Gulfstream’s G600 Crosses the Finish Line

Gulfstream's newest addition to its lineup, the large-cabin, long-range G600, has earned both its type and production certificates from the FAA, paving the way for deliveries to begin later this year, the manufacturer announced today. For Gulfstream, this represents its third model to receive both certifications simultaneously, joining the G550 in 2003 and the G600’s smaller sibling G500, which accomplished the feat just last year.

“Getting both authorizations on the same day is evidence of the maturity of our G600 production processes and speaks to the safety and reliability of the aircraft’s design,” said Mark Burns, the Georgia-based airframer’s president. “Even more remarkable is the fact that we achieved these simultaneous certifications less than a year after completing another major program, certifying and delivering the Gulfstream G500.” He added that the program tallied nearly 100,000 hours of laboratory testing and more than 3,200 hours of flight testing.

The G600 has a cabin that is configurable for three living areas, with a range of 6,500 nm at its long-range cruise of Mach 0.85, and at its high-speed cruise of Mach 0.90 can travel 5,500 nm.

"We can't wait to put the newest member of our aircraft family, one that spectacularly combines performance, efficiency, technology, and comfort that are second to none, into the hands of our worldwide customers,” said Burns.

AINsight: Future of Aviation Safety and Tech

Advances in aircraft technology have contributed significantly to making commercial aviation the safest mode of transportation. Each decade has yielded a significant decrease in the rate of fatal accidents and hull losses despite an increase in air traffic. The continual evolution of the fleet can be credited with much of this improvement; each successive generation of aircraft has employed new technologies to curb threats to aviation safety. 

A recent Airbus study—"A Statistical Analysis of Commercial Aviation Accidents 1958-2018"—highlighted each generation of jets and the impact that each had on improving safety. First-generation jets designed in the 1950s were analog aircraft and had crude autoflight systems. The overall accident rate for the first-generation aircraft was approximately three accidents per million flights.

Second-generation aircraft from the 1960s and 1970s began to employ more integrated autoflight systems with more advanced autopilots and autothrottles to ease workload, reducing the accident rate to 0.7 accidents/million flights. The third generation of jets introduced in the 1980s included more advanced avionics such as glass cockpits (early EFIS) and flight management systems (FMS). The overall accident rate with this generation of aircraft decreased further to 0.2 accidents/million flights.

Fourth-generation jets introduced fly-by-wire (FBW) technologies with flight envelope protections. FBW aircraft have cut the overall accident rate to 0.1 accidents/million flights.

But technology is only one part of the solution; improvements in training, procedures, and other “soft safeguards” must also advance.

Proposal Would Permit SST Flight Testing over U.S.

Recognizing the increased interest in supersonic aircraft development, the FAA has issued a notice of proposed rulemaking (NPRM) to include a procedure to request authorization under Part 91 for supersonic flights over the U.S. for testing and development of these new aircraft. Current regulations prohibit all overland supersonic civil flights in the U.S.

Specifically, the FAA is proposing to provide a “user-friendly” application procedure for these special flight authorizations by designating a single FAA office where applications and questions should be sent, consolidating the application requirements into a single list, and proposing a new reason for flight testing to accommodate future noise certification actions.

Each application must include: (1) The name of the operator; (2) The number and model(s) of the aircraft to be operated; (3) The number of proposed flights; (4) The date range during which the flights would be conducted; (5) The time of day the flights would be conducted; (6) A description of the flight area requested; (7) All conditions and limitations on the flights that will ensure that no measurable sonic boom overpressure will reach the surface outside of the proposed flight area; and (8) The reason(s) that operation at a speed greater than Mach 1 is necessary.

Furthermore, each applicant must indicate why its intended operation cannot be safely or properly accomplished over the ocean. Comments on the NPRM are due by August 27.

Textron Aviation Marks Milestone 300th CJ4 Delivery

Textron Aviation has delivered its 300th Cessna Citation CJ4 light business jet, the Wichita-based airframer announced yesterday. The customer taking delivery of the CJ4 is Minnesota-based metals distributor McNeilus Steel, which has more than 450 employees in three states. McNeilus was previously a fractional owner of a CJ1+. 

“Our reputation is built on customer service, and our Citation CJ4 will help us strengthen that reputation through even more personal interaction with our customers,” said McNeilus purchasing director Levi McNeilus.

With seating for nine passengers and 1,040-pound baggage capacity, the Model 525C is the largest of the Citation light jets that also include the CJ3+ and M2. Certified for single-pilot operations, it has an NBAA IFR range of 2,165 nm and a maximum cruise speed of 451 knots. It’s powered by two Williams International FJ44-4A engines, each with 3,621 pounds of thrust.

The CJ4 was announced in 2006 and first deliveries began in 2010. “The Citation CJ4 continues to be a standout in the light jet segment due to its combination of high performance, low operating costs, and class-leading cabin amenities,” said Textron Aviation senior v-p of sales and marketing Rob Scholl. “Our light jet product range, led by the Citation CJ4, continues to pace this segment globally in terms of deliveries, primarily because customers appreciate what they get in terms of productivity and value.”

MHI Reaches Deal To Acquire Bombardier’s CRJ Program

Mitsubishi Heavy Industries and Bombardier have entered into a definitive agreement under which MHI will acquire the CRJ regional jet program for $550 million in cash and assume liabilities amounting to some $200 million. Under the deal, MHI will acquire the maintenance, support, refurbishment, marketing, and sales activities for the CRJ Series aircraft, including the related services and support network located in Montréal and Toronto, its service centers located in Bridgeport, West Virginia, and Tucson, Arizona, as well as the type certificates.

