7X

Bordeaux based Dassault launched the 7X as the ‘Falcon Next’ at the 2001 Paris Air Show. Aimed to be a large cabin, long range aircraft, Dassault promised that the aircraft would be the most advanced business jet in the world, and would offer 30 per cent higher performance than the Falcon 900EX, while only costing approximately 10 per cent more.

To achieve this, Dassault applied its advanced CATIA (Computer Aided Three Dimensional Interactive Application) software for the development of the aircraft. This allowed it to optimise the 7X’s design using digital models to test, validate and anticipate a number of features, from aerodynamics to maintenance long before its first flight in May 2005. The aircraft received FAA and EASA certification in April 2007, and delivery of the first Falcon 7X was made in June the same year.

The result of that design work has been nothing short of delivery Rolls-Royce performance for up to 14 passengers, with a range of 5950nm (with eight passengers and three crew) and a maximum cruising speed of 488kts, putting a number of routes in either direct or one stop range comfortably – even from Australia.

While externally resembling its smaller trijet stablemate, the Falcon 900 (it shares the same fuselage cross-section but has a redesigned nose), a noticeable difference is the 7X’s new wing. This features a 34.5 degree sweep, a span of 26.1m and an area of 70.7m, with full-span leading edge slats and slotted flaps. Dassault says that it has been completely optimised for cruising at M0.8 over long distances, as well as good low-speed handling. It also features standard winglets, which were added during the development of the program helping boost the aircraft’s range significantly.

The 7X’s fuselage is also significantly longer than other Falcons, at 23.2m. The fuselage construction is also somewhat unique, using two half-cylinder sections which are fused together rather than the traditional barrel construction. The aircraft is also the first Falcon to feature a curved, four panel windshield.

The 7X also fearures trailing-link landing gear, while the wheels and tyres are much larger than other Falcons, making for smooth landings and ground manoeuvring.

In the cockpit, the 7X features Dassault’s signature EASy digital avionics suite. Although based on the Honeywell Primus Epic system used on a number of other business jets, the EASy has been customised by Dassault, and features four 25.4x33cm active matrix LCD displays, but has a few different features compared to other Epic cockpits.

“They are not the same shape as the standard, [and] not located in the same way, “said Jean-Michel Jacob, Dassault’s vice president of international sales told Australian Aviation. “We decided not to put a row of screens but instead put three wide screens and one lower screen below the central screen so that captain and copilot can share two screens together.”

Added to this is the first application of fly-by-wire technology to a dedicated business jet, which was a natural adaptation for the French manufacturer. “Dassault has a very long history in fly by wire. We have been using this technology on our fighter aircraft [including the Mirage 2000 and Rafale] for a very long time,” said Didier Raynard, Dassault sales manager for Australia and New Zealand.

With its digital flight control system (DFCS), the systems have been designed to handle a number of tasks, including automatically adjusting trim in different flight stages and adjusting controls for turbulence or cross-winds while also preventing the aircraft from breaching its performance envelope.

“It is a technology breakthrough but it is a proven one,” said Raynard. “It improves the safety and comfort of our aircraft, and the flying characteristics of the 7X.”

Importantly for a long-haul aircraft, the DFCS provides for protection from incorrect pilot inputs during critical flight stages. “When you land an aircraft after 13-14 hours of flight, you’d better have a safe airplane,” said Raynard.

As with other FBW aircraft such as the Airbus A320, the 7X features sidestick controls. “Pilots are always a bit worried when they board the plane, but after 30 seconds they forget they are flying a fly by wire aircraft with a sidestick,” said Jacob.

Powering the aircraft are three Pratt & Whitney PW307A turbofans, which produce up to 29kN (6405lbs) of thrust. The turbofans also feature dual-channel FADEC (full authority digital engine control), and have a time between overhaul of 7200 hours.

Although competing in the same class as the Gulfstream G500 and Bombardier Global Express XRS which feature two engines, the 7X has retained the trijet configuration. Interestingly, even with three engines, operating costs of the 7X are actually lower than the competition.

“Like the other Falcons, we have a very good aerodynamic design, and we have much smaller engines than the competition and [therefore] consume much less fuel,” said Raynard.

As well as being able to fly further away from alternate airports that twinjets can, Jacob says that there are other benefits to having three engines. “We certify our three engine aircraft for being ferried on two engines, so if you are lost out in Vanuatu and you want to fly back with one engine down, you just have to unload your passengers and ferry back to base,” he said.

On the inside, the 7X’s cabin has a width of 2.34m with a length of 11.9m and maximum height of 1.87m, giving it a volume of 43.9m. In a standard layout, 12 passengers can be accommodated in three spacious zones, as well as private lavatory and kitchen area. Different seating options can bring the capacity up to 14, and cabins can be customised to meet client needs.

The 7X’s cabin windows are larger than on the 900, while passengers also benefit from the 6000ft cabin altitude, nearly 2000ft less than standard. This makes it more comfortable cabin for passengers, particularly on long range flights.

Another feature is the large baggage storage area at the rear of the aircraft, which has 3.96 cu m available.

The aircraft has a maximum takeoff weight of 31.3 tonnes and a maximum landing weight of 28.3 tonnes. Jacob says that this was an important design configuration. “We made it important that our maximum landing weight was very close to the maximum takeoff weight. If there is any trouble on the takeoff, you can land fast.”

Sales of the 7X had largely been strong at the time the aircraft entered service in 2007. At the time, the company boasted that the aircraft’s backlog had extended to 2014, coming form a range of operators primarily in Europe and the US.

However, the recent events of the global financial crisis have affected that backlog, with a number of customers choosing to delay or cancel their orders for the large jet. One high profile example was Citigroup, which was forced to cancel an order for a 7X due to public concern about the ‘excess’ that the aircraft represented after the bank was bailed out. The cancellation came only weeks before the aircraft was due to be delivered.

Nevertheless, he says that customers elsewhere, particularly in Asia-Pacific, are still looking forward to taking delivery of their aircraft, with a number due in the region soon despite the manufacturer being a relative latecomer in the region. “We have to deliver one in New Zealand in two months time and three in Southeast Asia within the next 12 months,” said Jacob.

Given the long distances that many business jets based in Australia fly, Jacob sees good potential for the 7X. “In spite of the crisis, we have more business in progress and it’s clear that the 7X will have its own market especially in Australia,” said Jacob.

A key appeal is the 7X’s ability to make year-round one-stop trips to New York and London from anywhere on the east coast of Australia. “In Australia, wherever you are, you will always reach London or New York with one stop, with very wide margins,” said Jacob.

As a leader in technology and efficiency in its class, the Falcon 7X looks destined to weather the downturn and continue the strong Dassault business jet legacy.