UPDATE 5:06 PM ET: Gulfstream has put out a formal release on the successful maiden flight of the G650. The vibration that prompted the precautionary landing was centered on a landing gear door.

UPDATE 2:45 PM ET: Early indications are that the unusual vibration that prompted the early landing was in the aircraft's flap system.

UPDATE 2:22 PM ET: N650GA is back on the ground after what is being described by sources as a "unusual vibration"
caused "precautionary landing" at KSAV around 20 minutes into first flight.

UPDATE 2:07 PM ET: Two independent reports show N650GA back on the ground at KSAV after "apparently problem" caused "emergency landing". Working to find details. (NOTE***The landing was never considered an emergency and was deemed precautionary after vibrations in the landing gear door were felt by the crew)

UPDATE 2:01 PM ET: Savannah Airport weather report: METAR KSAV 251853Z 00000KT 10SM FEW070 SCT090 SCT110 OVC180 14/10 A3002 RMK AO2 RAB04E36 SLP165 P0000 T01390100

UPDATE 1:50 PM ET: Flightaware.com tracking just came alive with a GLF6 flying from KSAV to KSAV as Gulfstream 21 with a departure reported at 1:42 PM ET.

UPDATE 1:47 PM ET: Source reported at 1:42 PM that N650GA was airborne and first flight of the ultra long-range Gulfstream G650 business jet was underway from Savannah/Hilton Head International Airport.

UPDATE 1:37 PM ET: Source adds that first flight is now a go at 2 PM ET at KSAV.

UPDATE 1:25 PM ET: One source says that N650GA's APU has been started and the crew is going through pre-flight preparations.

All signs point to Gulfstream flying its flagship G650 early this afternoon at the company's Savannah, Georgia base, sources tell FlightBlogger.

The weather has begun to lift and Jake Howard, Tom Horn and flight engineer Bill Osborne may take the G650 (N650GA) into the sky for the first time around 1pm.

Weather at KSAV shows winds 350@7 kts. with few clouds at 1100 feet and a second broken level at 11000 feet.

I'm keeping a close watch on flightaware.com and the Savannah Airport Webcam as well, which happens to be pointed directly at the Gulfstream hangars.

Follow FlightBlogger on Twitter for the latest updates on G650 progress.

PODCAST: I discuss the United order with Addison Schonland of IAG and Julie Johnsson of the Chicago Tribune.

Late last week, The Chicago Tribune reported that United Airlines had narrowed its options for the first phase of its wide-body fleet renewal to two choices: The Airbus A350 XWB and Boeing 787 Dreamliner.

There are pros and cons to the selection of each model, but what cannot be avoided here is the historic relationship between Boeing and United Airlines that finds its roots at origin of both companies.

Boeing - once named the United Aircraft and Transport Corp. - was split up as part of the Air Mail Act of 1934 that created three separate companies: United Airlines, United Aircraft, the Boeing Airplane Co. United Aircraft would later go on to be known as United Technologies, parent company of engine maker Pratt & Whitney.

The creation of the 727, 737-200 and 767 saw the continued collaboration of these three companies. These new types were powered by Pratt & Whitney engines and launched with orders from United Airlines. In October of 1990, United again served as launch customer for a new Boeing type powered by the P&W engines. The order, which at the time was the largest in commercial aerospace history, was valued at $22 billion and launched the 777 with a firm order for 34 plus 34 options.

Flash forward 20 years and United again returns to the negotiating table with Boeing on a wide-body order, this time to renew the airline's fleet (and its image) for the first half of the 21st century. There are a lot of considerations for United to consider when selecting a new fleet, let's take a look at their remaining options.

The Case for the A350
Though an inelegant replacement for the 767-300ER, the A350-800 fits with United's fleet as a chance to take advantage of the trend in up-gauging aircraft while reducing overall capacity. For example, five 244 seat 767-300ER flights can be consolidated into four 270 seat A350-800s. The A350 family offers models in the -900 and -1000 that can also replace both the 777-200/200ERs and 747-400s in a single common platform. The commonality between all three variants offers flexibility for United's pilots, as well as consolidating three wide-body aircraft types into one while streamlining maintenance and operations. 

