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44-677: The first production G550 (GV-SP) flew on 18 July 2002 and the aircraft received its FAA type certificate on August 14, 2003. In 2014, Gulfstream looked at a re-engine with the Rolls-Royce Pearl BR700 development announced in May 2018 for the new Global Express 5500 and 6500 variants but preferred the BR725-powered, 7,500 nmi G650 . The 500th Gulfstream G550 aircraft was delivered in May 2015. Deliveries went from 50 aircraft in 2011 to 19 in 2016 and with 40 units for sale in

88-436: A general aviation aircraft and hundreds of millions of dollars for a commercial aircraft ; certification delays can cost millions of dollars and can decide a program's profitability. A type certificate (TC) is issued to signify the airworthiness of the approved design or "type" of an aircraft to be manufactured. The TC is issued by a regulatory authority, and once issued, the design cannot be changed unless at least part of

132-576: A CAA may build and operate airports , including non- airside operations such as passenger terminals; the Civil Aviation Authority of Nepal and the Civil Aviation Authority of the Philippines being among such authorities. In other countries, private companies or local government authorities may own and operate individual airports. Civil aviation authorities do not regulate military aviation. Military aviation will typically have

176-768: A completely separate personnel licensing system. In the United Kingdom, military aviation is regulated by the Military Aviation Authority . The International Civil Aviation Organization (ICAO) refers to civil aviation authorities as National Airworthiness Authorities (NAA), particularly when referring to an authority in its capacity as an airworthiness authority; or sometimes as National Aviation Authorities (also NAA). EASA refers to them as National Aviation Authorities. The independent development of CAAs resulted in differing regulations from country to country. This required aircraft manufacturers in

220-561: A fleet of 540. Valuations of the G550 are falling: a 10-year-old G550 valued $ 28 million a year before is worth $ 18-$ 20 million in January 2017, while a two-year-old went from $ 40 to $ 35 million. In May 2017, early 2003 G550s were valued at $ 14 million against more than $ 45 million for newly purchased aircraft, flying an average of 425 hours per year. In December 2018, a 2012-2013 G550 was valued $ 28-31 million, and cost $ 7,135 per hour for 400 hours

264-454: A given TC, each one need not be tested as rigorously but the confidence demonstrated by the TC is conferred, when the aircraft has been assigned a certificate of airworthiness (CoA). A CoA is issued for each aircraft that is properly registered if it conforms to its type design and ready for safe operation. The CoA is valid and the aircraft may be operated as long as it is maintained in accordance with

308-516: A new variant may require re-certification. Again the basic process of type certifications is repeated (including maintenance programs). However, unaltered items from the basic design need not be retested. Normally, one or two of the original prototype fleet are remanufactured to the new proposed design. As long as the new design does not deviate too much from the original, static airframes do not need to be built. The resultant new prototypes are again subjected to flight tests. Upon successful completion of

352-401: A proposed timetable of actions required for certification tests. With the application, the regulations to be applied will usually be frozen for this application for a given amount of time in order to avoid a situation where the applicant would have to change the design as a result of changed regulation. An initial design sample known as a prototype is built. This refers to either the aircraft,

396-630: A year. As it was replaced by the Gulfstream G600 by October 2019, the G550 was kept in limited production for long-term special missions applications and government orders. The final commercially available G550 was delivered in June 2021 after more than 600 of the aircraft were produced. Compared to the Gulfstream V, drag reduction details boost range by 250 nmi (460 km) and increase fuel efficiency . Maximum takeoff weight (MTOW)

440-490: Is FL 400-410, first hour fuel burn is 4,500–5,000 lb (2,000–2,300 kg) decreasing for the second hour to 3,000 and 2,400 lb (1,400 and 1,100 kg) for the last hour. Flight hourly budget is $ 700-950 for engine reserves, $ 250 for parts and 2.5 maintenance hours. It competes against the Bombardier Global 6000 , which has higher direct operating costs and less range but a more spacious cross section, and

