XTI on Monday announced it signed a capital distribution agreement with investor FC Imperial Limited worth as much as $55 million, giving the firm a post-money valuation of around $275 million should the transaction go through.

“Assuming the completion of the proposed investment, we believe the additional capital will help accelerate the development of the TriFan through several major milestones, including completion of the updated preliminary design review along with launching the critical design review phase in preparation for the assembly of XTI’s Test Aircraft No. 1,” said Scott Pomeroy, chairman and CEO of XTI.

XTI, which is publicly traded on the Nasdaq, was borne out of a merger between manufacturer XTI Aircraft Company and Inpixon, a developer of real-time location systems. That transaction went through in March.

The company’s proprietary aircraft design has received patents in the U.S., Canada, Japan, China, and Europe. In 2019, a two-thirds scale prototype aircraft made its maiden voyage.

The TriFan design was inspired by the hummingbird using its wings to suspend itself in air while collecting nectar: fast, quiet, and able to hover. In the same way, the aircraft uses tilting fans to easily transition from hover to forward flight, much like the tiltrotors on the Bell Boeing V-22 Osprey or Leonardo AW609.

Unlike the cylindrical shape of most commercial airliners, the design takes the form of a bird in flight to provide lift, similar to the Boeing B-52 or Lockheed SR-71 Blackbird.

The TriFan seats a pilot and as many as six passengers. It can operate from a helipad, airport, or any “improved surface,” with no need for new infrastructure or airspace regulations.

Two massive ducted fans on either side of the aircraft’s fixed wing aid in hover and cruise flight, while a third rear fan—which stows during flight—provides power and stability during vertical takeoff. The fans are controlled using simple fly-by-wire controls and powered by a pair of turboshaft engines. The company says it will later switch to hybrid-electric and eventually full electric power to enable zero-emissions operations.

According to XTI, the aircraft’s 700 sm (600 nm) range from helipad to helipad—equivalent to the distance between Dallas and Denver or San Francisco and Portland, Oregon—is double that of most helicopters and seven times that of battery-only VTOL designs. It can also use its fans to perform a short takeoff and landing (STOL) from an airport runway for increased range (750 nm) and payload.

XTI says the TriFan’s 345 mph (300 knots) cruise speed is also twice that of a typical helicopter and will save passengers time compared to business jets and airliners. It will fly at around 25,000 feet and have a configurable fuselage for executive, commuter, and medical use cases.

At the same time, the aircraft is expected to be affordable. In 2021, XTI estimated that an eight-passenger TriFan configuration flying from Manhattan to John F. Kennedy International Airport (KJFK) would cost 80 cents per seat-mile, compared to $3.19 for the average eVTOL and $3 for the typical Uber ride.

The TriFan will be certified as a single-pilot design with IFR permissions, including flights in inclement weather. XTI is collaborating with AVX Aircraft Company on the aircraft’s design, development, and certification.

As of March, the company has a total of more than 700 conditional aircraft purchase agreements, non-binding deposit agreements, options, and letters of intent for the model.

Last month, regional airline Mesa Airlines, which works with United Airlines, placed a conditional preorder for up to 100 aircraft, the value of which XTI estimates at $1 billion. The firm also became an investor. The pending transaction represents one of the most significant so far for the young company.

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The post XTI Lands Up to $55M to Develop VTOL Business Aircraft appeared first on FLYING Magazine.

The company showcased its Sirius CEO-Jet and Sirius Adventure Jet—the initial entrants into what it claims will be the first family of hydrogen-powered, zero-emission, vertical takeoff and landing (VTOL) capable aircraft—on Thursday at the Move Expo in London.

The models will be powered by a hydrogen-electric powertrain and fuel tank—a propulsion system designed to extend flight time compared to fully electric models. Similar to the Lilium Jet, the aircraft will feature electric ducted fans embedded in fixed wings and canards to provide vertical lift.

Both the CEO-Jet and Adventure Jet are expected to emit less than 60 dBA of noise at a distance of 100 meters—about the volume of a typical conversation—using what Sirius describes as a “deflected vectored thrust” propulsion system. The company claims they will reduce noise by about 95 percent compared to helicopters.

The CEO-Jet, designed to seat three passengers, will serve the private business aviation segment, combining zero-emission flight with luxurious, customizable amenities.

