Under a special FAR, Dassault Aviation received a two-year exemption from meeting upgraded flight-data-recorder rules applicable to Falcon 900s and 900EXs operated under Part 135. Dassault claims that it would be a “significant expense” to have to develop and retrofit a new flight-data acquisition unit the company said would be required to enable the resolution of all required FDR parameters.
Dassault Falcon 900
Addressing what it sees as a gap between its popular Challenger 604 and ultra-long-range Global Express business jets, Bombardier unveiled late last month in Montreal the Global 5000, the twelfth new or derivative airplane the Canadian business and regional aircraft manufacturer has introduced over the last nine years.
At the end of next year Dassault will start delivering its newest business jet, the Falcon 900DX. Intended to “fill a niche” between the $35 million 900EX and the $25 million 2000EX, the $32 million 900DX will have Dassault’s EASy flight deck and will be powered by three Honeywell TFE-731-60 turbofans, the same engines as on the 900EX.
Over the past decade or so, Dassault Aviation has raised the eyebrows of some business aircraft industry analysts. Why, some asked, didn’t the French airframer follow Bombardier and Gulfstream in the charge to develop an ultra-long-range corporate jet? Why, others wondered, hasn’t Dassault matched the offerings of Cessna and Raytheon in the ever-expanding small and midsize business jet sectors?
Dassault’s upcoming super-midsize business jet, already known to have fly-by-wire flight controls and Rolls-Royce engines, remains an otherwise fluid project at this stage. Charles Edelstenne, chairman of Dassault Aviation, told 850 breakfast guests here yesterday that “other partners will be chosen before the end of next year,” at which time Dassault will reveal more details about the proposed airplane.
For years, Dassault’s marketing executives maintained the position that Falcon business jets flew perfectly well without the aerodynamic benefits of winglets. But then something strange happened. People started seeing winglet-equipped Falcons being test flown in the skies above Seattle, and rumors began swirling that Dassault might be about to change its stance on winglets.
Make no mistake, Dassault is having another record year. But a lengthy production backlog for the Falcon 7X is starting to put strains on capacity, particularly at the French manufacturer’s Little Rock, Ark. completion center. The site of a $20 million expansion project now under way, the center is adding much-needed paint hangars, engineering shops and storage space.
Rockwell Collins’s high-speed, digital backbone cabin management system has been certified for installation in Dassault’s Falcon line and is being offered as standard equipment on the Falcon 2000EX, 2000DX and 2000LX, the Falcon 900EX and 900DX, and the new Falcon 7X…Flight Display Systems of Alpharetta, Ga., has been appointed by Gulfstream Aerospace as a cabin entertainment equipment supplier.…Nordam has delivered to Cessna the first cabinet
A record attendance of more than 1,100 Falcon business jet owners, operators and maintenance technicians at the 25th Worldwide Maintenance & Operations Seminar was “proof that the Falcon family is alive and well,” according to Dassault Falcon Jet president and CEO John Rosanvallon. His remarks were made at the seminar’s opening session on June 14.
Montreal-based flight simulator manufacturer and training provider CAE inaugurated its newest business aviation training center in Morristown, N.J., on June 7. The well attended festivities kicked off with a high-flying aerial acrobat and featured a GIV simulator programmed to dance to big-band swing.