Across the Pacific to Australia, United can leap frog over Delta (777-200LR), V Australia (777-300ER) and QANTAS (A380) with the A350-1000 while going from a four engine to a two engine platform with next-generation technology. The investment new United business class interiors suggest that the airline is in no rush to retire its existing wide-body fleet, meaning the 2013-2015 EIS for the A350 family variants makes the timing attractive to coincide with fleet retirement.

The Case for the 787
Even with the 787 potentially being overweight, the -8 will offer superior fuel burn performance on same-sized routes currently flown by the 767-300ER by comparison. As the oldest aircraft currently in the fleet, United's 767-300ERs are the first candidates for retirement. The A350 is too large to act as a suitable replacement for this aircraft. By Airbus' own admission, the A350 covers the larger 787-9, 777-200ER and 777-300ER market more than the 767 market. The training commonality between the 777 and 787 also offers an advantage for crews transitioning between types.   

Implementation plans for 787-8 with airlines like QANTAS and Ethiopian have shown these carriers' intention to deploy the aircraft as a replacement to routes currently flown by 767-300s. Not only can the 787-8 act as a replacement for the 767 fleet for trans-Atlantic routes, but the aircraft could open lower density long-range flights to China, India or Japan. The 787-9 could also replace the 777-200ERs flying with 258 seats on long-haul segments to Asia offering greater efficiency in an optimized platform. The 787-3 in a high-capacity medium haul role also would also be ideal for high-density routes for vacationing travelers to Hawaii from the west coast, acting as a replacement for the older shorter-range 777-200s that fly the routes today.

The 787 could also be available earlier to United than any A350 variant with the Charleston 787 final assembly line coming online in 2012. While initially sized for three aircraft per month along with Everett's seven per month, Boeing could hold the surge line in place or potentially boost Charleston to meet the demand of early delivery dates.

Updating the whereabouts of the now-rapidly-growing 787 fleet has become a regular feature of this blog, and after a week out of the country it's definitely time to get oriented. So, let's get this show on the road.

Test Fleet
ZA001 is in paint hangar 45-04 going through restoration before it heads to the 40-24 building this weekend. ZA002 wrapped up the wing fix on November 16th and was moved to the 40-24 building for systems restore on the same day. ZA003 has remained in 40-24 (red rudder) where it is undergoing the wing fix. ZA004 is at ATS, where it has been since September 8th. ZA005 has left ATS and joined ZA006 on the flight line. ZY998 (fatigue) was moved from the 40-24 building to the flight line on November 16th and to the Circus Tent on November 17th. ZY997 (static) hasn't moved an inch since April 25, 2008, but also completed its wing fix on the 16th.

Production Fleet
A half-painted ZA100/LN7 has been joined on the flight line by ZA101/LN8. ZA102/LN9 did not pass go, did not collect $200 and went straight to ATS for the wing fix on November 15th. ZA103/LN10, ZA104/LN11, ZA105/LN12 and ZA115/LN13 are in the factory being assembled, with wings and horizontal stabilizer for ZA116/LN14 in the house as well.

Photo Credit AirShowFan

This last daily wrap up from Dubai is a tad belated due to some late network issues. We also had to record this one a bit earlier on Tuesday because of some time constraints, so we didn't get the full skinny on the orders announced during the day. That being said, I'm back safe and sound on the East Coast! Thanks everyone for a very memorable week!

DOHA -- Though I hold an economy class ticket on all legs of my journey to and from Dubai, Qatar Airways provided me with a look inside their Premium Terminal for First and Business Class passengers transiting through Doha.

The terminal is separated into three primary areas, first class and business class and security screening and staff waiting area. Once I got off the Airbus A320 (A7-ADJ) in Doha and I boarded a people mover specially fitted with lounge seating for a trip to the terminal that takes less than a minute. Upon arrival I passed through security and made by way up the main escalators of the spacious naturally lit terminal.

