The Citation X concept was initially introduced in 1990 at the National Business Aviation Association Convention in New Orleans by former Cessna Aircraft Company chairman Russ Meyer Jr. The proposed plan included a performance specification that was unheard of in Cessna developed aircraft up until then. Industry insiders doubted the Wichita based manufacturer was up to the task.

Throughout the 1970s, Cessna developed several practical, and reliable aircraft under the Citation name. However, what they made up for in ease of use, they sacrificed in speed, leaving comparable Learjets of the time possessed of considerably more appeal performance-wise.

Cessna Citation X

In a bid to improve upon previous Citation aircraft, the plans for the X included all innovations in the wing, tail, and gear design. Another first attributed to the Citation X is the inaugural appearance in Cessna aircraft of variance in two Rolls Royce developed AE-3007 (AE-3007C, AE-3007C1) series turbofan engines. The Honeywell Primus 2000 EFIS integrated avionics were also a new inclusion.

The two crew, 12 passenger business class jet developed for civilian use was impressive, to say the least. Powered by twin engines, the Citation X had improved upon previous Citation models exponentially in performance with the X possessing the capability to achieve a max cruise speed of 604 mph at 35,000 ft.

After several certification delays, the Citation X finally achieved certification in June of 1996 with the first plane being delivered in July of the same year to world-famous and championship-winning golfer Arnold Palmer. Since its initial inception in 1990, there have been over 300 of the Citation X aircraft produced.

Cessna Citation X Elite

In 2010, Cessna announced an initiative to further improve upon the Citation X design. Commonly referred to as Citation X+, the innovations included an upcycle to the twin Rolls Royce engines with the next generation AE3007C2 inclusion, integration of Garmin G5000 flight displays as well as improvements in performance, fuel consumption, and maximum payload capacity. Additionally, the length and width has been increased and the wingspan has been elongated as well.

Despite these improvements, the current jet market is seeing a trend in demand for mid-size jets as opposed to the larger aircraft of 20 years ago. This increase in demand for moderately sized aircraft is resulting in a slump in orders for the older model business class jet aircraft like the Citation X. Cessna itself is making plans to introduce newer models their team has been developing to the aviation industry. Many experts are reporting that the aircraft manufacturer is hoping to enliven their customer base and entreat new fans to take notice of what super-midsize business jets like the Citation Longitude have to offer. The Citation Longitude is expected to achieve certification sometime this year.

Regardless of what the future holds for the Citation X, it’s important to see the jet for the powerhouse and extraordinary example of aircraft innovation and design that it is. In doing so, the benchmark Citation X and its counterparts headed for retirement will serve as the industry standard for all newer business class jet development to aspire to.

Interested in booking a business class jet for your next trip? Call 1-888-722-0776 today!

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Speaking at the at the Milken Institute Global Conference, Bombardier representatives introduced what according to them is the first innovation in over 30 years in business jet seat design and is expected to revolutionize the aviation seat design market. The Nuage passenger seat was an innovation seven years in the making and was developed with the traveler’s optimum comfort in mind. The design team considered every possible implication when engineering the seat which combines the principles of ergonomics and sustainable comfort into a sleek and aesthetically pleasing recliner.

The cornerstone upon which the seat design is made applicable is in the trademarked ‘link system’ developed exclusively by Bombardier. The link system’s design is intended to allow for the ultimate in body positioning while reclining. The ideology is that in order to deliver the ultimate in seat comfort, the seat must transition into a position that flows organically in much of the same way as the traveler’s body.

Nuage business jet seating features trademarked link system seating to comfortably accommodate passenger’s bodies in repose. Photo Credit: Bombardier

When in the reclined position, typical aircraft seating was limited by only the back of the seat tilting. This left the traveler’s lower back in a vulnerable position as the seat itself, or the pan, wasn’t in an optimized position because it remained stationary. This positioning was awkward and did not allow for the passenger’s body to fall naturally into a state of relaxation because they were still experiencing pressure on the lower end of their back where their bottom remained in contact with the seat. When activated, the Nuage seat back will tilt and the seat pan itself will also adjust accordingly by lowering so as to create a fluid and linear flow similar to how the body would move innately while in repose or lounging.

