Textron Aviation's second Cessna Citation Ascend flight-test article—dubbed P1since it also is the first conforming production airplane—took to the air for the first time yesterday. The flight lasted one hour 24 minutes, during which the twinjet climbed to 13,500 feet and reached a speed of 308 knots. It was piloted by senior flight test pilot Michael Bradfield and principal engineering test pilot Maurice Girard.

The Ascend is an update to the 560XL family, replacing the XLS+ cabin’s trenched center aisle with a flat floor and the Collins Pro Line 21 avionics suite with a touchscreen-controlled Garmin G5000 system with autothrottles. Engines are uprated to more powerful Pratt & Whitney Canada PW545Ds.

Textron Aviation is also upgrading to the Honeywell RE100 [XL] APU, which is approved for unattended operations on the ground. Cabin amenities include new soundproofing, redesigned seats with electric pushbuttons, 19 USB charging ports, and three universal outlets. The Ascend is expected to enter service early next year.

The flight-test plan for P1 includes evaluating systems, propulsion, human factors, environmental controls, and avionics. Both the prototype Ascend and P1 will be flown for all the certification flight testing and so far the two jets have cumulatively logged more than 400 flight hours.

In the first two installments of this series, I discussed the basic medical standards and the various protocols that are followed to comply with them. The differences between “generally disqualifying” and “specifically disqualifying” medical conditions were noted, along with the process of applying for a “special issuance authorization” of a medical certificate.

In the interim between required FAA examinations, please remember that FAR 61.53 is always controlling. A pilot must feel fit to fly and must also ensure that they have not been placed on disqualifying medications nor have a significant new medical condition that would require documentation of stability (to the FAA’s satisfaction) before resuming flight status.

While it is entirely the pilot’s responsibility to determine if they meet the ethics and responsibilities of FAR 61.53 on a day-to-day basis, the pilot may seek sage advice from their AME or aviation medicine consulting services to assist them when the situation is not simple to assess.

While the “paper chase” for the FAA is not an enjoyable task for the pilot—nor the AME—continuation of flight privileges may depend on it. Therefore, the sooner the pilot gets “on it,” the better. This could lessen any potential period of grounding while awaiting FAA review.

Stewart International Airport (KSWF) in New York’s Hudson River Valley is eagerly awaiting a major wave of private aviation infrastructure development. Owned by the Port Authority of New York and New Jersey (PANYNJ) and located 60 miles north of New York City, KSWF is set to receive a private aviation complex from Sky Harbour, the rapidly expanding developer of turnkey hangar facilities.

PANYNJ recently voted to authorize a 45-year lease to the company for a 12.5-acre development, which is slated to add 200,000 sq ft of hangar space to a tight aircraft shelter market along with a 20,000-gallon fuel farm catering to its tenant aircraft. The $60 million project should break ground by second-quarter 2025, with anticipated completion in late 2026.

“This is fantastic news and a significant investment, which will create over 250 high-paying jobs,” Paul Quartararo, chairman of the Stewart Airport Commission, told AIN. “As both Teterboro and Westchester County are maxed out, Stewart Airport is becoming the alternative location for constructing corporate jet hangars and FBOs.”

With regard to FBOs, Signature Aviation is expected to announce it will finally break ground on a long-anticipated FBO complex at KSWF, to include a 6,000-sq-ft terminal and 40,000-sq-ft hangar. The company, which has operated at KSWF since 2016, could begin construction on the new facility by year-end.

The in-service fleet of more than 260 Gulfstream G500s and G600s have cumulatively surpassed 200,000 flight hours, split about evenly between the two models, Savannah, Georgia-based Gulfstream Aerospace said. These milestones come nearly six years after the first G500 was delivered to a customer and about five years since the G600 entered service.

“Our award-winning G500 and G600 continue to demonstrate impressive performance,” said Gulfstream president Mark Burns. “This achievement is a result of the strong demand and high flight activity we’re seeing from customers around the world. Having exceeded 100,000 flight hours further reiterates the durability and dependability of the G500 and G600.”

At a long-range cruise speed of Mach 0.85, the G500 and G600 can fly 5,300 nm and 6,600 nm, respectively, according to Gulfstream. Both aircraft have an Mmo of Mach 0.925.

In October, the G500 received FAA approval for steep-approach operations, with the G600 obtaining similar certification last month.

The FAA and EASA have outlined a multifaceted initiative to collaborate on ways to address the challenges of the rapidly evolving industry and speed of new technologies. Announced yesterday, the pledge was detailed as part of the 2024 FAA-EASA International Aviation Safety Conference held this week in Washington, D.C

EASA executive director Florian Guillermet cited the urgent need for sustainable technologies and the swift advancements in areas such as AI. “It is more important than ever that international aviation regulators work together to accompany the changes and ensure safety needs are always met.”

The agencies agreed to prioritize cooperative efforts at all working levels and strengthen their focus on information exchange surrounding safety oversight and other topical areas; optimize resources and encourage their technical experts to work together; deepen collaboration of certification activities and operational frameworks for new technologies; expand cooperation on rulemaking efforts; promote sustainable initiates; ensure their bilateral goals on certification are met; and work together on analysis and mitigation of systemic safety risks.

“Establishing a unified strategic direction based on information sharing and collaboration with our international partners will meet the needs of our global aviation system of the future,” said FAA Administrator Mike Whitaker.

Aviation groups welcomed the commitment. GAMA, A4A, A4E, and AIA jointly said, “The transatlantic partnership is foundational to a safe, efficient, and sustainable global aviation industry.”

Sheltair Aviation and the Aerospace Center for Excellence (ACE) unveiled the "Jerry Holland Destination: Aviation" playground this week in Central Florida. ACE is home to the Florida Aviation Museum and an educational center located at Lakeland Linder International Airport (KLAL)—host to the annual Sun ‘N Fun Aerospace Expo.

The playground is a tribute to Jerry Holland, who founded family-owned Sheltair in 1963 and expanded it into a major private aviation infrastructure developer and FBO operator.

“After building a successful legacy on the heels of hard work and dedication to the aviation community we love so much, this is the first time my family has ever lent their name to anything,” said Sheltair president and CEO Lisa Holland at the ribbon-cutting ceremony. “Now that my father is 89 years old, my mother and I want to honor his legacy and all that he has achieved in his lifetime.” She added that they hope that the next generation will be inspired not only by the playground and ACE but by the elder Holland’s vision.

The project, funded by Sheltair, the airport, and private donors, includes STEM-focused activities for children up to 12, showing the parts of an airplane, how an engine works, and demonstrating pitch, roll, and yaw concepts. It is free to all Florida Air Museum members and otherwise included in the museum ticket price.