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

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

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

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

The facility is scheduled to open in early 2024.

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The new display will feature a larger, redesigned chalet that will permit customers and guests to stay informed about the latest Dessault news and meet with sales, customer support, and MRO network representatives in the same place. The French company’s best-selling Falcon 2000LXS twin and Falcon 8X ultralong-range trijet will be part of the static display.

• READ MORE: Dassault’s FalconWays Uses Route Optimization to Target Carbon Emissions

The 2000LXS has a widebody cabin designed to accommodate as many as 10 passengers comfortably. The aircraft can cover a range of 4,000 nm and is known for its short-field performance. Its “combination of comfort and economical, go-anywhere performance” has helped Dassault sell nearly 700 aircraft to date, the company said.

The Falcon 8X has a 6,450 nm range and recently received an upgrade to the EASy IV flight deck from Honeywell that provides improved capability and safety features. The 8X was also approved for Dassault’s advanced, dual heads-up display, which improves situational awareness and allows both pilots to share the same view. The HUD feature is also available as a retrofit for operational 8X aircraft.

• READ MORE: SAF To Be Available at NBAA-BACE 2023

Dassault will also display a full-scale flight deck and cabin mock-up of the new ultralong-range, ultra-widebody Falcon 10X twin in development. The 10X will be powered by Rolls-Royce Pearl 10X engines capable of running on 100 percent sustainable aviation fuel. Dassault said the 10X will be the largest purpose-built business jet on the market and will have a range of 7,500 nm.

People attending the show will also be able to try a new Dassault flight app called FalconWays, which uses wind data from around the world to help pilots plan routes that save fuel and time while lowering emissions. The company said it will roll out the app on the new Falcon 6X twin when it enters service.

The post Dassault Plans New Customer-Focused Display for NBAA-BACE appeared first on FLYING Magazine.

FalconWays uses updated global wind data, route optimization, and performance algorithms that are specific to the model. The tool will be delivered to pilots via the Dassault FalconSphere iPad electronic flight bag (EFB), and it’s compatible with both Jeppesen and Universal flight planning software.

• READ MORE: We Fly: Dassault Falcon 6X

Testing of the new app took place across continents and oceans, between the U.S. and Europe, and throughout Asia. Crew saw fuel reduction up to 7 percent on the actual flights, while others were made in simulation to prove the operational capability of the tool.

“Our new FalconWays flight app is part of our company’s broader commitment to sustainable flying,” said Dassault Aviation chairman and CEO Éric Trappier. “It will help Falcon customers reach a new level of operational efficiency while reducing aviation emission levels.” 

First in the Falcon 6X

Dassault’s engineering team designed the FalconWays app in concert with the flight operations department. It’s set to debut as the recently certificated Falcon 6X enters service in the coming weeks. Optimization into the Falcon 8X will come early next year, on the 7X before the end of 2024, and for the Falcon 2000LXS/S by early 2025.

• WATCH: The Dassault Falcon 8X Streaks Through Star Wars Canyon

Pilots download global wind information to combine with the flight plans in use, in-house performance tools, and vertical, lateral, and Mach-number-optimization data.

Dassault will have the app available for demonstration at its exhibit on the static display at the National Business Aviation Association’s Business Aviation Conference and Expo from October 17 through 19, in Las Vegas.

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A two-year-long, 1,500-hour test program culminated in the approvals granted first by EASA, shortly followed by the FAA. The TC clears the flight path forward for deliveries in the coming months, with the first production units entering final completion at Dassault’s facilities in Bordeaux.

“The certification of the Falcon 6X is a remarkable milestone for Dassault Aviation,” said Éric Trappier, chairman and CEO of Dassault Aviation, in a statement. “We would like to recognize the EASA and FAA certification teams for their commitment in this demanding process and our customers for their confidence. The Falcon 6X is the first brand new business jet to comply with the latest regulations, which will enhance the safety and security of all new aircraft.

“The 5,500 nm/10,200 km Falcon 6X combines the best qualities of Dassault Aviation’s world-leading business and fighter aircraft expertise to create the longest-range jet in its class with unparalleled passenger comfort and maximum mission flexibility.”

FLYING senior business editor Fred George flew the 6X in an exclusive look last year:

A full We Fly report ran in the May 2023/Issue 937 print edition of FLYING, highlighting the twin Pratt & Whitney PW812D powerplants—at 13,500-pound thrust per side—and advanced digital flight control system with heritage from the company’s Rafale fighters, as well as the spacious cabin poised to envelop passengers in luxury within the long-range segment.

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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.”

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The Dassault Mystère 20 launched the era of the purpose-built business jet 60 years ago, on May 4, 1963, in Mérignac, France, beginning the Falcon jet line that would take the U.S. market by storm. 

“The formula has not changed,” said Dassault Aviation’s chairman and CEO Éric Trappier. “Every Dassault aircraft must have superb handling, beautiful lines, and rugged construction. And, of course, it has to provide state-of-the-art comfort.”