484-470: Is drawn with inputs from tests results and also from initial customers' engineering departments. The proposed maintenance program is submitted to the regulators for comment and approval. After successful completion of ground and flight tests, along with an approved maintenance program, the prototype is approved, and the firm is granted the TC for the prototype (as understood that it should include all furnished equipment for its intended role). The legal term for

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528-506: Is increased by 500 lb (230 kg) and takeoff performance is enhanced. A seventh pair of windows is added and the entry door is moved 2 ft (0.61 m) forward to increase usable cabin length. The PlaneView flight deck features cursor control devices , Honeywell Primus Epic avionics, standard head-up guidance system by Rockwell Collins and enhanced vision system by Elbit , improving situational awareness in reduced visibility conditions . Initial long-range cruise altitude

572-405: Is tested, the flight tests may cover the whole world. Tests may also cover different environments - high and low altitude, freezing and hot climates, and so on, to confirm correct performance throughout the aircraft's design envelope . In parallel with aircraft testing, the applicant firm also draws up maintenance program to support continuous airworthiness after approval of the design. The program

616-422: Is thus compromised. The regulators will now issue an airworthiness directive to the type certificate holder and to all owners globally. The directives normally consists of additional maintenance or design actions that are necessary to restore the type's airworthiness. Compliance is mandatory and thus if an operator does not comply with an AD, then the datum aircraft is not considered airworthy and further operation of

660-510: The Civil Aviation Administration of China (CAAC). When changes are needed to an airframe or on-board equipment, there are two options. One is to initiate a modification by the type design holder (manufacturer), and the other is to request a third party Supplemental type certificate (STC). The choice is determined by considering whether or not the change constitutes a new design (i.e. introduces risk not considered in

704-604: The Dassault Falcon 7X with fly-by-wire flight controls, better fuel efficiency and a wider but shorter cabin. The aircraft is operated by numerous governments, private individuals, companies and executive charter operators. A number of companies also use the aircraft as part of fractional ownership programs. Data from G550 Brochure General characteristics Performance Related development Aircraft of comparable role, configuration, and era Type certificate A type certificate signifies

748-498: The September 11 attacks . The certifying authority issues an AD when an unsafe condition is found to exist in a product (aircraft, aircraft engine, propeller, or appliance) of a particular type design. ADs are used by the certifying authority to notify aircraft owners and operators of unsafe conditions and to require their correction. ADs prescribe the conditions and limitations, including inspection, repair, or alteration under which

792-412: The airworthiness of a particular category of aircraft, according to its manufacturing design ( type design ). Certification confirms that the aircraft of a new type intended for serial production is in compliance with applicable airworthiness requirements established by the national air law . For up to three seats, primary category aircraft certification costs around US$ 1 million, US$ 25 million for

836-781: The A340-600 which is based on the Airbus A340-200 and the A340-300. Any additions, omissions or alterations to the aircraft's certified layout, built-in equipment, airframe and engines, initiated by any party other than the type certificate holder, need an approved supplementary ("supplemental" in FAA terminology) type certificate, or STC. The scope of an STC can be extremely narrow or broad. It could include minor modifications to passenger cabin items or installed instruments. More substantial modifications may involve engine replacement, as in

880-664: The Blackhawk modifications to Cessna Conquest and Beechcraft King Air turboprops , or a complete role change for the aircraft, such as converting a B-17 or Stearman into an agricultural aircraft. STCs are applied due to either the type certificate holder's refusal (frequently due to economics) or its inability to meet some owners' requirements. STCs are frequently raised for out-of-production aircraft types conversions to fit new roles. Before STCs are issued, procedures similar to type certificate changes for new variants are followed, likely including thorough flight tests. STCs belong to

924-657: The European Union and the European Free Trade Association. Member states continue to have their own agencies, which implement EASA rules. EASA has working relationships with non-member states including Armenia, Georgia, Moldova and Ukraine. It was renamed the European Union Aviation Safety Agency in 2018. This is a list of national and supra-national civil aviation authorities. (If the local language

