Gulfstream Aerospace Archives - FLYING Magazine https://cms.flyingmag.com/tag/gulfstream-aerospace/ The world's most widely read aviation magazine Mon, 15 Apr 2024 13:28:12 +0000 en-US hourly 1 https://wordpress.org/?v=6.6.1 Taking the Grand Tour at Gulfstream Aerospace https://www.flyingmag.com/taking-the-grand-tour-at-gulfstream-aerospace/ Wed, 10 Apr 2024 13:31:29 +0000 https://www.flyingmag.com/?p=199996 Longtime manufacturer Gulfstream builds airplanes synonymous with quality and prestige.

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One of the unanticipated benefits of getting diagnosed with leukemia is the amazing generosity of your friends. JetVx president Mike Shafer, who has brokered my airplanes over the past 20 years, had a surprise for a group of us airplane nuts.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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


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

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Jets: Reaching the Service Ceiling https://www.flyingmag.com/jets-reaching-the-service-ceiling/ Sat, 03 Feb 2024 13:00:00 +0000 https://www.flyingmag.com/?p=194529 The jet market softened after a period of COVID-induced thrust.

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The business jet market, paralleling the flight path of the general economy, is leveling off after two years of post-COVID soaring. The flattening is more pause than plateau, says Rolland Vincent, head of the market research and consultant company bearing his name in Plano, Texas.

“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.

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 Pilatus PC-24 sits at the the boundary between light jets and midsize aircraft. [Courtesy: Pilatus Aircraft]

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.

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.

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.

Gulfstream delivered 24 G280 aircraft in 2022. [Courtesy: Gulfstream]

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.

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.

“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.”

Aircraft Make/ModelManufacturer
Base Price
EngineSeatsMaximum Takeoff WeightFull Fuel Payload
Bombardier Challenger 3500$27.2 million2 x Honeywell HTF7350up to 1040,600 lb.1,800 lb.
Bombardier Challenger 650$33 million2 x General Electric CF34-3B MTOup to 1248,200 lb.1,150 lb.
Bombardier Global 5500$47.4 million2 x Rolls-Royce Pearl 15up to 1692,500 lb.2,639 lb.
Bombardier Global 6500$58 million2 x Rolls-Royce Pearl 15up to 1799,500 lb.2,470 lb.
Bombardier Global 7500$81 million2 x General Electric Passportup to 19114,850 lb.1,890 lb.
Cessna Citation M2 Gen2$6.15 million*2 x Williams FJ44-1AP-21710,700 lb.3,810 lb. useful load
Cessna Citation CJ4 Gen2$11.86 million*2 x Williams FJ44-4A1017,110 lb.6,950 lb. useful load
Cessna Citation Latitude$19.78 million*2 x Pratt & Whitney PW306D1930,800 lb.12,394 lb. useful load
Cessna Citation Longitude$29.99 million*2 x Honeywell HTF7700L1239,500 lb.16,100 lb. useful load
Cirrus Vision Jet G2+$3.29 million*1 x Williams FJ33-5A76,000 lb.1,400 lb. max payload
Dassault Falcon 7X$54.2 million3 x Pratt & Whitney PW307A12-1470,000 lb.3,988 lb.
Dassault Falcon 8X$63.8 million3 x Pratt & Whitney PW307D12-1473,000 lb.1,959 lb. max payload
Dassault Falcon 2000LXS$44.7 million*2 x P&W PW308C8-1042,800 lb.2,755 lb.
Dassault Falcon 900LX$36 million3 x Honeywell TFE731-6012-1449,000 lb.2,480 lb.
Embraer Phenom 100EV$4.495 million2 x Pratt & Whitney PW617F1-E6 or 810,703 lb.647 lb. max payload
Embraer Phenom 300E$10.295 million2 x Pratt & Whitney PW535E18 or 1118,552 lb.1,586 lb. max payload
Embraer Praetor 500$17.995 million2 x Honeywell HTF7500E2+937,567 lb.1,610 lb. max payload
Embraer Praetor 600$21.495 million2 x Honeywell HTF7500E2+1242,858 lb.2,194 lb. max payload
Gulfstream G280$24.5 million*2 x Honeywell HTF7250G8-10+239,600 lb.4,050 lb. max payload
Gulfstream G500$49.5 million*2 x Pratt & Whitney PW814GAup to 1979,600 lb.5,250 lb. max payload
Gulfstream G600$59.5 million*2 x Pratt & Whitney PW815GAup to 1994,600 lb.6,540 lb. max payload
Gulfstream G650ER$70.5 million*2 x Rolls-Royce BR725up to 19103,600 lb.6,500 lb. max payload
HondaJet Elite II$6.95 million*2 x GE Honda HF1201+711,100 lb.3,974 lb. useful load
Pilatus PC-24$12.2 million**2 x Williams FJ44-4A1+1118,300 lb.715 lb.
*Manufacturer’s 2024 pricing; **Typically equipped list price; Others validated by Conklin & de Decker; Subject to change

