64 AIRLINER WORLD JUNE 2018
Silvercrest Problems
The straw that broke the camel’s
back for the 5X project was an
issue with the high-pressure
compressor, part of a jet engine
that increases the pressure of air
before it reaches the combustor,
which came to light last
September. Safran, the firm which
manufactures the powerplant,
said it was unable to get the high-
pressure compressor to perform
throughout Dassault’s required
flight envelope.
The French airframer had
originally intended to deliver the
first customer aircraft in 2017 but
a series of snags saw Dassault
alter its delivery schedule for
the 5X. In 2016 the engine
manufacturer informed the
company it had identified all the
concerns with the powerplant and
could meet Dassault’s revised tar-
get of 2020 for entry into service.“When we faced new difficulties
last September... with the HP
turbine, it suddenly became too
much,” Trappier admitted.
The Dassault CEO revealed in
February that the company was in
discussions with Safran regarding
compensation: “We are at the
level of the claim. We are claiming
we need compensation...so right
now we are discussing this
sensitive subject with Safran.”
When the termination of the 5X
programme was announced in
December, a statement from
Safran said Dassault did not share
its view of the “status of the pro-
gramme”. The engine firm added
that “contractual penalties appli-
cable to the engine development
phase” had already been provi-
sioned in its accounts and reaf-
firmed its 2017 financial targets.
(Photo Safran)challenging airports, such as Lugano,
St Tropez and Aspen.
Dassault is also touting the 6X’s ‘short
hop and go’ ability. It says the aircraft
can land with more fuel than compet-
ing aircraft, making it easier for opera-
tors to make a ‘short hop’ to an interim
airfield to pick up passengers and then
continue on to a long-haul destination
without having to refuel.
As the uncertainty around the 5X
programme increased in recent years,
several customers cancelled their
orders, including 12 in 2016 and a
further three last year. Trappier
revealed most went on to purchase
another member of the Falcon family,
mainly 7X and 8X jets. Discussions are
now under way with the remaining 5X
customers regarding the transfer of
their contracts to the new model.
Dassault had valued the 5X at around
$45m in 2015 prices and Trappier
revealed the cost of the 6X will be
$47m in 2018 prices, “so almost the
same price”.
“Those who were expecting a 5X will
get [a] better [aircraft] with the 6X,” he
told journalists at the launch.
First flight of the Falcon 6X is plannedfor early 2021 with certification and
entry into service scheduled for 2022.
Trappier admitted this was a “challeng-
ing” schedule but is optimistic the firm
can deliver.
He explained: “We are still in negotia-
tions with most of our suppliers, so we
are going to work hard to finalise the
programme. We feel very confident
that in 2022 we will have the capability
to deliver a certain number of aircraft,
then ramp up to the level of two
aircraft per month from 2023.
Obviously, that depends on how the
market reacts [to the 6X].”TOP LEFT • Natural light
floods into the cabin,
courtesy of 14 large
windows on each side
of the fuselage.ABOVE LEFT • The aircraft
accommodates up to 16
passengers and the cabin
can be split into three
distinct zones.LEFT • Eric Trappier,
Dassault Aviation CEO,
said the 6X “raises the
bar in terms of comfort,
availability and mission
capability”.ABOVE RIGHT • The galley
features a skylight,
which Dassault says is
the first of its kind on a
business jet.