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PEGACSA72V1 | Certified System Architect (CSA) 7.2 V1

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PEGACSA72V1 - Certified System Architect (CSA) 7.2 V1 - braindump

Vendor Pegasystems
Exam Number PEGACSA72V1
Exam Name Certified System Architect (CSA) 7.2 V1
Questions 73 Q & A
Recent Update October 12, 2018
Free PDF Download PEGACSA72V1 Brain Dump
Download Complete PDF Killexams PEGACSA72V1 Complete Document


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PEGACSA72V1 exam Dumps Source : Certified System Architect (CSA) 7.2 V1

Test Code : PEGACSA72V1
Test Name : Certified System Architect (CSA) 7.2 V1
Vendor Name : Pegasystems
Q&A : 73 Real Questions

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Pegasystems Pegasystems Certified System Architect

Pega Cloud Achieves carrier company Controls (SOC 2) Certification | killexams.com Real Questions and Pass4sure dumps

CAMBRIDGE, MA--(Marketwire - Feb 25, 2013) - Pegasystems Inc. ( NASDAQ : PEGA ), the leader in business technique administration (BPM) and a number one issuer of client Relationship administration (CRM) solutions, introduced that its Pega Cloud® choices have been licensed to greater ranges of protection and reliability, with SOC 2 certification. service organization Controls (SOC) are a series of accounting specifications that measure the control of economic suggestions for a service company. they are covered under both the SSAE sixteen and the ISAE 3402 expert requirements. 

SOC 2 gives a rigorous reporting framework for non-interior manage over economic reporting (ICFR) instances concerning security, availability, and privateness. below SOC 2, handle aims are pre-defined in keeping with structure provided by trust services principles and standards. The goal of SOC 2 is to deliver have confidence and assurance to clients of a gadget that the provider company has deployed an excellent handle device to easily mitigate operational and compliance dangers that the gadget may additionally symbolize to its clients.

Pegasystems has been on the forefront of delivering commercial enterprise-degree cloud solutions that meet the needs of the realm's greatest and most subtle companies. Pega Cloud grants a 99.95 p.c SLA and its handle structure has already helped shoppers meet each trade selected and geographic regulatory requirements, together with HIPAA, PCI DSS, FDA 21 CFR part 11, and European Union statistics privateness. reaching SOC 2 certification extra makes it possible for agencies which have previously had security considerations concerning the cloud to consider it as a viable choice. Pega Cloud does not lock consumers right into a deployment option, enabling shoppers to seamlessly flow between cloud and on-premise deployments, depending on the wants of the company. 

prices & Commentary: "For over 4 years, one of the most world's greatest fiscal services, healthcare and coverage agencies within the Americas, Asia and Europe have entrusted Pega Cloud to run a few of their most mission-essential Pega purposes while meeting their specific regulatory compliance necessities," spoke of Douglas Kim, Managing Director of Product marketing at Pegasystems. "With the SOC2 Certification, Pega Cloud has third party validation that we meet and exceed the protection, privacy and accessibility requirements that our business purchasers require once they believe the advantage for deploying options on the cloud."

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About Pegasystems Pegasystems revolutionizes how leading corporations optimize client adventure and automate operations. Our patented build for exchange® technology empowers business americans to create and evolve their vital company programs. Pegasystems is the recognized leader in enterprise technique management and is additionally ranked as a pacesetter in customer relationship administration application by means of leading business analysts. For more assistance, please discuss with us at www.pega.com.

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Pegasystems' (PEGA) CEO Alan Trefler on Q2 2017 outcomes - profits name Transcript | killexams.com Real Questions and Pass4sure dumps

No outcome found, are attempting new keyword!So, I feel this structure is something that valued clientele are increasingly understanding. And your secret sauce is the idea that there's a single comprehensive model that hyperlinks the business should a ...

Pegasystems working on more device solutions for 'information superhighway of issues' valued clientele | killexams.com Real Questions and Pass4sure dumps

No outcomes discovered, are trying new keyword!HYDERABAD: With expanding number of manufacturers taking a look at web of things (IoT) for preservation and features, the customer service business by Pegasystems ... in the third 12 months of for certifica...