The seat’s exterior is covered in a supple leather and features additional comfort-oriented innovations including the lowering of the seat’s pan to account for travelers of various heights, shapes, and leg lengths and the seats swivel capability and it’s tilting headrest.

The innovations in seat design are one of many modifications in the Global 7000’s journey toward conceptualization and certification. The development process for the Global 7000 started roughly around 2010. The business class jet was expected to be introduced in 2016 but developers put the process in state of suspension and entry into service is anticipated to commence this year.

Bombardier Aerospace is a corporation originally founded in 1942 by French-Canadian mechanic Joseph-Armand Bombardier. The company originally produced snowmobiles and bush vehicles capable of traversing through snowy or swampy conditions. As of the current date, Bombardier is an industry leader in the development and construction of feederliners typically utilized by regional airlines, business class jets, mass transportation vehicles like trains as well as a dabbler in the realm of financial services. The company is headquartered in Montreal, Quebec and is headed by President and CEO Alain Bellemare.

The Bombardier Global 7000 jet is a redesigned version of the Global 6000 and is being marketed as the largest and most extensive range business jet aircraft in the world. The jet boats a 7,700 nm range, a max cruise of mach 0.9, and elevation ceiling of 51,000 ft in conjunction with a specialized steep approach capability making the 7000 one of the highest performing business jets when weighed against comparable aircraft.

The Global 7000 business class jet aircraft’s design was derived from improvement upon the Global Series 6000 version aircraft. Photo Credit: Bombardier

In determining what type modifications needed to be made to improve upon the Global 6000’s design, the developers extended the dimensions on the 7000 and made improvements upon the transonic wing design by reducing the wing’s weight without altering its functionality. The cabin of the 7000 was designed to support 4 separate living sections including a fully functional galley and crew accommodation. The spaciousness of the 7000’s cabin was extended to more than 20 percent over what the 6000’s was stretched to 20 percent more. Taxi testing commenced in October 2016 and the Bombardier Global 7000 took off on its maiden flight in November 2016 at which time the aircraft climbed to 20,000 feet and achieved 240 knots. Orders for the jet came pouring in shortly thereafter and reached into the hundreds. Delivery of the aircraft will begin in 2018.

The jet can comfortably accommodate up to 17 passengers and support a crew of 4. Customized suite selection delivers the opportunity to create the illusion of an actual office or living space to further emphasize the luxurious quality of business jet travel. Fully functional connectivity makes the process of staying up to date and to conduct business while traveling a real time possibility.

State of the art fiber optics allow for connectivity throughout the flight. Photo Credit: Bombardier

A stand up shower and large master suite delivers comfort and the feeling of home while traveling for extended periods of time. Photo Credit: Bombardier

Master suite amenities include full functional bed and bathroom suites Photo credit: Bombardier

Further amenities and creativity expressed through design modifications and inventiveness stretch beyond the Global 7000s interiors. For example, the 7000 features state of the art fly by wire Bombardier Vision avionics and is powered by the General Electric Passport 20 16,500 lbf engine. This powerhouse specifically designed to be implemented into the Global 7000’s design was expressly developed to reduce fuel emissions exponentially. The airframe is constructed out of an aluminum lithium alloy and innovative wing design delivers more stability and smoothness in flight.

As for the present, President and CEO Alain Bellemare Is counting on the sale of the global 7000 whose purchase price roughly 73 million, to help to put the debt saturated company back in the black following certification and delivery. The company plans to maintain a consistency in delivery schedule and does not anticipate any difficulty in introducing the largest, longest range business jet aircraft into into service before the end of 2018.