The Adventure Jet, on the other hand, is designed primarily for passenger and cargo transport but can also handle medical evacuations, search and rescue, firefighting, surveillance, and offshore operations. It seats up to two pilots and as many as five passengers, with a maximum takeoff weight of about 7,700 pounds, handling point-to-point trips to remote destinations such as jungles or mountaintops. It will even have an inflatable pontoon, allowing it to glide over water.

The latter design comes equipped with GPS, Doppler radar, very high frequency (VHF) and ultra high frequency (UHF) radio, and a digital autopilot system capable of hover and approach.

“The CEO-JET offers an eco-friendly option for business travel, while the Adventure Jet opens new horizons for global tourism and exploration,” said Alexey Popov, CEO of Sirius.

Founded in 2021, Sirius set out to design an aircraft that could combine the aerodynamics of an airplane with the versatility of a helicopter. The concept for a family of hydrogen-powered business jets first emerged in January, and the company shared more information in the weeks leading up to Move Expo.

The Sirius Jet’s calling card is its propulsion system—a hydrogen-electric powertrain that energizes 28 electric ducted fans, 20 embedded in the wings and eight mounted in the canard. Together with a pressurized cabin, these fans are designed to help the aircraft reach an altitude of 30,000 feet.

The fans are linked individually to one of 28 electric motors, each weighing about 21 pounds and containing a proprietary thermal management system. Air drawn through the jet’s intake passes through a cooling system and into onboard liquid hydrogen tanks. It is then channeled to a fuel cell stack, which has a high weight-to-power density ratio ideal for storing hydrogen.

Within the fuel cell, hydrogen and oxygen react to create water and electricity, the latter of which is directed to a set of battery packs that power the electric motors. The packs recharge during flight, are active for only 90 seconds per flight cycle, and do not need to be replaced, Sirius says. Water, a byproduct, is released through the exhaust valve.

By Sirius’ estimate, it would cost only $500 to fully refill the fuel tank. The company further claims the propulsion system makes its aircraft more efficient than electric VTOL (eVTOL) counterparts.

The Lilium Jet, for example, has a range of about 155 sm (135 nm); the Sirius CEO-Jet will max out at around 1,150 sm (1,000 nm), while the Adventure Jet can reach that range using its additional fuel tanks. Further, the CEO-Jet’s cruise speed and Adventure Jet’s top speed—323 mph (280 knots)—is more than double the Lilium Jet’s (155 mph, or 135 knots).

A potential CEO-Jet network in the U.S. could encompass New York City, Chicago, Kansas City, Missouri, New Orleans, and Miami. The Adventure Jet, meanwhile, could connect San Francisco, Los Angeles, Las Vegas, and Phoenix. According to Sirius, the network would offer “a 4-[time] improvement in travel efficiency compared to conventional methods” such as car or traditional airplane.

At the same time, the hydrogen-powered aircraft are billed as offering the luxury of a conventional business jet. Customers have the option, for example, to customize interior colors, upholstery, amenities—including champagne fridges, custom bathrooms, art installations, and kitchens—lighting, and flooring materials such as marble, hardwood, or carpet. Passengers can even pick the scent they smell when they enter the aircraft.

Both models are equipped with an airframe parachute system that deploys automatically in case of emergency, which Sirius claims reduces risk to “virtually zero.”

Sirius hopes to set up serial manufacturing and obtain certification for the Sirius Jet family before 2028. Next year, it expects to complete an inaugural flight using a demonstration plane and open sales of 50 business jets, with deliveries beginning in 2028. By the end of the decade, it intends to launch a shuttle network across the Americas, European Union, and Gulf Cooperation Council (GCC) countries.

So far, Sirius has received an order from Indian seaplane operator Mehair for 50 Adventure Jets plus 50 options, with another from Indonesian tourism firm Parq Development for five CEO-Jets and Adventure Jets apiece.

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The post Sirius Unveils 2 Hydrogen-Powered Luxury Business Jets appeared first on FLYING Magazine.

“This is a transformative time for Signature, and our partnership with Neste is helping us take another significant step towards net zero by providing a 100 percent supply of blended SAF at our Los Angeles location,” said Derek DeCross, chief commercial officer at Signature Aviation. “This collaboration exemplifies how we’re working together with both our guests and our partners to accelerate the adoption of environmentally friendly practices and paving the way for a more sustainable future in aviation.”

