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.

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

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

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

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

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

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

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

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

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

Setting New Standards

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

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

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

Fly By Wire

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

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

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

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

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

Transforming Tech

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

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

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

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

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

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

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

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

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

Suiting Up To Fly

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

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

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

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

Ready to Taxi

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

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

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

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

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

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

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

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

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

On The Takeoff Roll

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

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

Impressively Agile

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

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

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

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

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

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

Crisp, Precise, Confident

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

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

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

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

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

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

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

Crème de la Crème 

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

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

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

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

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

Dassault Falcon 6X

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

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

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

That truism holds whether you’re approaching the grand event at Aéroport Paris-Le Bourget in France as a spectator, a member of the trade, or an exhibitor proposing a new product, service, or technology for the future.

For us, we took the metro, then the train, then walked the 2 miles to the entrance gate, 1 hour, 15 minutes each way. There were buses—but we walked faster than they could move through the traffic. For those who had houses rented nearby, the time en route fluctuated horribly—and was no better, stuck in the congestion. I honestly considered electric vertical takeoff and landing craft in a different light—but could we all be buzzing around? Would it just transfer the congestion from the streets to the skies?

But for those exhibiting, the road to #PAS2023 clearly began years—even a decade or more—ago, as the maturity of solutions like those very eVTOLs shone brightly as a force field against the pressures to decarbonize. And they joined sustainable aviation fuel, hydrogen-powered aircraft, and new ways to make lift in concert to assuage the skepticism that we could collectively achieve the net-zero emission goals the industry has promised by 2050.

So, How Did it Feel?

Normally rotating years with the similar aerospace trade show of record in Farnborough, UK, “Le Bourget” last commenced in July 2019, a victim in 2021 of the extended seizures of the pandemic. 

I’ve spent the bulk of my career in general aviation—with a short foray at a Boeing subsidiary, but still in aviation training—so the while Paris the city wasn’t new to me, the Paris Air Show was. So, in late June, we formed a vacation around PAS, to visit friends in Paris and see for myself what the spectacle would hold. 

How would it feel to walk around a static display not just hosting the latest from Gulfstream and Dassault and Daher, but also Boeing, Airbus, and Embraer’s commercial transport category jets and bristling military hardware? As it turns out, imposing to stand next to, but also thrilling. And I once again had that feeling I’d been a fighter pilot in another life when I sat in the Super Tocano at Embraer. No, they didn’t allow selfies…

Dassault celebrated its 60th anniversary with Mirage and Rafale displays across the aisle from its trijet Falcon 8X, 2000LXS, the nearly-certificated 6X and the 10X mockup. We watched the airshow for a bit after lunch with former Dassault test pilots from the deck of the media chalet—a completely different airshow performance than the ones I know so well from EAA AirVenture and Sun ’n Fun and the Reno Air Races.

In fact, I had a chance to sit in on one of the pilot briefings for the airshow on Thursday morning and climbed the stairs in the rain to the control-tower-like command center from which the air boss and his deputies would coordinate the whole affair. A common thread? After briefing the weather, boxes, and run of show, everyone save the pilots were dismissed for the debrief on the previous days’ events. The debrief stays sacred and reserved to just those flying—to preserve its integrity and allow for the free flow of information and safety recommendations. More on that in a follow on story for FLYING.

But Wait, What About the Big Guys?

We took a brief tour of the Boeing 777X-9, all kitted out inside for flight test—just like the flight test articles of the much smaller jets. I think of being on board the Cessna Citation Mustang conforming prototype in 2006. So the 777X is just… a lot bigger. 

While on board, we talked with Brad Surak, who heads up Boeing Digital Services now, with Jeppesen, ForeFlight, and now Cloud Ahoy under his oversight—probably one of the few GA spaces left within the Big B. The good news? It sure sounds like they are allowing the teams they’ve acquired to keep focused in their respective lanes. More on that, too, in a later story.

Technology on Display

And what of the halls filled with delegations from countries around the globe, presenting their research, and workforce, and production skill sets as solutions? Mockups, prototypes in various states of compliance, and an endless stream full of great ideas.