Aircraft Make/ModelFuel BurnMax SpeedNBAA IFR RangeStall/VREF SpeedTakeoff Field LengthLanding Distance
Bombardier Challenger 3500NA0.83 Mach3,400 nmNA4,835 ft.2,308 ft.
Bombardier Challenger 650NA0.85 Mach4,000 nmNA5,640 ft.2,402 ft.
Bombardier Global 5500NA0.90 Mach5,900 nmNA5,340 ft.2,207 ft.
Bombardier Global 6500NA0.90 Mach6,600 nmNA6,145 ft.2,236 ft.
Bombardier Global 7500NA0.925 Mach7,700 nmNA5,760 ft.2,237 ft.
Cessna Citation M2 Gen2830 pph404 ktas1,550 nm83 kias3,210 ft.2,590 ft.
Cessna Citation CJ4 Gen21,299 pph451 ktas2,165 nm86 kias3,410 ft.2,940 ft.
Cessna Citation Latitude1,770 pph446 ktas2,700 nmNA3,580 ft.2,480 ft.
Cessna Citation Longitude1,810 pph483 ktas3,500 nmNA4,810 ft.3,170 ft.
Cirrus Vision Jet G2+442 pph311 ktas1,275 nm60 kcas2,036 ft.1,628 ft. ground roll
Dassault Falcon 7X2,210 pph0.90 Mach5,950 nm104 kias (VREF)5,710 ft. balanced field2,070 ft.
Dassault Falcon 8X2,240 pph0.90 Mach6,450 nm107 kias (VREF)5,880 ft. balanced field2,220 ft. over 50-ft. obs
Dassault Falcon 2000LXS1,480 pph0.86 Mach4,000 nm105 kias (VREF)4,675 ft.2,260 ft.
Dassault Falcon 900LX1,620 pph0.87 Mach4,750 nm110 kias (VREF)5,360 ft.2,415 ft.
Embraer Phenom 100EV88 gph406 ktas1,178 nm95 ktas3,190 ft.2,473 ft.
Embraer Phenom 300E124 gph464 ktas2,010 nm103 ktas3,209 ft.2,212 ft.
Embraer Praetor 500214 gph466 ktas3,340 nm101 ktas4,222 ft.2,086 ft.
Embraer Praetor 600236 gph466 ktas4,018 nm104 ktas4,717 ft.2,165 ft.
Gulfstream G280NA0.85 Mach3,600 nm115 kias (VREF)4,750 ft.2,365 ft. std config
Gulfstream G500NA0.925 Mach5,300 nm117 kias (VREF)5,300 ft.2,645 ft. std config
Gulfstream G600NA0.925 Mach6,600 nm109 kias (VREF)5,700 ft.2,365 ft. std config
Gulfstream G650ERNA0.925 Mach7,500 nm115 kias (VREF)6,299 ft.2,445 ft. std config
HondaJet Elite II638 pph/392 ktas/FL430422 ktas1,547 nm108 ktas3,699 ft. MTOW2,717 ft. 4 pax/NBAA
Pilatus PC-24159 gph438 ktas2,129 nm82 kias2,930 ft. over 50-ft. obs2,120 ft. over 50-ft. obs

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What’s Next in New Aircraft https://www.flyingmag.com/whats-next-in-new-aircraft/ Sat, 27 Jan 2024 13:00:00 +0000 https://www.flyingmag.com/?p=193927 We round up the latest entrants in the wide world of FLYING.

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Cessna Citation Ascend

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

Price$16.725 million
EnginesPratt & Whitney PW545D (2)
Projected Max Speed441 ktas
Range2,100 nm
First Delivery2025

Dassault Falcon 10X

The Dassault Falcon 10X was announced in 2021. [Courtesy: Dassault Aviation]

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.

