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.

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.

The Falcon 6X received its type certifications from the FAA and European Union Aviation Safety Agency (EASA) on August 22. Dassault noted that the model has since received some post-certification upgrades that required EASA approval.

• READ MORE: We Fly: Dassault Falcon 6X

“Dassault Aviation shares this remarkable occasion with its customers, who are sure to receive an exceptional aircraft,” said Dassault Aviation chairman and CEO Éric Trappier.

The Falcon 6X flew for the first time in March 2021 and went on to log around 1,500 flight hours over the course of a two-year flight test campaign that wrapped up in May 2022. The company also readied a 6X full-flight simulator for pilots seeking a type rating in the jet, the first of whom began training in September.

The Pratt & Whitney PW812D-powered 6X offers a maximum operating speed of Mach 0.9, 5,500 nm range, and maximum takeoff weight of 77,500 pounds. The largest and most powerful aircraft in Dassault’s lineup, it measures 84 feet, 3 inches long and 24 feet 6 inches high with a wingspan of 85 feet, 1 inch. With a maximum cabin width of 102 inches and cabin height of 78 inches, the aircraft can be configured to carry up to 12-16 passengers.

The Falcon 6X comes equipped with the company’s digital flight control system (DFCS) and Honeywell Primus Epic-based EASy IV avionics suite. Other features include Dassault’s FalconEye heads-up display/combined vision system and FalconScan advanced diagnostics system, which the company says monitors and reports on 100,000 maintenance parameters.

The post Dassault Falcon 6X Enters Service appeared first on FLYING Magazine.

The new location will include nearly 40,000 square feet of floor and office space. According to Dassault, the facility will be capable of accommodating up to five Falcon aircraft at a time as well as having enough room for its upcoming Falcon 10X business jet model. It will hold repair station certifications from the FAA, European Union Aviation Safety Agency (EASA), National Civil Aviation Agency of Brazil (ANAC), Argentina’s National Civil Aviation Administration, the Civil Aviation Authority of Bermuda, and Uruguay’s National Civil Aviation and Aviation Infrastructure Directorate.

• READ MORE: Dassault To Build Major Maintenance Facility in Florida

“Dassault Falcon Jet Catarina will be able to perform line maintenance up to ‘B’ level checks for Brazilian-registered Falcons in the Falcon 7X and Falcon 2000 family as well as a prepurchase evaluation (PPE) program for customers considering purchasing a pre-owned Falcon,” the company said. “PPE operations include a thorough physical evaluation of the aircraft, systems operational checks, and a detailed record search.”

Dassault noted that the Catarina MRO will be authorized for line maintenance and most major inspections on Falcon 50, 900, 2000, 7X, and 8X models. In addition, the site will offer line maintenance on CFE-738, Honeywell TFE731, and Pratt & Whitney Canada PW307A, PW307D, and PW308C engines. Other capabilities include a full service battery shop and nondestructive testing (NDT) procedures, including penetrant and eddy current testing. 

The facility is scheduled to open in early 2024.

The post Dassault to Establish New MRO in Brazil 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.

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.

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.

The commitment to SAF use is part of Dassault’s plan to reduce its carbon footprint. Under the program the company is fueling all of its aircraft with SAF blends whether they are conducting business, transport, or support flights.

• READ MORE: Dassault Aviation Reports Record Aircraft Orders, Increased Net Income for 2022

SAF, when used in its concentrated form, can cut carbon emissions by 80 to 90 percent compared with conventional jet fuel, Dassault said. All of the company’s Falcon models are certified to use blends of up to 50 percent SAF.

Dassault said its new Falcon 10X, an ultralong-range jet, will be able to use a 100 percent SAF blend when it enters service.

Dassault’s Little Rock plant receives SAF from producer Neste and supplier Avfuel Corp.

• READ MORE: Dassault Falcon 10X and 6X Bizjets Nearing Service Launch

The post Dassault Aviation Rolls Out SAF Program At Little Rock Plant appeared first on FLYING Magazine.

The French company reported net income of about $757.8 million, or $9.12 per share, compared with $640.5 million, or $7.70 per share, during the previous year. Sales decreased to $7.35 billion from $7.67 billion during 2021.

• READ MORE: A Hot and High Market

“Supply chains, particularly in the aviation sector, have been affected by successive crises: war and the consequences of sanctions as well as other geopolitical tensions and the lingering COVID-19 crisis, have led to shortages of components and raw materials, the return of inflation, rising energy prices and fears over energy supply,” the company said in a statement. “These crises have destabilized our suppliers, directly impacting our supplies, production, and development.”

However, Dassault also said that except for a slowdown near the end of the year, the business jet market was strong during 2022, which helped drive orders for its Falcon jets. The company also benefited from military orders for its Rafale fighter that accounted for much of its record order volume by year’s end.

Dassault said orders totaled $22.17 billion in 2022 compared with $12.78 billion a year earlier. Military orders accounted for $18.53 billion of the 2022 total and $9.70 billion in 2021.

The post Dassault Aviation Reports Record Aircraft Orders, Increased Net Income for 2022 appeared first on FLYING Magazine.