet, we were stabilized on centerline and VASI glidepath. Using the same landing technique as before, the aircraft touched the runway as though I had logged 2,000 hours in type, not two.

The Falcon 6X, as with all other aircraft, has its design trade-offs. A 5,500 nm trip flown at the Falcon 6X’s Mach 0.80 long-range cruise speed takes 45 minutes longer than one flown in a competitor cruising at Mach 0.85. Push it up to Mach 0.85, and the range drops to 5,100 nm, still sufficient for Paris to Portland, London to Tokyo, or Beijing to San Francisco.

Unrefueled short-haul missions are this aircraft’s strong suit because of its comparatively high max landing weight. Depart Van Nuys for a five-leg trip to Tucson, El Paso, Salt Lake City, Portland, and back to Van Nuys, and you’ll never tap the fuel truck until you’re back in Southern California.

You can also fly from Washington, D.C., to Teterboro, then on to Rome—across the pond—without refueling. That’s a nice flight plan to consider.

Crème de la Crème 

Passengers, not pilots, buy most large-cabin airplanes. Along with speed and range, comfort and convenience weigh heavily on the purchase decision. Falcon 6X’s high wing loading and flexible wing structure, along with the stability controls built into its FBW system, should make it tops in class for a pillow-soft ride.

The cabin has 30 windows, each about 10 percent bigger in area than on older Falcons, that flood the cabin with daylight and that make it feel larger than it measures. Just ahead of the galley, there’s a crew lavatory and swiveling third crewmember seat.

The 10.2 psi pressurization system assures cabin altitudes at or below 4,800 feet at typical cruising altitudes. The 155 cubic foot aft baggage compartment is fully accessible in flight. There is another 76 cubic foot unpressurized compartment for golf clubs, skis, snow-boards, or mountain bikes.

The standard 12-seat floor plan includes a typical four-chair club section up front, a four-seat conference grouping in mid-cabin, and a three-place sofa sleeper plus single chair in the aft cabin. There are power outlets throughout the cabin for tablets, laptops, and phones. The optional satcom WiFi system provides dozens of channels of audio/visual entertainment and full-time broadband connectivity.

Quite clearly, the Falcon 6X delivers a crème de la crème passenger experience befitting a Comtesse de Champagne. Up front, I’ll wager that pilots will find that it provides that it tops any Falcon they’ve previously flown for handling ease, situational awareness, and low workload. As Dassault’s first foray into ultra-large private jets, the Falcon 6X retains top honors as one of the nicest flying airplanes ever to wear rouge, blanc, et bleu.

Dassault Falcon 6X

• Price (as tested, estimated): $56 million
• High Cruise Speed: 505 ktas
• Max Mach Number: 0.90 MMO
• NBAA IFR range (2 crew + 4 pax): 5,570 nm
• Takeoff Distance, 1,000 nm/NBAA IFR: 2,915 ft.
• Landing Distance, Unfactored/NBAA IFR: 2,460 ft.
• Max Operating Altitude: 51,000 ft.
• Length: 84 ft., 3 in.
• Wingspan: 85 ft., 1 in.
• Height: 24 ft., 6 in.
• Cabin Length*: 40 ft., 4 in.
• Cabin Width*: 8 ft., 6 in.
• Cabin Height*: 6 ft., 6 in.
• Maximum Payload: 3,803 lb.
• Payload, Full Fuel: 1,753 lb.
• Pressurized Stowage: 155 cubic ft.
• Aft Cargo Stowage: 76 cubic ft.*preliminary figures

This article was originally published in the May 2023 Issue 937 of  FLYING.

The post We Fly: Dassault Falcon 6X appeared first on FLYING Magazine.

A two-year-long, 1,500-hour test program culminated in the approvals granted first by EASA, shortly followed by the FAA. The TC clears the flight path forward for deliveries in the coming months, with the first production units entering final completion at Dassault’s facilities in Bordeaux.

“The certification of the Falcon 6X is a remarkable milestone for Dassault Aviation,” said Éric Trappier, chairman and CEO of Dassault Aviation, in a statement. “We would like to recognize the EASA and FAA certification teams for their commitment in this demanding process and our customers for their confidence. The Falcon 6X is the first brand new business jet to comply with the latest regulations, which will enhance the safety and security of all new aircraft.

“The 5,500 nm/10,200 km Falcon 6X combines the best qualities of Dassault Aviation’s world-leading business and fighter aircraft expertise to create the longest-range jet in its class with unparalleled passenger comfort and maximum mission flexibility.”

FLYING senior business editor Fred George flew the 6X in an exclusive look last year:

A full We Fly report ran in the May 2023/Issue 937 print edition of FLYING, highlighting the twin Pratt & Whitney PW812D powerplants—at 13,500-pound thrust per side—and advanced digital flight control system with heritage from the company’s Rafale fighters, as well as the spacious cabin poised to envelop passengers in luxury within the long-range segment.

The post Dassault Wins EASA and FAA Certification on the Falcon 6X appeared first on FLYING Magazine.