Price$75 million
EnginesRolls-Royce Pearl 10X (2)
Projected Max MMO0.925
Range7,500 nm
First DeliveryLate 2025

Dassault Falcon 6X

The Dassault Falcon 6X flew for the first time in 2021. [Courtesy: Dassault Aviation]

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.

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.

Price$47 million
EnginesPratt & Whitney PW812D (2)
Projected Max MMO0.925
Range5,500 nm
First Delivery2023

Gulfstream G700

Type certification of the Gulfstream G700 is expected in early 2024. [Courtesy: Gulfstream]

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.

Price$78 million
EnginesRolls-Royce Pearl 700 (2)
Projected Max MMO0.925
Range7,500 nm
First Delivery2024

Gulfstream G800

The Gulfstream G800 is currently in the midst of its flight test program. [Courtesy: Gulfstream]

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.

Price$72.5 million
EnginesRolls-Royce Pearl 700 (2)
Projected Max MMO0.925
Range8,000 nm
First Delivery2024

Gulfstream G400

The Gulfstream G400 is in development alongside the larger G800. [Courtesy: Gulfstream]

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.

Price$34.5 million
EnginesPratt & Whitney PW812GA (2)
Projected Max MMO0.90
Range4,200 nm
First DeliveryLate 2025

Bombardier Global 8000

Bombardier says the Global 8000 will be fastest, longest-range business jet when it hits the market. [Courtesy: Bombardier]

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.

Price$78 million
EnginesGeneral Electric Passport (2)
Projected Max MMO0.94
Range8,000 nm
First Delivery2025

HondaJet 2600/Echelon

The HondaJet Echelon will be designed for a 2,625 nm range and 450 ktas maximum cruise speed. [Courtesy: Honda Aircraft Co.]

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.

PriceTBD
EnginesWilliams International FJ44-4C (2)
Max Speed450 ktas
Range2,625 nm
Expected Type Certification2028

Beechcraft Denali

Textron Aviation first announced the Denali single-engine turboprop in 2015. [Courtesy: Textron Aviation]

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.

Price$6.95 million
EngineGeneral Electric Catalyst
Projected Max Speed285 ktas
Range1,600 nm
First Delivery2025

Extra 330SX

Extra is looking to improve upon the 330SC with the 330SX. [Courtesy: Extra Aircraft]

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.

PriceTBD
Engine Lycoming AEIO-580 (1)
Top Speed (VNE)220 kias
Max Gs+/-10 Gs
First DeliveryMid-2024

Van’s RV-15

Van’s Aircraft introduced the RV-15 at AirVenture 2022. [Photo: Stephen Yeates]

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.

Kit PriceTBD
EngineLycoming IO-390 (on prototype)
Max Cruise SpeedTBD
First Kit DeliveryTBD

Tecnam P-Mentor

The two-seat P-Mentor was designed as a primary training platform. [Photo: Jim Payne]

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.

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

Price$350,750
EngineRotax 912iSC3 (1)
Max Cruise Speed117 ktas
Range950 nm
First U.S. Delivery2024

Elixir Aircraft

The two-place Elixir is a low-wing, T-tail design. [Photo: Julie Boatman]

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.

PriceAround $300,000
EngineRotax 912iS (1)
Max Cruise Speed130 kts (EASA)
Range1,000 nm
First U.S. Delivery2024

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

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General Dynamics Says Q4 Earnings Grew but Were Hurt by Gulfstream G700 Delays https://www.flyingmag.com/general-dynamics-says-q4-earnings-grew-but-were-hurt-by-gulfstream-g700-delays/ Thu, 25 Jan 2024 21:00:20 +0000 https://www.flyingmag.com/?p=193763 Anticipated FAA certification of the new business jet failed to occur during the quarter.

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General Dynamics (NYSE: GD) reported increased earnings for the fourth quarter, with growth in all of its main businesses. The company also said its backlog of orders grew to record levels. Still, it noted the delay in achieving FAA certification for the G700 business jet hurt results. 

Net income for the recent quarter rose 1.3 percent to $1 billion, or $3.64 diluted earnings per share, compared with $992 million, or $3.58 per diluted share. Revenue increased 7.5 percent to $11.7 billion.

