Matt Thurber, editor-in-chief at AIN Media Group, has been flying since 1975 and writing about aviation since 1978 and now has the best job in the world, running editorial operations for Aviation International News, Business Jet Traveler, and FutureFlight.aero. In addition to working as an A&amp;P mechanic on everything from Piper Cubs to turboprops, Matt taught flying at his father’s flight school in Plymouth, Mass., in the early 1980s, flew for an aircraft owner/pilot, and for two summer seasons hunted swordfish near the George’s Banks off the East Coast from a Piper Super Cub. An ATP certificated fixed-wing pilot and CFII and commercial helicopter pilot, Matt is type-rated in the Citation 500 and Gulfstream V/550. Based in the Pacific Northwest, Matt and his team cover the entire aviation scene including business aircraft, helicopters, avionics, safety, manufacturing, charter, fractionals, technology, air transport, advanced air mobility, defense, and other subjects of interest to AIN, BJT, and FutureFlight readers.

Editor-in-Chief

Matt Thurber

Gulfstream’s three flight-test G500s have logged more than 430 hours and 105 flights to date, and the first to fly, T1, has just completed flutter testing. T1 <a href="https://www.ainonline.com/aviation-news/business-aviation/2015-05-18/gulfstream-g500-logs-maiden-flight">first flew on May 18, 2015</a>, and has logged more than 320 hours, flown to a maximum speed of Mach .999 and maximum altitude of 53,000 feet, with its longest flight topping five hours. The flutter testing took place during more than 50 flights.&nbsp;T1 is now undergoing envelope expansion, air data system testing, aero performance, brakes and field performance, handling qualities and flight controls testing.

 


Meanwhile, T2 flew to Eglin Air Force Base in Florida, where it completed climatic chamber testing at the McKinley Climatic Laboratory. This included three days of hot testing at up to 55 degrees C and two days of cold testing down to -40 degrees C.&nbsp;

 


T2 and T3 both took flight on Nov. 20, 2015. “T2 is focusing on flight loads validation, along&nbsp;with aircraft performance and systems testing,” according to Gulfstream. Test pilots are putting the Honeywell-based Symmetry Flight Deck through its paces on T3, which has logged a flight lasting more than six hours and is also being used “to evaluate ice-protection system performance, landing gear and nosewheel steering operation, environmental control system performance and the cabin pressure control system, as well as community noise testing.”&nbsp;

 


Two additional G500s are being prepared to join the flight-test program: T4, which is in the final stages of preparation for its first flight, and P1, equipped with a full production interior that will be used for testing interior elements and “complete integration of the aircraft systems with the passenger experience.”

 


“The G500 has accomplished a great deal since we launched the flight-test program in May 2015,” said Dan Nale, senior vice president of programs, engineering and test. “This latest accomplishment, as well as the outstanding performance and reliability of all three flight-test aircraft, highlights the tremendous progress being made. The flight-test team has started the new year off with great success.”

 


The fly-by-wire G500 and G600 are the newest members of the Gulfstream family and for the first time bring sidestick flight controls into a Gulfstream cockpit. The 15,144-pound-thrust Pratt &amp; Whitney Canada PW814GA-powered G500 offers range of 5,000 nm at Mach 0.85 or 3,800 nm at Mach 0.90. The longer G600, powered by 15,680-pound-thrust PW815GA engines, is expected to fly 6,200 nm at Mach .85.&nbsp;

 


FAA and EASA certification of the G500 is planned for 2017, with entry into service in 2018, followed by the G600 in 2019.

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