My personal favorite—and yes, the subject of upcoming coverage in the magazine—was the EcoPulse technology demonstrator, which is a joint project between Daher, Safran, and Airbus. It appeals to me not only because of its TBM DNA, but because it is so completely and purposefully not-even-close to a commercial product. And it was on display in its full reveal. 

We know that aerospace manufacturers experiment all the time to drive forward—and as aviation journalists we relish the chase, trying to figure out what the next move will be from a favorite OEM. There are so many questions to answer—and it was with clear delight that the program’s manager for Daher, Christophe Robin, walked us around F-WECO, essentially telling us everything that was working as well as a bunch of things that never would. And they were so glad to find out. Though I’m sure there’s more they’re not quite ready to share yet…

Another great example of future-forward application of new sources of power for flight? The Elfly project underway in Norway. Taking a tried and true airframe style based somewhat on the amphibious Grumman Albatross, the Noemi (for “no emissions”) plans to utilize quiet electric motors to access a string of seaplane ports along Norway’s fjordic coast. They hope to be operational commercially in 2029.

And the Elephant in the Room?

So, you may be asking, did we see protests like the ones popping up across France—and throughout Europe—all summer, spiteful towards private aviation? 

Security was like an unseen hand, most of the time, and it wrapped itself around Le Bourget as though wearing a velvet glove. We passed a few minutes every morning in the media entrance line having bags and bodies searched, as you might expect—and the maze to get in the general entrance gate was really interesting—made purposefully difficult to run straight through.

But we spent more than an hour each day walking from the train station to the airport gates, with no signs of strife. There were, however, more police vans assembled along the perimeter roads than I have seen in after several years of living in the western EU. Most of the gendarmerie appeared to be playing Sudoku on their phones.

And within Paris itself, we were fortunate too—aside from getting a dose of eau de Metro during rush hour a few times, we escaped unscathed and fully provisioned with wine, paté, and great stories for the months ahead to pursue.

The post What Happened in Paris appeared first on FLYING Magazine.

The companies jointly announced the deal at the Paris Air Show last week at Paris-Le Bourget airport in France.

The Aspire 350 is intended for both forward-fit by the aircraft manufacturer and retrofit on the Falcon F900 and F2000 series, as well as the Falcon 7X, 8X, and upcoming Falcon 6X and 10X. The Aspire 350 targets installation on business jets as well as commercial transport category aircraft and helicopters. It is designed to provide seamless connectivity around the globe—and be easy to install.

• READ MORE: Dassault’s Falcon 6X Completes Flight Test

Honeywell uses the Iridium NEXT satellite constellation to execute this level of connectivity, along with reliability and cost savings. Pilots can also use the Iridium network for safety-related services, while passengers enjoy download speeds up to 704 Kbps on the internet connection. The Aspire 350 gained Iridium certification in May.

“Staying connected is critical to flight safety and efficiency, and we are proud that Dassault has selected the Aspire 350 for its fleet of best-in-class business aircraft,” said Steve Hadden, vice president and general manager, services and connectivity for Honeywell Aerospace. “Honeywell and Dassault’s relationship has now reached its 50th year, and we continue to strengthen this relationship. 

• READ MORE: Dassault Aviation Rolls Out SAF Program At Little Rock Plant

“We are confident that the users of the business aircraft will appreciate the seamless connectivity the Aspire 350 will provide,” Hadden said. “The experience will be like using your broadband at home.”

The post Dassault Chooses Honeywell Aspire 350 for Falcon Fleet appeared first on FLYING Magazine.

Dassault CEO Éric Trappier announced on Monday at the European Business Aviation Conference and Expo that the Falcon 6X program is entering its final phase. “The Falcon 6X has successfully completed its flight test campaign,” said Trappier. “We have submitted all documentation to certification authorities and expect a type certificate to be granted by EASA (European Union Aviation Safety Agency) in the coming weeks, paving the way for entry into service.”

Along with the test program, the first 6X full flight simulator is ready to train its initial pilot type rating class, and Paris-headquartered Dassault’s maintenance, repair and overhaul (MRO) network stands ready to support the model’s entry into service with parts and customer teams in place.

Falcon 10X Progress

Dassault’s largest model, the 10X, continues its development pace. “Testing of systems has begun, employing multiple test benches—in Istres, Merignac and Saint Cloud (in France),” said Trappier, inviting those attending EBACE to visit the full-scale, modular 10X mockup on display at the show.