For the full year, net income totaled $3.3 billion, or $12.02 per diluted share, compared with 3.4 billion or $12.19 per diluted share. Revenue increased 7.3 percent to $42.3 billion from $39.4 billion in 2022.

“We had a solid fourth quarter, capping off a year that saw growth in all four segments and continued strong cash flow,” said Phebe Novakovic, chairman and CEO of General Dynamics.

During a call with analysts, however, Novakovic noted that results for the quarter and year are “4 and 9 cents below consensus. This miss was exclusively because G700 did not certify before year-end,” she said, adding that the delay “deprived us of slightly over $1 billion of revenue and $250 million in earnings.”

In the company’s aerospace business, which includes Gulfstream, orders totaled $3.2 billion, resulting in a 4.8 percent increase in backlog to $20.5 billion. Across all of its operations, which include marine systems, combat systems, and technologies, year-end backlog grew to $93.6 billion, which is the highest in the company’s history.

Novakovic said customers whose G700s have been completed should anticipate delivery soon. “We have 15 airplanes ready to go, and the hope is that we deliver them this quarter,” she said.

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Gulfstream Aerospace Completes First Transatlantic Flight on 100 Percent SAF https://www.flyingmag.com/gulfstream-aerospace-completes-first-transatlantic-flight-on-100-saf/ https://www.flyingmag.com/gulfstream-aerospace-completes-first-transatlantic-flight-on-100-saf/#comments Tue, 21 Nov 2023 17:36:50 +0000 https://www.flyingmag.com/?p=188528 Gulfstream performed a landmark transatlantic flight to England using sustainable aviation fuel, producing data it says will inform future net-zero emissions goals.

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Gulfstream Aerospace Corp. said it completed the world’s first transatlantic flight using 100 percent sustainable aviation fuel (SAF). A Gulfstream G600 performed the flight on Sunday, taking off from the company’s headquarters in Savannah, Georgia (KSAV), and landing 6 hours and 56 minutes later at Farnborough, England (EGLF).

The aircraft’s Pratt & Whitney PW815GA engines ran on 100 percent SAF, demonstrating aviation’s potential for wider use of renewable fuels with lower emissions of carbon, sulfur, and aromatics.

Gulfstream said it will use the data collected from the test flight to measure compatibility between its aircraft and future renewable fuels. The company plans to focus in particular on the fuel’s performance in cold conditions and during long-duration flights.

“Gulfstream is innovating for a sustainable future,” said Mark Burns, president of Gulfstream Aerospace. “One of the keys to reaching business aviation’s long-term decarbonization goals is the broad use of SAF in place of fossil-based jet fuel. The completion of this world-class flight helps to advance business aviation’s overarching sustainability mission and create positive environmental impacts for future generations.”

The SAF used for the test flight, which was produced by World Energy and delivered by World Fuel Services, was made from 100 percent hydroprocessed esters and fatty acids (neat HEFA). The fuel has “at least 70 percent lower lifecycle CO2 emissions” compared with fossil-based jet fuel, Gulfstream said.

“Gulfstream continues to break new ground in the sustainable aviation space, and we applaud them for completing this mission as we work to validate the compatibility of our engines with unblended SAF,” said Anthony Rossi, vice president of sales and marketing for Pratt & Whitney Canada.

Other key partners supporting the flight include Honeywell, Safran, and Eaton.

“We’d like to thank all our partners for their help in making this milestone flight happen and for their ongoing partnership in collaborating with the extended SAF community to champion the aviation industry’s path to 100 percent SAF usage,” Burns said.

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Gulfstream Aerospace Completes Manufacturing Expansion https://www.flyingmag.com/gulfstream-aerospace-completes-manufacturing-expansion/ Thu, 02 Nov 2023 19:17:02 +0000 https://www.flyingmag.com/?p=187014 Gulfstream Aerospace has added 142,000 square feet of production space in Savannah, Georgia, for its G400, G500, and G600 jets.

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Gulfstream Aerospace Corp. said it has completed its manufacturing facility for the Gulfstream G400, Gulfstream G500, and Gulfstream G600 business jets. The expansion project at the company’s operations in Savannah, Georgia (KSAV), increases the facility capacity by 142,000 square feet.

“Gulfstream continues to invest across all our facilities, including in Savannah, our headquarters for more than 50 years,” said Mark Burns, president of Gulfstream. “We designed the G400, G500, and G600 to have a number of commonalities that increase both operational and manufacturing efficiencies. Those commonalities mean that we have the flexibility to easily expand production lines to meet the growing demand for these aircraft, which also increases job growth across the region.”

