The deliveries come less than a month after Gulfstream received FAA type and production certification (March 29 and April 8, respectively) for the new, Rolls-Royce Pearl 700-powered G700. The engines have greater than 18,000 pounds of thrust, each.

• READ MORE: Gulfstream G700 Obtains FAA Certification

The FAA nods, entry-into-service, and as many as 15 deliveries had been expected by the end of last year. But delays in the certification process, largely attributed to FAA staffing woes, have slowed the progress for the new model. The good news for Gulfstream is that this year’s deliveries for all models are expected to spike to as many as 160 aircraft, a boost of some 44 percent.

Mark Burns, Gulfstream president, said, “We appreciate the confidence our customers have demonstrated in our aircraft and look forward to continuing these deliveries in the weeks ahead.”

• READ MORE: New Gulfstream G700 Beats Projections During Testing

The $75 million G700, which Gulfstream says features “the most spacious cabin in the industry,” also features a maximum range of 7,750 nm (at Mach 0.85). The twinjet can cover legs of 6,650 nm at Mach 0.90. Its maximum operating speed is Mach 0.935, making it the fastest business jet in the Gulfstream line. And the G700’s pressurization system enables the “industry’s lowest cabin altitude,” according to the Savannah, Georgia-based manufacturer.

Editor’s Note: This article first appeared on AVweb.

The post Gulfstream G700 Enters Service With First Two Deliveries appeared first on FLYING Magazine.

The milestone paves the way for deliveries of the long-awaited business jet—initially projected for the first quarter of 2024—to begin,

• READ MORE: What’s Next in New Aircraft

“We have successfully completed the most rigorous certification program in company history with the G700,” Gulfstream president Mark Burns said in a statement. “The G700 brings a new level of performance and cabin comfort to business aviation and is doing so while meeting the highest certification standards our industry has ever seen.”

• READ MORE: Engine Certification Brings Gulfstream G700, G800 Closer to Market Debut

The G700 is powered by two Rolls-Royce Pearl 700 engines and able to accommodate up to 19 passengers. 

According to the manufacturer, the certification of the G700 confirms new performance improvements, “giving customers increased flexibility and airport availability: a balanced field length takeoff distance of 5,995 feet and a landing distance of 3,150 feet (standard [International Standard Atmosphere] day, sea level), both shorter than originally anticipated.”

• READ MORE: New Gulfstream G700 Beats Projections During Testing

In September, Gulfstream said the G700 had a range up to 7,750 nm at Mach 0.85 or 6,650 nm at Mach 0.90, which represented a gain of 250 nm at both speeds compared to original projections. The aircraft’s top operating speed was Mach 0.935, and its cabin altitude was reduced to 2,840 feet.

The post Gulfstream G700 Obtains FAA Certification 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.

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.

• READ MORE: Engine Certification Brings Gulfstream G700, G800 Closer to Market Debut

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.”

• READ MORE: Gulfstream G700 Sets Speed Records During 20-Country Tour

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.

The post General Dynamics Says Q4 Earnings Grew but Were Hurt by Gulfstream G700 Delays appeared first on FLYING Magazine.

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

• READ MORE: New Gulfstream G700 Beats Projections During Testing

“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.

• READ MORE: Gulfstream’s G700, G800 Reach Milestones

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.

The post Engine Certification Brings Gulfstream G700, G800 Closer to Market Debut appeared first on FLYING Magazine.

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.

• READ MORE: Gulfstream Aerospace Celebrates 25 G700 Speed Records

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.”

• READ MORE: Gulfsteam G700 Ready for World Tour Debut

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.

The post New Gulfstream G700 Beats Projections During Testing appeared first on FLYING Magazine.

Gulfstream said the flight marked a new phase of testing aimed at certifying the G800 and beginning deliveries to customers.

• READ MORE: Gulfstream’s G700, G800 Reach Milestones

“Gulfstream’s flight test team continues to make advanced strides forward for our company,” said Mark Burns, president of Gulfstream. “The G800 will bring the industry’s longest range to customers around the world, and we are seeing strong demand for this capability alongside the cabin comfort and quality Gulfstream is known for.”

The evaluation program for the second G800 flight test aircraft focuses on environmental control systems, avionics and flight controls, expanding on the areas covered by the first test aircraft, the company said. 

• READ MORE: Gulfstream’s G800 Jet Makes First Flight

“Thanks to the design philosophy behind our next-generation fleet, the G800 is also benefiting from the excellent progress we continue to make in the Gulfstream G700 flight test program,” Burns said. “This commonality helps us enhance efficiency and reliability for our customers, who are already seeing firsthand how well these aircraft perform.”

The G800 can fly 8,000 nm at Mach 0.85 and 7,000 nm at Mach 0.90. The company attributed the aircraft’s performance to its high-speed wing and winglet design and new Rolls-Royce Pearl 700 engines. The G800 is designed to seat up to 19 passengers and can be configured with as many as four living areas.