One thing you won't find in the Premium Terminal are loud speaker boarding announcements. When you first check into the terminal, a staff member notes your attire so they can find you individually when it's time for your next flight. When it gets a bit busier, staff members will roam the area to make personalized group announcements starting 45 minutes before your departing flight.

It becomes immediately clear that Qatar Airways has spared no expense for its premium customers, with showers and beds (for use up to 6-hours) for both classes. First Class lives up to its name with an area for spa treatments, a jaccuzzi and a sauna. Access to the spa is actually the only area of the terminal that is not included in the cost of the ticket and passengers can select from a menu of indulgent options during their layover.

Small things like play areas for little children and families, as well as a room with Playstation 3 terminals are all available to pass the time (for kids of all ages). The terminal also features twin male and female prayer rooms for Muslim passengers, an indication of airline's cultural heritage.

The First Class area can accomodate around 125 passengers and the Business Class area was expanded four months ago to accomodate up to 600 passengers. During peak evening hours, both room are very commonly filled to capacity. Both areas have business centers, free wi-fi terminal wide (thank you!), as well as buffets to fuel up before or after a long flight - which I'm doing as I write.

I want to thank Qatar Airways for the opportunity to visit their Premium Terminal. It's good incentive to try and return one day as a premium passenger. A guy can dream, right? In the mean time, I'm perfectly content with whatever class I fly...as long as I'm in the sky.

(More pictures later)

DUBAI -- Cessna handed over the keys of the first Middle Eastern Citation X fitted with elliptical winglets to Wallan Aviation here at the Dubai Air Show.

Saad Wallan, chairman of Wallan Aviation says the aircraft, with its range extending blended winglets, allows for non-stop travel between Riyadh and London at the Citation X's signature high-speed cruise at Mach .92.  

The newly introduced winglets add a 15kt boost in cruise speed and 545kg more payload at hot and high airports, as well as a 280 km (150nm) increase in range.

Along with a reduced time to climb, Cessna says the winglets also reduce fuel consumption by 4-5% for long range missions.

With Sunday's delivery to Wallan, the aircraft will immediately enter service following the show.

Wallan Aviation operates a fleet of Cessna aircraft and is the company's authorized sales representative and authorized Citation Service Center in the Middle East.

The US Federal Aviation Administration certified the retrofit of the winglet for the Citation X in June and includes the replacement of the existing anti-collision and position light system with LED versions.

As a previous order holder for the super midsize Columbus business jet that was cancelled by Cessna in July, Wallan says that even with the downturn that sidelined the new aircraft, his company has found a silver lining that has made the substitution of the Citation X ideal.

Wallan says that his company has benefitted from the downturn, in that previous operators of large-cabin BBJ and Gulfstream aircraft have opted for a smaller aircraft like the Citation X for their travel needs.

Wallan says that the dust has now settled following the sharp downturn in business jet travel, adding that the Dubai Air Show represents a barometer for the industry.

"We have a lot of faith in this show to show us the direction," says Wallan.

DUBAI -- Boeing's vice president of marketing, Randy Tinseth outlined development milestones for the company's 787 and 747-8 programs today in Dubai.

The company announced earlier today the completion of the installation of the wing fix on its 787 static aircraft - ZY997 - and ZA002, the second of six flight test aircraft.

Tinseth says restoration operations are underway to refit access doors, systems, seals and fasteners on ZA001 and ZA002 in preparation for flight, while ZY997 is being refitted with strain gauges and instrumentation required for testing.

The company reaffirmed its plan to test the design of the modification on the static airframe later this month, and plans to fly ZA001 by the close of 2009.

Meanwhile, Tinseth announced that RC501, the first 747-8F which recently moved to the paint hangar is 98% complete, with the second and third 747-8F flight test aircraft 93% and 86% completed, respectively.

In addition, Tinseth says has passed 87% of engineering released on the company's new 747-8 Intercontinental passenger jet and has completed the critical design review phase.