The production methods used for the G400, G500, and G600, which were designed with Gulfstream’s Savannah-based research and development team, include advanced automation, 3D-model designs, and special robotic and bonding techniques.

“The technological advancements in our state-of-art manufacturing facilities help us deliver the highest quality product in the industry, built by the industry’s most talented workforce,” said Burns.

The increase in manufacturing capacity is part of Gulfstream’s strategic plan, which includes expanding wing and empennage production and the customer support service center in Savannah. Gulfstream said the expansion represents a $150 million investment expected to add 1,600 jobs to the region.

Gulfstream said it also has increased aircraft outfitting operations at Appleton International Airport (KATW) in Wisconsin and at St. Louis Downtown Airport (KCPS) in Illinois. The company also continues to expand customer support operations in the Dallas-Fort Worth (KDFW) area and Mesa, Arizona (KFFZ).

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Engine Certification Brings Gulfstream G700, G800 Closer to Market Debut https://www.flyingmag.com/engine-certification-brings-gulfstream-g700-g800-closer-to-their-market-debut/ Fri, 08 Sep 2023 22:39:56 +0000 https://www.flyingmag.com/?p=179189 FAA signs off on Rolls-Royce Pearl engines, which boost speed and fuel efficiency.

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Gulfstream Aerospace Corp. today announced that the all-new Gulfstream G700 and Gulfstream G800 Rolls-Royce Pearl 700 engines have received certification from the FAA.

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

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

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

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

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

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

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New Gulfstream G700 Beats Projections During Testing https://www.flyingmag.com/new-gulfstream-g700-beats-projections-during-testing/ Fri, 08 Sep 2023 16:24:29 +0000 https://www.flyingmag.com/?p=179137 The company’s flagship jet flies farther with lower cabin altitude than expected.

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Gulfstream Aerospace Corp. said its new G700 jet will perform better while providing more cabin comfort than previously expected. During certification flight testing the airplane achieved increased range and speed while improving cabin altitude compared with figures announced earlier.

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

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

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

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

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

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Gulfstream Aerospace Celebrates 25 G700 Speed Records https://www.flyingmag.com/gulfstream-aerospace-celebrates-25-g700-speed-records/ Tue, 28 Feb 2023 20:07:17 +0000 https://www.flyingmag.com/?p=167499 Company executives gather in New York to tout flagship’s exploits, features

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Gulfstream Aerospace Corp. held a celebration Monday at its Manhattan Sales and Design Center to mark a slew of record-setting flights logged in its new flagship, the G700.

The flights were part of a recent world tour that, according to company CEO Mark Burns, was designed to showcase the aircraft’s capabilities to potential customers while also testing its day-to-day flexibility, reliability and ease of use from the pilot and customer points of view. While Burns declined to reveal details about orders and backlog, he did say the world tour boosted already strong demand for the new airplane, which is in the process of FAA certification.

The company flew two fully-outfitted production test versions of the G700 to more than 20 countries across six continents, setting 25 speed records in the process. The record flights connected a variety of city pairs, often 12 or more hours apart, to help demonstrate the aircraft’s combination of speed, fuel economy and passenger comfort.

Among the record runs were Savannah, where Gulfstream is based, to Riyadh, Saudi Arabia, in 12 hours, 36 minutes at an average speed of Mach 0.90, or about 690 mph; Riyadh to Melbourne, Australia, in 13 hours, 39 minutes at an average speed of Mach 0.87, or about 667 mph; Istanbul, Turkey, to Van Don International Airport in Vietnam, in 9 hours, 2 minutes at an average speed of Mach 0.90; and Christchurch, New Zealand, to Los Angeles in 12 hours, 13 minutes at an average speed of Mach 0.87.

During the tour the two test aircraft traveled a total of 53,882 nautical miles and clocked more than 180 flight hours. Greg Principato, president and CEO of the National Aeronautic Association, which is the official record keeper for aviation in the U.S., was on hand Monday to confirm Gulfstream’s records.

Notable features on the test aircraft included a large lavatory with a full shower and what Gulfstream calls “the industry’s only ultragalley,” with more than 10 feet of counter space—more than many home kitchens. The aircraft’s pressurization system also gives it an unusually low cabin altitude of 2,916 feet when flying at 41,000 feet, the company said.