• READ MORE: Dassault Aviation Rolls Out SAF Program At Little Rock Plant

The powerplant for the new large-cabin model—the Rolls-Royce Pearl 10X—also proceeds in development. “Test results from the aircraft’s Rolls-Royce Pearl 10X engine have also been extremely positive,” said Trappier. “We should have a powerplant installed on a flying test bench later this year. This engine is designed to be 100 percent SAF-capable.”

Trappier also mentioned updates available for the Falcon Xs already flying: “The latest generation of our EASy flight deck, EASy IV, is now available as an upgrade on the Falcon 7X and 8X fleet. And it comes standard with new 8X and 6X aircraft.”

Acknowledging Service Woes

Dassault’s move to upgrade its customer support network stumbled last year as it “struggled” to integrate new ESP software designed to improve spares management. “We committed to having this issue resolved by the first quarter of this year—and I am happy to report that this goal has been achieved,” said Trappier. 

But supply chain constraints have continued to hit this sector of its business as well. “Now, however, we find ourselves in the reverse situation: the software is working well, but spares are more difficult to obtain. Admittedly, the impact on our customers is the same, but I can assure you that we are working hard to find a solution for each case—doing whatever it takes.”

New service facilities will open soon in Dubai (this month), Malaysia (2024), and Melbourne, Florida (early 2025)—bringing coverage to 40 factory service centers and 21 authorized facilities.

SAF Update, FalconWays

The implementation of sustainable aviation fuel (SAF) remains one of the best ways for the industry to combat the “business jet bashing” so prevalent in the general media. In the near term, Dassault is focused on this strategy. 

“Dassault now offers SAF at our flagship FBO at Le Bourget and at our completion and service center in Little Rock, Arkansas,” said Trappier. “All our flights are performed with a blend of 30 percent SAF, which exceeds by far the requirements of the European Union ReFuel initiative. Our customers are also using SAF, where it’s available.”

The company is also doubling down on its reputation for efficient platforms with a new digital flight management tool, named FalconWays.

“FalconWays uses a worldwide database of wind patterns to identify routes that optimize fuel consumption,” said Trappier. “The farther the mission, the more savings possible. In real-world testing, we have found we could reduce emissions by a significant percentage.” 

Trappier closed the press conference with his position on the best path for decarbonization of the industry, in the face of movement within the EU to define which industries are “green” and worthy of supporting.

“Currently, the taxonomy process being discussed by the European Commission is attempting to determine which industries are green and can be considered sustainable investments,” he said. “Additional taxonomy incentives could help serve as a basis for decarbonizing the whole aviation industry. Unfortunately, at this stage, business aviation has been excluded from the process. My personal opinion is that this is patently unfair, politicized, and simply unsupported by the facts. 

“Business aviation renders immense services to the global economy and is leading the way in adopting green strategies, like the use of SAF. Excluding business aviation sends the wrong message and may exclude it from decarbonization in Europe, with significant impacts on operators, MROs, and airports alike. 

“I can’t overstress the seriousness of the environmental issue and encourage everyone in our industry to show solidarity and work towards making every initiative available part of the overall solution.”

The post Dassault’s Falcon 6X Completes Flight Test appeared first on FLYING Magazine.

Yes, in theory, you could untie the very boat we were in and float out to the mouth of the Seine at Le Havre, and you could make your way across an oft-feisty ocean at sea level—but why on Earth would you do that when you could slide onto the flight deck of Dassault’s new Falcon 6X and make the jaunt in comfort and class at Flight Level 430 in less than 7 hours?

While the court of public opinion at times gives the microphone to voices calling for the end of flying, we know within our ranks that we hold the solution to sustainable flying—and the way to get there is to fly forward, not slam us to a collective stop with full reversers.

There are problems to solve with sustainable aviation fuel (SAF), for one, but Dassault is already using a 40-percent blend in its operations at Paris Le Bourget (LFPB) and Bordeaux-Merignac (LFBD). The wide-body 6X and even grander 10X sit poised to debut with SAF fully tested—perhaps up to a 100 percent level by the time the 10X gains certification as projected in 2025. And it’s just one OEM out of a chorus of them moving along the same lines.