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968-499: The STC holder and are generally more restrictive than type certificate changes. The TC holder remains responsible for the continued integrity of the approved aircraft type design and must continue to be the focal point for resolving issues that may require corrective action. This requires the continued capability, or access to a capability, of providing appropriate technical solutions for service difficulties or mandatory corrective action. If

1012-399: The U.S. these sub-assemblies must meet requirements in the applicable Technical Standards Order (TSO). To meet those requirements the design documents are examined for compliance with the applicable Minimum Operating Performance Standards (MOPS) applicable to that sub-assembly. MOPS are published by expert industry groups such as: RTCA Inc., EUROCAE, and SAE. When aircraft are produced to meet

1056-464: The affected aircraft type would be unlawful , making the operator liable to legal action by the relevant national aviation authority, and rendering null-and-void any of the operator's insurance policies relating to the type, such as hull loss and accident third party coverage. ADs may also be raised with changes of the local or global aviation rules and requirements, e.g., the requirement to fit armored cockpit doors for all passenger airliners after

1100-411: The airworthiness certificate of their aircraft to remain valid. Other continuing airworthiness activities include additional tasks associated with the maintenance program and design changes to be accomplished via: Sometimes during service, the aircraft may encounter problems that may compromise the aircraft's safety, which are not anticipated or detected in prototype testing stages. The aircraft design

1144-472: The applicable airworthiness requirements and remains in a condition for safe operation throughout its operating life called continuing airworthiness . A maintenance program is issued by the aircraft operator and approved by the regulatory authority of the state of registry to maintain the airworthiness of the aircraft of the type owned by the operator. Maintenance tasks outlined in the maintenance program have to be scheduled and timely accomplished in order for

1188-407: The applicant design organisation submits documents to their local aviation regulating body, detailing how the proposed aircraft type design would fulfill the airworthiness requirements. After investigations by the regulator, the final approval of such documents (after the required comments and amendments in order to fulfill the laws), becomes the basis of the certification. The firm follows it and draws

1232-509: The bulletins and report the decision to the regulatory authority of the state of the aircraft registry. Sometimes SBs can become mandated by relevant ADs. Often the basic design is enhanced further by the type certificate holder. Major changes beyond the authority of the service bulletins require amendments to the type certificate. For example, increasing (or decreasing) an aircraft's flight performance, range and load carrying capacity by altering its systems, fuselage, wings or engines resulting in

1276-526: The certification program, the original type certificate is amended to include the new variant (normally denoted by a new model number additional to the original type designation). Typical examples are; the Boeing 737NG (737-600, 737-700, 737-800 and 737-900) which replaced the 737 Original family (737-100 and 737-200) and the 737 Classic family (737-300, 737-400 and 737-500) and the Airbus A340-500 and

1320-553: The engines or the propeller, depending on the basis of the certification. For the purpose of illustration, the discussion shall be limited to the aircraft. Normally a few prototypes are built, each subject to different tests. The prototypes are first used for ground and system tests. One of the prototypes (known as the "static airframe") is subject to destructive testing, i.e., the prototype is subject to stress beyond normal and abnormal operations until destruction. The test-results are compared with initial submitted calculations to establish

1364-519: The firm is now the "type certificate holder". Subsequently, the prototype now serves as a template for serial aircraft production and the aircraft rolling out of the factory should be identical to the prototype within the frames outlined in a TC data sheet, and each given a serial number (a "series aircraft"). As the aircraft enters into service, it is subject to operational wear and tear which may cause performance degradations. The set of processes by which an aircraft, engine, propeller or part complies with

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1408-434: The first type design). If so, then type design holder must develop and approve a modification to the type design. If the regulatory authority agrees the change does not introduce new risk, the STC option is available. An STC is less expensive because the design change can be developed by a specialized design organization, a generally more flexible and efficient process than going through the original manufacturer. The STC defines

1452-452: The holder is no longer capable or if the TC is transferred to another holder a regulatory authority should take appropriate action in accordance with the national legislation. In the case of the TC being transferred to another holder the new holder shall be capable of fulfilling the TC holder responsibilities in following ADs and providing technical support to keep the type design current with the applicable airworthiness requirements, even after