The deal signals the impending end of CRJ production, control over which Bombardier will maintain until the backlog evaporates in the second half of 2020. The CRJ production facility in Mirabel, Québec, will remain with Bombardier and the Canadian company will continue to supply components and spare parts.

Under the agreement, Bombardier will also retain certain liabilities representing a portion of the credit and residual value guarantees totaling some $400 million. Bombardier’s interest in the Regional Aircraft Securitization Program (RASPRO), valued at about $180 million, will go to MHI.

The sides expect the transaction to close during the first half of 2020 following regulatory approvals and customary closing conditions.

The agreement comes some three weeks after MHI confirmed it had reached an advanced stage of negotiation with Bombardier over the potential acquisition. That development followed two days after Viking Air parent Longview Capital said it completed the acquisition of Bombardier’s Dash 8 aircraft business and named its new subsidiary De Havilland Aircraft of Canada Limited. That deal followed the more celebrated sale of a controlling stake in the Bombardier C Series to Airbus last July, in which the Quebec government now shares a minority position with the Canadian manufacturer under what on June 1 became known as the Airbus Canada Limited Partnership.  

In a statement released Tuesday, MHI said the acquisition will complement its existing commercial aircraft business, namely the development, production, sales, and support of the Mitsubishi SpaceJet commercial aircraft family. It noted that the CRJ program’s maintenance and engineering would aid critical customer support functions, what MHI called a strategic business area.

“This transaction represents one of the most important steps in our strategic journey to build a strong, global aviation capability,” said MHI president and CEO Seiji Izumisawa.

“The CRJ program has been supported by tremendously talented individuals. In combination with our existing infrastructure and resources in Japan, Canada, and elsewhere, we are confident that this represents one effective strategy that will contribute to the future success of the Mitsubishi SpaceJet family.”

Bombardier president and CEO Alain Bellemare added that the deal would prove to be the best “solution” for airline customers, employees, and shareholders.

“With our aerospace transformation now behind us, we have a clear path forward and a powerful vision for the future,” he said. “Our focus is on two strong growth pillars: Bombardier Transportation, our global rail business, and Bombardier Aviation, a world-class business jet franchise with market-defining products and an unmatched customer experience.”

Boeing Partners With Kitty Hawk On UAM

Boeing and Kitty Hawk have formed a strategic partnership to collaborate on urban air mobility (UAM). Boeing said the agreement with Kitty Hawk, the developer of the two-seat Cora air taxi, is part of its “disciplined, long-term strategy of entering into value-added partnerships that enhance and accelerate growth and deliver key differentiators for customers.”

“Working with a company like Kitty Hawk brings us closer to our goal of safely advancing the future of mobility,” said Steve Nordlund, vice president and general manager of Boeing NeXt. “We have a shared vision of how people, goods, and ideas will be transported in the future, as well as the safety and regulatory ecosystem that will underpin that transportation.” 

Kitty Hawk is owned by Google co-founder Larry Page. Test flights of the Cora eVTOL were first announced in March 2018. The aircraft features a wingspan of 36 feet, an aft thruster, 12 lift fans, a maximum range of 54 nm, and a top speed of 95 knots. It is designed to operate at cruising altitudes of 500 to 3,000 feet. 

Global Aviation Technologies Expands with New Work

Global Aviation Technologies (GAT) has expanded its operations with the addition of a 14,000-sq-ft building near Wichita Eisenhower National Airport (ICT) for its electrical production work such as harness manufacturing, electrical subassembly, component qualifications, and repairs and PMA approvals, the avionics system integration/certification company and FAA repair station for business and military aircraft announced. The new space will support its work on avionics upgrades for the Air Force C-21A (Learjet 35A), as well as wire harness work for the service’s F-16 fleet. 

“Due to the volume of F-16 harness work, the team needed additional space to work comfortably and deliver a quality product,” GAT v-p of business development Woody Cottner said.

Additionally, GAT expects to receive certification for its Premier Elite upgrade program in the fourth quarter of 2020, it announced in late May. New winglets, auxiliary fuel tanks, and fuel system for the Beechcraft Premier are included in the upgrade program that’s expected to increase the airplane’s operating altitude and gross weight.

Airbus Helicopters, Safran To Team On VTOL Technologies

Airbus Helicopters and Safran Helicopter Engines are teaming to demonstrate technologies that reduce CO₂ and sound emissions for future vertical takeoff and landing (VTOL) aircraft. The two companies signed a letter of intent at last week’s Paris Air Show to jointly investigate a variety of technologies including electrification, higher-efficiency gas turbines, alternative fuels, and advanced engine architectures that reduce the acoustic footprint of turbines as part of the EU-funded Horizon Europe program.

Airbus and Safran have previously worked on propulsion systems, including the electric power “eco mode” for turbine twin-engine helicopters that enables engine pausing and restarting in flight. The technology generates fuel savings and increased range and will be tested on the Airbus Racer high-speed compound helicopter demonstrator. Safran has the “widest gas turbine power range and a complete range of electric systems for hybrid electric propulsive solutions, in addition to strong testing, qualification, and certification expertise. We are very pleased to partner with Airbus Helicopters in this journey for a lower environmental footprint of air transport,” said Franck Saudo, CEO, Safran Helicopter Engines.

“The Horizon Europe program is the ideal solution to pull skills and know-how from across Europe, and I strongly believe in its ability to drive long-lasting change in our industry,” said Airbus Helicopters CEO Bruno Even.