Éric Trappier, president and CEO of Dassault Aviation, dropped by our lunch that day to talk about the indications ahead in finance and supply chain following the release of Boeing’s Q1 results, along with his own assessments. A softening of the market seems at hand—but after the heady surge of 2022, a “normalization” seems prudent.

While protests in Paris, London, and Amsterdam have captured recent headlines stateside, we witnessed none of the furor firsthand on this trip. Instead I felt an uneasy calm as we work to figure out how to tell our story in a way that resonates with those who need to hear the reassurance that we can keep flying, keep innovating, keep aspiring.

• READ MORE: Boeing Reports First Quarter Net Loss on Higher Revenue

Across the river from Dassault lies the Bois de Boulogne—Paris’ great green space—and the Parc de Bagatelle, a garden that covers the spot where Santos-Dumont first flew his No. 14-bis in September 1906. Just a block away, Louis Bléirot’s factory once stood, and the vintage sign from that roof announces to passersby the history entrenched in the scene. 

Great aeronautical design still sparks to life here, with the site of the current Dassault Group buildings over a former engine factory. The lightweight-for-the-class Falcon series preserves performance while making tracks across the sky in a more efficient way than its competitors—and utilizes shorter runways closer to the passengers’ intended destination, saving fuel and time.

And isn’t time our most precious commodity?

The lightness of being is the Dassault raison d’être, in their tack towards not only efficiency but runway performance. Combined with higher wing loading than others in the class, they promise a better ride through the bumps—and a nimbleness derived from the Rafale fighter’s heritage.

You can read Fred George’s We Fly report on the Falcon 6X in the May 2023/Issue 937 print edition of FLYING that’s about to land in your mailbox if you subscribe. George took an exclusive first flight in the graceful, master stroke of the class—and he shares his expertise in the business aviation arena with FLYING’s readers for the first time after returning to us as a contributor.

Because there’s nothing like being there—and stepping into the left seat to do it.

The post Nothing Like Being There appeared first on FLYING Magazine.

On the cover we feature the sleek and upcoming Dassault Falcon 6X, ready to debut later this year to a business aviation segment that’s been ready for it.

Inside the pages, we take you on two aviation journeys—one in search of great food, and one seeking the history of flight that Dayton offers. We also turn our hearts to the Boeing 747 as the last model flies to Atlas Air. Plus we give you all of the columns and proficiency articles you’ve come to expect from our deep bench of expert contributors—so make sure you’ve subscribed. You’ll also get a chance to win in our Ultimate FLYING Giveaway!

The post Which <i>FLYING</i> Cover Should We Feature? appeared first on FLYING Magazine.

Dassault Aviation unveiled its first completed Falcon 6X in a virtual event on December 8 from the company’s Merignac hangar in Bordeaux, France. The event was hosted by TV journalist and pilot Miles O’Brien. Approximately 4,000 people tuned in from around the globe for the event.

The 6X is the successor to the 5X program that was scrubbed three years ago following problems with the Safran Silvercrest engine chosen to power that new aircraft. Just two months after the Safran engine debacle, Dassault launched the 6X using the same fuselage as the 5X, but this time to be powered by the Pratt & Whitney Canada PW812D engine. Pratt & Whitney president Maria Della Posta said during the presentation that “the new engine will require 40 percent less scheduled maintenance activity and 20 percent fewer inspections than previous engines.” The aircraft will employ the same digital flight control system used in other recent Falcon aircraft, as well as the FalconEye combined vision system.

Dassault Aviation CEO Eric Trappier told O’Brien the “key goals of the new design were comfort and efficiency. With a range of 5,500 nm, trips like Los Angeles to Moscow nonstop are now possible.” At a cruise speed of Mach 0.80, New York to Buenos Aries or to Honolulu is possible with eight passengers and a crew of three. The 6X is capable of cruising as high as 51,000 feet. At 40 feet 4 inches long, 78 inches tall and 102 inches wide, the 6X cabin is the largest of any long-range business jet, besting even that of Dassault’s Falcon 8X. The company expects to fly the 6X for the first time in early 2021.

The post Dassault Rolls Out Its New Falcon 6X appeared first on FLYING Magazine.