Photo Credit: Bombardier

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Dassault Frontman and CEO, Eric Trappier, is a Parisian businessman and engineer who has been with the aviation company since 1984. Following his graduation from Telecom SudParis in 1983, he joined Dassault and has spent his career mainly in the defense development sector. In 2006, he transitioned into the position of international general manager from international sales and served as the company’s international executive vice president until former CEO Charles Edelstenne retired at which time Trapper succeeded him. He has since been appointed the president of the Aerospace and Defense Industries Association of Europe and elected the First Deputy Chairman of the Executive Committee of the French Aerospace Industries Association.

Dassault’s Falcon 6X long-range business class jet is the most spacious in the 5,000 nm range. Photo Credit: Dassault

Industry insiders were expecting the 6X’s predecessor to be deliverable as early as 2017. However, due to continuous technical issues with engine manufacturer Safran’s Snecma Silvercrest turbofan, Eric Trappier elected to pull the plug on the program in December of 2017. As the 11,450 pounds force Silvercrest 2D engine was to be the powerhouse behind the Dassault Falcon 5X, the engine’s numerous shortfalls resulted in the loss of performance, leaving the aviation manufacturer with no choice but to halt production. That said, Eric Trappier has indicated that the Falcon 5X prototypes that were developed will not go to waste, the engines will be returned to Safran and some components will be put to use in developing the Falcon 6X prototypes.

Sometime last year, Trappier and his chief designers and engineers started closely following the impressive performance tests of the Pratt and Whitney 800 series engines. Shortly thereafter, Trappier and his team instigated discussions with the Canadian aircraft engine manufacturer. They were under the impression that the P&W engine was the best to power the 5X’s successor.

The Falcon 6X’s spacious cabin can accommodate up to 16 passengers and features three separate lounge areas. Photo credit: Dassault

The Dassault Falcon 6X is similar in design to its predecessor but its features have been optimized to account for its longer range and higher capacity. The Falcon 6X is powered by two PW812D turbofan engines, with 13,460 lbf thrust each to accommodate the aircraft’s extended cabin size and 5500 nm range. The engine was designed specifically for Dassault whose specifications indicated they would need a PW800 similar version engine with roughly 13,000-14,000 lbf, smaller and less weighty than the PW815 and powered by two low-pressure turbine stages. In making the addition of the Pratt and Whitney engine, the decision was made to extend the range, hence the 5500 nm, which is 300 over the proposed range of the 5X.

Various other upgrades to the Falcon 6X include structural modifications like extending the fuselage slightly to maintain the center of gravity and fuel tank capacity increased to over 15,000 lbs. Control surfaces have been augmented and now feature the use of flaperons. Flaperons, which have prior to the Dassault Falcon 6X never been used in business jet development, are utilized as flaps or ailerons. They deliver an additional improvement in control on approaches and during steep descents.

Beyond these implementations, there has been a concentrated effort to increase max takeoff weight and to accelerate the speed and performance of the aircraft. With respect to the aircraft’s performance, the 6X can achieve speeds of 450 knots or Mach 0.80 at 5,500nm and Mach 0.85 at 5100 nm. The aircraft’s max speed will top out at Mach 0.90.

Nuances in the cabin’s design have been made to allow comfortable and spacious accommodation to be delivered to passengers. According to their website, Dassault is billing the Falcon 6X as the “the most spacious, advanced and versatile twinjet in business aviation.” This is due in part to the dimensions of its spacious cabin. At over six feet tall and exceeding 8 feet in width, the cabin’s three separate lounge areas can accommodate up to 16 travelers, with an option to seat 19. The cabin’s extensive length at over 40 feet delivers optimum room for business class travelers to move about without restriction and the in-flight internet capabilities make it possible for busy professionals to stay up to date while engaged in travel.