• READ MORE: Boeing Ready to Buy 7.5 Million Gallons of SAF

The blended SAF offering provided by Signature at its LAX location includes 30 percent of Neste MY SAF and 70 percent conventional jet fuel, enabling partners to achieve a 24 percent decrease in greenhouse gas (GHG) emissions from air travel. SAF is approved for use blended up to 50 percent with conventional jet fuel.

Neste’s SAF is made from sustainably sourced, 100 percent renewable waste and residue raw materials, such as used cooking oil and animal fat waste. 

Signature and Neste have been in a partnership since 2020 designed to help accelerate the industry’s adoption of SAF. Signature plans to expand the availability of Neste MY SAF to the rest of its California locations. Neste is expanding its SAF production capability to 515 million gallons of SAF annually in 2024 to meet the growing demand.

Signature said it recently passed the 30 million-gallon mark in terms of total SAF delivered throughout its network, describing it as a substantial leap toward reducing carbon emissions and helping the aviation industry reach net zero by 2050.

• READ MORE: Business Aviation Industry Groups Aim to Speed Adoption of SAF

“We are proud to continue expanding our collaboration with committed partners like Signature Aviation, who recognize the key role sustainable aviation fuel can play in reducing GHG emissions from air travel,” said Carrie Song, senior vice president of commercial renewable products at Neste. “Offering blended Neste MY Sustainable Aviation Fuel to all of its customers at LAX is a shining example of how the business aviation community can work together with fuel producers to accelerate SAF adoption and emission reductions.”

The transition to SAF at KLAX was completed on April 1. It is the second location on the West Coast to offer the more environmentally friendly fuel. The first Signature location to provide SAF was San Francisco International Airport (KSFO).

In addition, the growth in SAF availability at Signature LAX will also expand the location’s role as a key component in Signature’s book-and-claim program. Under the program, travelers and operators are able to purchase SAF in areas where it isn’t physically available.

“When an operator utilizes book and claim, they are able to claim the environmental benefit, while the physical SAF is provided for different aircraft at Signature LAX,” Signature said.

The post Signature Aviation Pumping Blended SAF at LAX Terminal appeared first on FLYING Magazine.

The move brings the engine one step closer to entry into service, the company said.

Last year Textron Aviation announced it planned to use the PW545D to power its new Cessna Citation Ascend business jet.

• READ MORE: Textron Aviation Unveils Cessna Citation Ascend in Geneva

“As the latest derivative in the PW500 engine family, we look forward to the Ascend’s entry into service,” said Cedric Gauthier, vice president of sales and marketing for GA at Pratt & Whitney Canada. “Certification was granted following 630 hours of engine testing, in addition to 230 hours of flight testing on the Ascend prototype test aircraft.”

Pratt & Whitney has been making aircraft engines since 1925, when the company, which was established as a precision machinery manufacturer in the 1860s, built its first aircraft engine, the Wasp. 

About the PW545D

According to Pratt & Whitney, the PW545D engine uses an advanced mixer and efficiency improvements in the compressor and turbine sections. This allows for a lower fuel burn, thus reducing operating temperatures.

The new engine is also equipped with Full Authority Digital Engine Control (FADEC) technology which is included with many PW500 models. The engine enables the Citation Ascend to integrate new autothrottle technology for simplification of engine operation, reducing pilot workload while maximizing efficiency.

The post Transport Canada Awards Pratt & Whitney Engine Type Certification appeared first on FLYING Magazine.

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

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

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

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

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

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

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

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

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

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

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.

The aviation data company reported that 72,223 business jets were flown around the globe in Week 11, ending March 17, a 1 percent drop compared to the previous week. Business jet and turboprop activity has risen 38 percent this year compared to 2019. 

WingX reported from January 1 through March 17: 

• 5.9 million scheduled operations flights, up 15.6 percent from last year. 
• 1.1 million business aviation flights, a jump of 2.1 percent from last year. 
• 225,170 cargo flights, down 2.2 percent from last year.