Lindbergh’s Endorsement

Dassault celebrates 60 years since the Mystère 20’s first flight throughout 2023—and looks back to the events that surrounded that iconic airplane’s development and success with customers. It was a drop-in visit from Charles Lindbergh that may have sealed the Mystère’s fate. Lindbergh met with Dassault in Bordeaux on behalf of Pan Am, which was looking at the new jet as a cornerstone for its blooming business aviation division.

As history has recorded it, Lindbergh wired Juan Trippe, then CEO of Pan Am, and gave his nod to the Mystère 20: “I’ve found our bird.” Though his visit pushed the first flight from the morning hours to late in the day—at 5 p.m. local time—fortune smiled upon that inaugural mission, flown by test pilots René Bigand and Jean Dillaire. 

Based on the Mirage

The Mystère 20 set the stage for Falcon jets to come with its foundation in Dassault’s strong heritage as a developer of fighters. The company had already gained a serious reputation for its Mirage line, first developed following World War II with the advent of viable turbine engines. 

Dassault had responded to a request from the French government for a light-weight interceptor aircraft, and designed the MD.550 Delta, which first flew on June 25, 1952. The fighter—renamed the Mirage I—achieved Mach 1.3 in level flight a couple of years later, without rocket assistance. In early test flights, beginning in 1951, its predecessor, the MD.452 Mystére I, proved out the 30-degree swept wing and modified empennage, and the Mystère IIA was the first French aircraft to break Mach 1 in a dive in controlled flight on October 28, 1951.

While not quite as fast, the Mystère 20 would seek out speed just like its older sibling. The prototype, powered by General Electric CF700 turbofans, was flown by French pilot Jacqueline Auriol to set the women’s world speed record at the time, on June 10, 1965, beating her previous record in the Mystère IIIC of 2,038 km/h (1,100 knots) or Mach 1.65.

Onto the Falcon

Pan Am ordered 40 of the new business jet, and those aircraft delivered to the U.S. were marketed under the name “Fan Jet Falcon.” The model soon took on the name it would carry forward, the Falcon 20. By 1968, Pan Am had 160 units ordered, becoming the biggest operator. However, it was soon followed by the growing Federal Express, which took on a total of 33 Falcon 20s as it launched its overnight delivery service fleet—before the Boeing 727 and McDonnell Douglas DC-10.

The Falcon 20 deliveries totaled 515 before it was retired in 1993—a 30-year production that formed the basis for several more models in the Falcon family. Next was the smaller Falcon 10 (first produced in 1971, with 226 units delivered) and the larger tri-jet Falcon 50 (launched in 1976, with 352 units delivered).

The Falcons series took a turn into twin jets with the Falcon 900 models first produced in 1984—more than 553 900s have been delivered—and the Falcon 2000 models launched in 1993, with 677 aircraft so far. Dassault returned to the tri-jet configuration for its long-range 7X (first flown in 2005 by Philippe Deleume, with 298 units so far) and the 8X in 2015 (92 units delivered to date). These four lines remain in production, now joined by the twin-jet 6X and 10X.

From the 2,700 Falcons built, more than 2,100 Falcons fly around the world today. 

“Through these different models, we have built up a strong legacy and a solid base of technological know-how that makes us confident in our ability to continue developing new products that fully meet customer expectations,” said Trappier on the occasion. “Sixty years on, Falcons are still completely distinctive in the business jet world: beautiful, delightful to fly, and always on the leading edge of technology, bringing safety, comfort and productivity benefits to operators around the globe.”

The post The First Falcon’s First Flight appeared first on FLYING Magazine.

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

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

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

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

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

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

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

• READ MORE: A Hot and High Market

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

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

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

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Shadowed by the drama of war and often overlooked are the lives led by many aircraft after the war ended. Like the pilots who flew them, a significant number of aircraft found new missions serving in altogether different roles. 

The postwar lives of many of these aircraft were as action-packed as their military days. The air-racing community modified surplus fighters for events like the Reno Air Races. Aerial firefighting companies utilized surplus bombers to drop slurry atop raging forest fires, ironically saving lives with each drop rather than taking them. 

Among the varied postwar roles filled by surplus military aircraft, one was smaller and more subtle than the rest—executive and corporate aviation. This was a segment that began to emerge in the 1930s in the form of the Beech Staggerwing and closed-cabin Wacos. As various surplus military types became available to the public, a number of companies modified them for luxurious, long-range travel at much greater speeds and altitudes than previous types.

Essentially the early equivalent of today’s Gulfstreams and Falcons, these became the chosen method of executive travel for large corporations like banks and oil companies. The example pictured here is a Howard 250, an aircraft originally constructed as a Lockheed C-60A Lodestar. Although the 250 was designed to fill the role of a military transport, Dee Howard, of Howard Aero Inc., saw potential in the large cabin and made a variety of modifications to increase speed and comfort.