The Falcon 6X was designed to include more windows than any comparable business jet in its class resulting in optimal viewing pleasure for business travelers. Photo Credit: Dassault

The Dassault Falcon 6X additionally possesses a more extensive fuselage at 84 ft 3in. Further amenities include more windows than any comparable business jet in its class and with the embellishment of a skylight in the galley, the jet is the epitome of an upscale business class aircraft.

The stateroom design will be offered in three compositions each consisting of a three-person sofa sleeper. Variations will include a 12 seat layout consisting of the sofa, a single chair, and worktable alongside the sofa. The 13 seat design makes use of the sofa, two chairs placed adjacent to the sofa or directly across from it and the 14 seat plan that consists of two sofas, one in the aft cabin and no chairs. There will be options for variances in layouts and configurations to include crew rests as well.

The design of the flight deck features a number of state of the art, next generation flight control technologies that incorporate a variety of elements including some taken from fighter jets. The all-digital flight suite Dassault implemented is the EASy III powered by Honeywell Systems alongside a dual HUD display and FalconEye CVS (Combined Vision System) to enhance visual capabilities.

Dassault is well known for using aluminum in their structural designs and the primarily lightweight aluminum alloy airframe construction of the Falcon 6X is no exception.

With the number of improvements to existing designs, one wonders what type price point Dassault will be looking toward. According to Eric Trappier, the company is considering an asking price of 47 million.

The Falcon 6X’s stunning interior design, sleek exterior, state of the art flight deck and powerhouse PW812D turbofan engines are certain to solidify Dassault’s place in the business jet aviation sector. Photo credit: Dassault

Parties interested in the purchase of the Falcon 6X will have to wait until 2022 when the aircraft is expected to make its serviceable debut to see the jet in its fully configured form. The numerous improvements upon previous models and its additional space and luxury accommodations are certain to impact the aviation industry positively and will serve to solidify Dassault’s place in the business jet development sector. Until the day arrives, companies like Gulfstream could have the market cornered in this particular niche.

Trappier, however, has indicated that he is not overly concerned. With customers of the previous Falcon converting orders to various other model Dassault jets and the lifespan of the Dassault Falcon 6X at 30 years, he believes his customer base will hold steady despite the near five year delay before the 6X is serviceable and when the day finally arrives, he believes that they will be thrilled and impressed with the result.

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In developing the all-composite aircraft, Cirrus engineers and designers kept prospective pilots and owners in mind and turned out an aircraft that is strictly intended to deliver streamlined functionality, ease of use and comfort to the individual flying the jet above others. In doing this, they had additionally ended up creating a new niche market for their competitors to strive to deliver aircraft into, the personal jet market. The company has received more than 500 orders for the aircraft and is currently backlogged. As of 2017, Cirrus developed and delivered at least 30 of the Vision jet aircraft and plans to deliver even more this year.

The journey of the Vision Jet from inception to fruition is something of an adventure and goes back at least 10 years. The project was started in 2006 but due to a decline in the economy, it was placed in a state of suspension, not necessarily halted but slowed considerably until picking up steam again in 2012. The jump-start came from an unlikely source. China Aviation Industry General Aircraft Co. (CAIGA) initially merged with Cirrus in 2011, once regulations were met, the merger culminated in an acquisition. Then, flush with badly needed capital, the development process was reignited.

In 2006, the company started accepting deposits for the Cirrus Vision Jet at roughly one hundred grand apiece. In an elaborate public relations attempt to market the jets, deposit holders were given drawings of the jets in the form of jigsaw puzzles, with single pieces being sent one at a time. In June of the following year, after the final piece was delivered and the deposit holder’s puzzles were complete, the jet’s final arrangement was revealed to the public.

That same year, Cirrus secured the lease of a hangar from the Duluth International Airport to be utilized in the assemblage of the jets. The lease was later canceled due to the downturn in the economy in 2009.