In the U.S., 49,406 business jets were flown in Week 11, a 2 percent increase from Week 11 in 2023. Business jet departures from the U.S. are 1 percent ahead of March last year and 31 percent ahead of 2019. 

• READ MORE: Jets: Reaching the Service Ceiling

Florida has seen 20,353 business jet departures this month, up 4 percent over March last year. Texas is seeing 4 percent more departures over last March, while California has seen a small dip of less than 1 percent. 

Airports near popular spring break destinations in Florida are seeing growth, such as Fort Lauderdale-Hollywood International Airport (KFLL), Miami International Airport (KMIA), Ocean Reef Club Airport (07FA), and Pompano Beach Airpark (KPMP). 

WingX reported from March 1 through March 17:

• Miami-Opa Locka Executive Airport (KOPF) saw 1,612 business jet arrivals, down 2.3 percent from last year but up 91.4 percent from 2019.
• Fort Lauderdale-Hollywood International Airport had 1,187 business jet arrivals, up 16 percent  from last year and up 62.8 percent from 2019.
• Miami International Airport saw 919 business jet arrivals, up 8.5 percent from last year and a gain of 59.8 percent from 2019. 
• Fort Lauderdale Executive Airport (KFXE) had 845 business jet arrivals, down 1.9 percent from last year but an increase of 48.8 percent from 2019. 
• Northwest Florida Beaches International Airport (KECP) saw 429 business jet arrivals, down 7.3 percent from last year but up 88.2 percent from 2019. 

European business jet activity was down 4 percent in Week 11 compared to this time last year. Activity in France fell 11 percent year over year, while departures in Italy are up 16 percent. 

• READ MORE: New Airplanes, from Business Jets to Experimentals

WingX reported from March 1 through March 17:

• France saw 14,098 business jet departures, down 4.9 percent from last year and 2.6 percent from 2019.
• The U.K. had 13,033 business jet departures, down 1.2 percent from last year but up 2.7 percent from 2019.
• Germany saw 11,770 business jet departures, down 5.2 percent from last year and 9.8 percent from 2019.
• Switzerland had 9,003 business jet departures, down 3 percent from last year but up 7 percent from 2019.
• Italy saw 8,076 business jet departures, up 6.6 percent from last year and 27.5 percent from 2019. 

Business jet activity in the Middle East fell 32 percent in Week 11 compared to 2023. Activity in China is 44 percent ahead of last year. Hong Kong, Japan, and Singapore are the top connections outside of mainland China, WingX reported. 

The post Report: Global Business Jet Activity Up 2 Percent appeared first on FLYING Magazine.

Today’s Top Pick is a 1980 North American Sabreliner.

North American developed the Sabreliner business jet during the mid-1950s and first flew its prototype in 1958. The company also built military versions called T-39s in response to a request from the Air Force for jet utility and trainer designs. Like some early Dassault Falcon jets, the Sabreliner has the sleek look of a fighter. Indeed, the swept-wing aircraft’s name reflects its family resemblance to the F-86 Sabre that rose to fame during the Korean War.

North American and later Rockwell International built several hundred Sabreliners in many versions through the end of production in 1981. The jet for sale here is a 60 series model, which has a longer fuselage with more cabin space than the original design.

This 1980 Sabreliner has 11,470 hours on the airframe, 7,642 cycles since new, and 1,031 hours since the last major periodic service on engine 1, and 7,589 cycles and 165 hours since major periodic on engine 2.

The panel includes a Garmin GTN 750 Xi, Collins FD109 integrated flight system, Primus 400 radar, Collins APS 80 autopilot, dual Collins nav/comms, flight directors and DMEs Fairchild GA100 cockpit voice recorder, Collins ADF, and Skywatch TCAS.   

Customers looking for a high-performance business aircraft designed to cover long distances quickly with a combination of mid-century flair and military precision should consider this 1980 North American Sabreliner, which is available for $500,000 on AircraftForSale.

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

• FLYING Magazine: History of Rockwell Collins’ Sabreliner
• FLYING Magazine: Getting Upset in a Bizjet
• Plane & Pilot: Rockwell 75A Sabre
• Plane & Pilot: Plane Facts: Bizjets
• AVweb: Retired Sabreliner Lives On

The post This 1980 North American Sabreliner Is a Fast, Stylish ‘AircraftForSale’ Top Pick 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.