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5 2 S I M P LY A B U DH A B I The G500 and G600 were in development in Gulfstream’s Research and Development Centre for four years before the company announced the aircraft in 2014. Much of this research and development was a collaboration among Gulfstream engineers, pilots and customers. ‘Thanks to the support of our parent company, General Dynamics, Gulfstream’s Research and Development Centre employs more than 1,500 engineers and features state-of-the-art labs that allow us to fine-tune aircraft concepts and harness the latest technology to meet our customers’ needs,’ says Nale. ‘For the G500 and the G600, these labs include Iron Birds, which allow full evaluation of the aircraft’s systems and software on the ground; the Integration Test Facility, which allows us to test the flight deck and interior experience; and the Systems Integration Bench, where we test the Data Concentration Network (DCN). ‘The DCN is an advanced, on-board technology infrastructure that provides a higher level of data and requires fewer cables and parts, resulting in significant weight savings. The Research and Development Centre also includes a Conceptual Advanced Simulation Environment to develop the fly-by-wire system and perform human-factor evaluations. We have conducted tens of thousands of hours of ground testing for the G500 and G600 in these labs.’ Both GulfstreamG500 and G600 are on course to receive U.S. Federal Aviation Administration (FAA) type certification in 2018. Part of this process includes undertaking FAA-mandated flights totalling 300 hours, which are used to evaluate how the aircraft behaves in conditions representative of normal in-flight operations, including hot, cold and humid environments. Gulfstream, however, has gone beyond what the FAA requires for certification by flying a fully outfitted production G500 more than 400 hours. The G600 has also amassed more than 1,395 flight hours during more than 360 flights. Next on the aircraft’s schedule is FAA certification testing for flyover noise. ‘The certification programme includes hundreds of tests, from flying qualities to flight loads validation and aircraft systems testing, among many others,’ explains Nale. ‘The G500 flight-test programme has been going remarkably well, as the extensive research and development behind the programme helped us build aircraft that are already quite mature before first flight.’ Further enhancements to the G500 have even been made during the flight-test programme; Gulfstream realised that with a little more time, it could offer increased range while still meeting its delivery commitments, and as a result, the G500 that will be offered to customers will be an even better-performing aircraft than originally anticipated. ‘The market has shown a lot of excitement for the G500 and the technological advancements on board. While we want to get the aircraft to customers as soon as we can, we also want to deliver the best aircraft possible,’ says Nale. Being ahead of the curve is something that Gulfstream prides itself on. Asia is Gulfstream’s largest international market, with more than 330 Gulfstream aircraft based in the Asia-Pacific region, 285 of them large-cabin, so while the G500 and G600 are nearing completion, a new generation of Gulfstream aircraft are already being conceived. ‘Since the first purpose-built business jet, the GulfstreamGI, entered service 60 years ago, Gulfstream has been bringing fresh innovations to the market with each new aircraft,’ says Nale. ‘Our research and development teams are always working on advancements in safety, technology, in-flight connectivity and cabin comfort.’