1496-746: The investigation of aircraft accidents, although in many cases this is left to a separate body (such as the Australian Transport Safety Bureau (ATSB) in Australia or the National Transportation Safety Board (NTSB) in the United States), to allow independent review of regulatory oversight. A CAA will regulate the control of air traffic but a separate agency will generally carry out air traffic control functions. In some countries

1540-800: The past to develop different models for specific national requirements (such as the BAe Jetstream 31 ), and impeded airline travel into foreign jurisdictions. The Convention on International Civil Aviation (Chicago Convention) was signed in 1944 and addressed these issues. This then led to the establishment by the United Nations of the International Civil Aviation Organization (ICAO) in 1947 which now oversees member states, and works to implement regulatory changes to ensure that best practice regulations are adopted. The Joint Aviation Authorities (JAA)

1584-543: The process for certification is repeated to cover the changes. The TC reflects a determination made by a regulatory authority that the type design is in compliance with airworthiness requirements. Examples of regulatory authorities are the United Kingdom's Civil Aviation Authority (CAA), the U.S. Federal Aviation Administration (FAA), the European Aviation Safety Agency (EASA), Transport Canada , Brazil’s Agência Nacional de Aviação Civil and

1628-456: The product design change, states how the modification affects the existing type design, and lists serial numbers of the aircraft affected. It also identifies the certification basis for regulatory compliance for the design change. The TC implies that aircraft manufactured according to the approved design can be issued an airworthiness certificate . To meet those requirements the aircraft and each sub-assembly must also be approved. For example, in

1672-477: The product may continue to be operated. With increasing in-service experience, the type certificate holder may find ways to improve the original design resulting in either lower maintenance costs or increased performance. These improvements (normally involving some alterations) are suggested through service bulletins to an aircraft owners/operators as optional (and may be extra cost) items. The owner/operator shall exercise their discretion whether or not to incorporate

1716-423: The production of the aircraft type has stopped but many out-of-production aircraft continue useful lives. STCs are also bound by the same rules. When the holder decides to stop supporting the aircraft type without the transfer of TC holder responsibilities, the TC is returned to the issuing regulatory authority and the remaining aircraft fleet can be grounded by the current states of registry until further decisions on

1760-413: The registered aircraft continuing airworthiness. In this manner the whole Concorde fleet was finally grounded when Airbus SAS surrendered its TC. Civil Aviation Authority A civil aviation authority ( CAA ) is a national or supranational statutory authority that oversees the regulation of civil aviation , including the maintenance of an aircraft register . Due to the inherent dangers in

1804-663: The rules issued by the regulatory authority. The concept of a 'type certificate' was introduced by the "Air Navigation Regulations" published in May 1919 by the UK's Secretary of State for Air , Winston Churchill . The Buhl-Verville CA-3 Airster was the first aircraft to receive a type certificate in the US, (i.e. A.T.C. No. 1) issued by the Aeronautics Branch of the Department of Commerce on March 29, 1927. Initially,

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1848-416: The ultimate structural strength. Other prototypes will undergo other systems tests until the satisfaction of the regulators. With all ground tests completed, prototypes are made ready for flight tests. The flight tests are flown by specially approved flight test pilots who will fly the prototypes to establish the ultimate flight limits which should be within the airworthiness rules. If a long range airliner

1892-582: The use of flight vehicles, national aviation authorities typically regulate the following critical aspects of aircraft airworthiness and their operation: Depending on the legal system of the jurisdiction, a CAA will derive its powers from an act of parliament (such as the Civil or Federal Aviation Act), and is then empowered to make regulations within the bounds of the act. This allows technical aspects of airworthiness to be dealt with by subject matter experts and not politicians. A CAA may also be involved in

1936-672: Was founded in 1970, for cooperation between European CAAs. It published the Joint Aviation Requirements (JAR), to create minimum standards across agencies. It was replaced by the European Aviation Safety Agency and disbanded in 2009. The European Aviation Safety Agency (EASA) was created in 2003 as an agency of the European Union, replacing the Joint Aviation Authorities. It standardises aviation regulations across

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