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Gulfstream Shows Off Interior, Sustainability, and Range Improvements https://www.flyingmag.com/gulfstream-aircraft-improvements/ Tue, 03 Nov 2020 15:37:18 +0000 http://137.184.62.55/~flyingma/gulfstream-shows-off-interior-sustainability-and-range-improvements/ The post Gulfstream Shows Off Interior, Sustainability, and Range Improvements appeared first on FLYING Magazine.

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In a recent media briefing—and in key developments over the past two months—Gulfstream Aerospace has elaborated on several ways that its family of large and long-range jets serve to improve the environment inside and outside of the aircraft. Steve Cass, vice president of sales and support, and Tim O’Hara, director of completions, R&D, and design, led the discussion, which kicked off with a hot topic: clean air on board the airplane.

A HEPA filter, such as that touted recently on commercial jets, processes recycled air—and those systems reliant upon it are fine, but they still use some of the same air in each rotation. The G500, G600, and G700 use 100 percent fresh air instead—800 cubic feet of fresh air cycling into the aircraft each minute, according to Cass, renewing the cabin air every 2 to 3 minutes. It’s seven times more than the FAA requirement, per Gulfstream.

In addition, a new plasma ionization system now available discharges positive and negative oxygen ions that attach to pathogens and allergens in the air—neutralizing them—including particulates, such as bacteria, viruses, mold, and cigarette smoke. The system operates any time that the aircraft’s environmental system is operating, even when running solely on an APU. According to the company, the system is “available as a retrofit on the Gulfstream G650 and G650ER, G550, G450 and GV models, with additional installation options pending foreign certification. The system is provided as standard equipment on N-registered G650 and G650ER aircraft, with G500, G600 and international certifications in development.”

But is there a performance penalty for that fresh air? Cass noted that the systems were designed in with this in mind. “There are tradeoffs but it’s built into all figures.” It was “a compromise that we’re not ready to make.”

With new lighting inside the cockpit and cabin, Gulfstream’s development team looks to restore more natural rhythms to those on board the airplane. Cool, warm, and amber settings—which evoke sunrise and sunset—bring a quality to the environment that helps those inside fight off jet lag and travel fatigue as compared with prior RGB lighting systems. The lighting is stepped so finely (with 6,800 positions on the continuum) that changes in illumination can be quite subtle.

Noise can also cause fatigue, and Cass highlighted how their fleet marks lower in-cabin noise levels than others in the class. “Specifically, the 650 registered 47.5 decibels at Flight Level 450, at Mach 0.85—three to four decibels lower than others,” and up to 10 decibels lower than those found in a commercial airliner. A partnership with General Dynamics has led to the better acoustics—with GD’s experience in submarine design leveraged for the Gulfstream aircraft cabin.

With a better environment inside the airplane, what about the company’s efforts toward sustainability and a better environment outside? On October 21, World Fuel Services announced it had delivered more than 1.2 million gallons of sustainable aviation fuel (SAF) to enhance Gulfstream’s efforts towards its environmental goals. According to the release, “since the original agreement, Gulfstream has used a portion of that 1.2 million gallons to fly more than 650 flights with a SAF jet-A fuel blend. By using that SAF, Gulfstream reduced carbon dioxide emissions by approximately 1,700 tons on these flights. The remainder of the fuel was delivered to the company’s California facilities for company and customer use.”

But pilots still want to know if the numbers add up—so in this vein Gulfstream has additional news: The company recently announced increased range capabilities demonstrated in customer operations on the G500 and G600 platforms since first deliveries began in September 2018 and August 2019, respectively. The new numbers apply to both high-speed cruise (Mach 0.90) and long-range cruise (Mach 0.85). “The G500 now delivers 5,300 nautical miles/9,816 kilometers at Mach 0.85 and 4,500 nm/8,334 km at Mach 0.90,” said the company in a release on October 29. “The G600′s range at Mach 0.85 has improved to 6,600 nm/12,223 km and 5,600 nm/10,371 km at Mach 0.90.” Gulfstream has also added to the G600′s payload (with full fuel). Through manufacturing improvements, the basic operating weight on the G600 has been lowered by 570 pounds, bringing the full-fuel payload to 2,600 pounds. No modifications are needed to realize the gains, even for existing customers.

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