Throughout the state of suspension, developers were still working toward stabilizing the aircraft and improving safety as the prototype continued to fly. The jet’s initial flight was in July 2008 at Duluth International Airport. Certification was scheduled for 2015 but unfortunately, due to setbacks in the development of the Cirrus Airframe Parachute System or CAPS, certification was delayed further into 2016. The first production aircraft flew in May of that year and the Williams FJ33-5A turbofan was approved by the FAA in June. In addition, on October 28th, 2016, the Vision Jet finally achieved certification.

Cirrus Vision Jet – Photo courtesy of Cirrus Aircraft

The Vision Jet’s individual composite pieces are developed at a Cirrus production plant in Grand Forks, ND and then assembled further at Cirrus’ Duluth manufacturing facility. Then the parts are shipped as a kit and constructed at the Cirrus owned Vision Center Campus. The newly opened Vision Center is located in Knoxville, Tennessee and is the place where fledgling Vision jet owners will be introduced to their aircraft. Besides the delivery of individual aircraft, the Vision Center features an opportunity for customers to receive factory direct training in their aircraft. Additional options include future servicing of customers aircraft ensuring they receive maintenance from the same place in which their jet was constructed via the factory service center.

Emphasizing safety and comfort over performance, the Cirrus Vision Jet design’s expressed purpose is to deliver ease of use to the pilot. The spacious seating can comfortably accommodate up to 5 passengers in three rows, with the optional removal of the third row to supplant child appropriate seating for two. Multi-zone climate control, WIFI connectivity and entertainment displays round out the experience in the cabin.

The flight deck consists of a derivation of Garmin G3000 Cirrus Perspective Touch. The Garmin G3000 is a touch screen integrated avionics systems developed for use in light turbine aircraft. Vision Jet’s avionics feature three touchscreen controllers and two fully integrated flight displays.

Cirrus Perspective Touch by Garmin® Cockpit

The Vision Jet is powered by a single top-mounted Williams FJ33-5A turbofan engine 1,800 lbf thrust. The FJ33 series of engines are often used to power VLJs. The variation used on the Vision Jet, the FJ33-5A is the most recent in the series and was certified in 2016.

Safety was a priority in the envisioning of the jet’s design from the start, hence the implementation of the Cirrus Airframe Parachute System or CAPS. In the event of engine failure above 1000 feet AGL, the CAPS system will cause a parachute to propel or deploy from the nose of the aircraft. According to the Cirrus website, the CAPS system is responsible for the saving of over one hundred lives in previous Cirrus manufactured aircraft. The jet is additionally equipped with an emergency descent mode that activates should the system detect a cabin altitude that is too elevated.

The Cirrus Vision Jet has the fuel capacity to hold up to 2,000 lbs. in two wing tanks. At full capacity, the jet can achieve a 1,200nm range with a payload less than 500 lbs. Maximum cruise speed is 300 knots and the maximum operating altitude is 28,000 feet.

Cirrus Vision Jet – Photo courtesy of Cirrus Aircraft

Pilots who have been asked to test the functionality and feel of the Vision Jet have reported that the aircraft is a pleasure to fly and it has been well received with the Cirrus customer base who have only previously flown piston engine planes and are looking to fly jets. In fact, a large number of the backlogged orders can be attributed to previous owners of Cirrus aircraft who simply love to fly the planes the aircraft manufacturer designs. In addition, not just pilots and operators are singing the jet’s praises.

Recently, the Vision Jet’s design was awarded the Robert J. Collier Trophy for the “greatest achievement in aeronautics or astronautics in America” for efforts in developing the world’s first single-engine personal jet aircraft featuring a whole airframe parachute system.

So, spacious and comfortable accommodation, ergonomic design to enhance the piloting experience, lightweight composite airframe, sleek and stylish appearance, not to mention that the purchase price of roughly 2 million is less than comparable turbofan aircraft making the Cirrus Vision Jet an absolute bargain especially when coupled with its numerous attributes in safety, technological advancement, and comfort.

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