On the outside, various parts of the airframe were modified to reduce drag–the engine nacelles, the tailcone, and the cockpit windows among them. Additionally, four examples (like the one shown here) were converted to tricycle landing gear, which provided a more modern look and a level floor when on the ground. But substantial as those modifications were, the real magic took place on the inside, in the passenger cabin. 

To provide VIPs and executives with a comfortable, tranquil environment on long trips, Howard installed a complete interior with plush seating, a wet bar, and a full lavatory. The tall fuselage cross section was touted as providing a “walk-around” cabin. And just as Gulfstream does today, Howard provided extended cabin windows that offered a panoramic view and flooded the environment with natural light.

Despite working well for its purpose, fewer than 20 Howard 250s were built and only four were converted to tricycle gear. When they were introduced in the early 1960s, more advanced jets and turboprops were emerging, and the discerning corporate/executive market began to view anything with reciprocating engines as antiquated. Fortunately, the type isn’t entirely extinct. An airworthy example was recently donated to the Lone Star Flight Museum in Houston, Texas, where it is now a permanent part of the collection.

The example pictured here also has a bright future. Since 2010, when these photos were taken in Vacaville, California, the aircraft has been purchased by a couple in Alaska. This will be the second Howard in their collection, and while both are presently project airplanes, the goal is to get them into flying condition.

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EBACE gets underway on Monday at the Palexpo center at the Geneva International Airport (LSGG).

“It’s good to see the business aviation world together here in Geneva once again after three years of disruption,” said Trappier. However, headwinds from the COVID’s supply chain effects have slowed progress on the 6X.

2021 Was a Good Year

Though the world was still working through the pandemic—and continues to feel its effects—Trappier concluded that 2021 was a good year. “Flight activity climbed above pre-2019 levels and continues to grow,” he said.

Dassault witnessed the first flight of its new ultrawide-body, long-range jet, the Falcon 6X, which rose from the shelving of the 5X program that preceded it. The company also launched the Falcon 10X, an ultralong-range jet that will contest the class further in cabin width and performance.

Proving Campaign for the 6X

The 6X program has suffered as a result of supply chain disruptions reverberating around the globe. “Despite our efforts,” said Trappier, “the supply chain issues linked to the successive waves of the COVID epidemic have ended up overwhelming our engineering and production teams, thus impacting the Falcon 6X development timetable.

“Our anticipated year-end-2022 target for entry into service has shifted and is now scheduled for mid-year 2023.”

At the press conference, Trappier announced the kickoff of a “proving campaign” for the 6X, now that its initial flight-test program has concluded—including cold-soak tests, high-elevation tests, and expansion of the flight envelope beyond the projected Mach 0.90 M_MO. The month-long campaign will comprise short- and long-haul segments across Europe, and to North and South America, Asia, the Middle East, and Africa, testing fully the 6X’s proposed route complex.

The tests will feature night missions, proving runs at Mach 0.88, and days packed with up to seven short hops.

The fourth 6X built is on display at Geneva, and it’s the first production model, complete with a full interior. A fifth test aircraft is under interior completion at the company’s facility in Little Rock, Arkansas, with a sixth due to arrive shortly.

“#Falcon10X is on track for Entry Into Service late 2025.” #EBACE2022 #LiveTweet pic.twitter.com/KANRftVaUU

— Dassault Falcon (@DassaultFalcon) May 22, 2022

Falcon 10X Updates

“Development of the new Falcon 10X is moving forward smoothly,” said Trappier. Parts production is now underway: “Most of the detailed design is frozen and parts, major structures, and subsystems have entered production, with final assembly of the first aircraft scheduled early next year.”

The ultralong-range “very high speed” platform is projected to fly nonstop from Geneva to Santiago, Chile, or to the west coast of Australia. The 10X remains on track for entry into service in late 2025. The company has begun construction of facilities to serve the Asia and Middle East markets with the 6X and 10X, to accommodate the new jets in Kuala Lumpur, Malaysia; and Dubai.

Dassault also revealed its latest cabin “innovation,” the Falcon Privacy Suite, which includes an individual compartment and an electrically reclining seat that converts to a lie-flat bed—befitting the ultralong-haul range of its upcoming models.

“It’s called the Falcon Privacy Suite. An individual compartment and an electrically reclining seat that converts into a lie-flat bed” pic.twitter.com/KqZ0Rx8rym

— Dassault Falcon (@DassaultFalcon) May 22, 2022

Headwinds from Environmental Concerns

Trappier also touched upon the criticality of the industry to focus effort on sustainability—to both meet its own set objectives as well as counter headwinds resulting from building government and social pressures.“Environmental concerns are continuing to trigger tax, regulatory impulses, and also the taxonomy currently being discussed within the European Commission,” said Trappier. He called out the incorporation of sustainable aviation fuel into immediate use by the business aviation community as key to staving off those pressures for the moment, and propelling the industry towards decarbonization. NBAA has led a consortium of OEMs in pledging to achieve net-zero emissions by 2050.

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