The post Gulfstream Marks First Flight of Its Second G800 Test Aircraft appeared first on FLYING Magazine.

G700 Flight Test, Speed Record

The G700—set to enter service this year—has finished several more key steps in its flight testing program, including performance trials at Cecil Airport (KVQQ) in Jacksonville, Florida, and water ingestion testing at NASA’s Wallops Flight Facility (KWAL) in Wallops Island, Virginia. Those tests include touchdown and taxi maneuvering at speeds between 60 to 120 knots. Flyover noise testing has also proven the airplane registers less than the maximum permitted by FAA regulations.

• READ MORE: Textron Aviation Unveils Citation Ascend at EBACE

“The G700 continues to exceed our expectations throughout all facets of the flight test program,” said Mark Burns, president of Gulfstream, in a news release. “At the same time, even more customers around the globe are seeing the real-world performance features and benefits the aircraft provides in terms of efficiency, speed, and safety, while experiencing the immense comfort of the cabin firsthand.” 

On its way to the static display at EBACE, a test article G700 set a city-pair record from Mumbai, India, to Geneva with an elapsed time en route of 8 hours and 34 minutes, averaging Mach 0.90. This brings the total number of speed records set by the G700—and recognized by the National Aeronautic Association—to more than 40.

The G700 is also performing some of its flight test operations on sustainable aviation fuel (SAF), using a variety of blends. One notable record recently set came on a flight from the company’s headquarters in Savannah, Georgia, to Tokyo, clocking in at 13 hours and Mach 0.89. Gulfstream has committed to use of SAF as well as other initiatives to bring it toward net-zero targets in 2030 and beyond, being the first business aircraft manufacturer to sign the World Economic Forum’s Clean Skies for Tomorrow Ambition Statement—signaling its intent to “accelerate the supply and use of SAF technologies to reach 10 percent of the global jet aviation fuel supply by 2030,” according to the company.

• READ MORE: A Look Ahead at EBACE 2023

The G800 Arrives on the Continent

While the G800 has crossed the pond before, EBACE 2023 marks the first time that the model has gone on display in continental Europe. With a SAF blend on board—like all of the G800 test flights originating from Savannah—the G800 flew from KSAV to LSGG.

With four living areas and seating for up to 19 passengers, the G800 is scheduled to enter service later this year. According to Gulfstream, the G800 can range out to 8,000 nm at Mach 0.85 and 7,000 nm at Mach 0.90. 

The post Gulfstream’s G700, G800 Reach Milestones appeared first on FLYING Magazine.

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.

• READ MORE: Gulfstream Gives Preview of First Fully Conforming G700

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.

• READ MORE: Gulfsteam G700 Ready for World Tour Debut

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.

The post Gulfstream Aerospace Celebrates 25 G700 Speed Records appeared first on FLYING Magazine.

The company unveiled its first test aircraft to conform to production standards in 2021. A company official told FLYING at the time that Gulfstream had challenged its development team to create a pilot-driven aircraft. 

Two fully outfitted Gulfstream G700 production test aircraft flew to more than 20 countries across six continents to demonstrate the aircraft’s performance capabilities and the flexibility and comfort of the most spacious cabin in the industry.

• READ MORE: Gulfstream G700 and G800 Engines Earn EASA Certification

According to Gulfstream, the G700 achieved some notable speed record runs during is world tour:

• Savannah to Riyadh, Saudi Arabia (6,281 nm), in 12 hours, 36 minutes at an average speed of Mach 0.90
• Istanbul, Turkey, to Van Don International Airport in Vietnam (4,086 nm), in 9 hours, 2 minutes at an average speed of Mach 0.90
• Riyadh to Melbourne, Australia (6665.5 nm), in 13 hours, 39 minutes at an average speed of Mach 0.87
• Christchurch, New Zealand, to Los Angeles (5993 nm) in 12 hours, 13 minutes at an average speed of Mach 0.87.
  
• In total, the two G700 outfitted aircraft traveled 53,882 nm/99,789 km over more than 180 hours of flying.

Gulfstream notes that the speed records are pending approval by the U.S. National Aeronautic Association and the Fédération Aéronautique Internationale in Switzerland for recognition as world records.

• READ MORE: Gulfstream’s G700 Sets New City-Pair Speed Record from Savannah to Geneva

“The G700 world tour was a tremendous success,” said Mark Burns, president of Gulfstream. “We knew the aircraft would perform exceptionally well, and they exceeded even our own high expectations for both reliability and performance across a variety of routes. Showcasing the outfitted aircraft to our customers and prospects around the world bolstered the already strong demand we are seeing for the G700.”

The post Gulfstream G700 Sets Speed Records During 20-Country Tour appeared first on FLYING Magazine.