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PEGACSA72V1 exam Dumps Source : Certified System Architect (CSA) 7.2 V1

Test Code : PEGACSA72V1
Test Name : Certified System Architect (CSA) 7.2 V1
Vendor Name : Pegasystems
Q&A : 73 Real Questions

New Syllabus PEGACSA72V1 examination prep observe manual with questions are provided here.
some awesome news is that I passed PEGACSA72V1 check the previous day... I thank whole killexams.com team. I truly respect the exceptional paintings that you All do... Your schooling material is extraordinary. maintain doing proper paintings. im able to virtually use your product for my next exam. Regards, Emma from ny


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Certified System Architect (CSA) 7.2 V1

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Cisco Secure Wireless | killexams.com real questions and Pass4sure dumps

One of the most difficult challenges facing the federal government in general, and defense agencies in particular, is how to protect data in-transit across wireless networks, while allowing agencies to benefit from mobile computing. A secure wireless architecture should:

• Reduce an agency’s total cost of ownership• Leverage existing wired infrastructure• Use a common set of access-point/sensor hardware• Deliver investment protection• Support location-based services in a cost-effective way• Converge wired/wireless security.

Join Stephen Orr (bio) for the Secure Wireless Viewpoint, the first in a series of Conversations with Cisco®, and learn how the Cisco secure wireless solution meets all aspects of the Federal. While integrating wireless into the wired infrastructure and creating a secure, seamless, and consistent end-user experience. The Cisco Unified Wireless Architecture transparently integrates key controls and security technologies from both wired and wireless components. This creates a defense-in-depth security architecture—including policy-based security, attack mitigation, 802.1x user authentication and authorization, FIPS-validated 802.11i/WPAv2 using Advanced Encryption Standard (AES) for wireless data confidentiality and data integrity, fast secure roaming, and embedded wireless intrusion detection and prevention—in standards-based enterprise solutions, which provide agencies with long-term, cost-effective scalability, ease of deployment, and the reliability that they have come to expect from their wired networks.

Discuss how to protect data in-transit across wireless networks, while benefiting from mobile computing.

Next Viewpoint :Speaker : Dave WestDate : May 24th at 2pm EDTTitle: The Power of IPv6 - Business Applications & Mission-Enhancing Services

Moderator: Welcome to the First Part of The Conversations with Cisco. Today we have with us Stephen Orr to help us understand how Cisco can help you protect data in-transit across wireless networks, while benefiting from mobile computing. Welcome Stephen.

Stephen Orr, Cisco: Good afternoon and welcome to the first on-line chat session. Today we will take questions regarding deploying Secure Wireless Architectures while meeting Federal requirements and providing enterprise class services.

_______________________

Washington, D.C.: Do Cisco wireless products comply with the National Institute of Standards and Technology (NIST) Federal Information Processing Standards (FIPS) 140-2 Level 2 Certification as well as the Institute of Electrical and Electronics Engineers (IEEE) 802.11i standard?

Stephen Orr, Cisco: Yes �“ Cisco has taken a unique approach to FIPS validation of of Unified Wireless Architecture. Cisco does not charge for its FIPS validated version of software �“ in fact, it is included as part of our mainline code which allows customer to benefit from all of the latest feature enhancements.The following products have all be validated for FIPS 140-2 Level 2 while being fully compliant with the IEEE 802.11i standard.

4400 Controllers (cert# 693)Wireless Module for the Catalyst 6500 (Cert# 729)Lightwieght AP�™s 1131,1231,1242 (cert# 695)

In process for FIPS validation are the following products3750 integrated Wireless LAN ControllerCisco Secure RADIUS Server

Please see the following NIST url for more information on all of Cisco�™s FIPS validated products

http://csrc.nist.gov/cryptval/140-1/1401vend.htm

_______________________

San Diego, Calf.: What components do I need to set up a Secure Wireless Architecture 5?

Stephen Orr, Cisco: The minimum components required to enable a Secure Wireless Architecture for Federal Agencies are:

The Wireless LAN Controller and Lightwieght Access Point.

To comply with NIST guidleines from FIPS or NIAP Common Criteria, in addition to the previous components �“ the Wireless Control Software, Location Appliance and Cisco Secure ACS are also required

_______________________

Arlington, Va.: How does Cisco WIDS deal with Rogue AP's and Clients?

Stephen Orr, Cisco: The Unified Wireless Architecture�™s WIDS will perform multiple actions on Rogue devices. First, the Wireless Control Software will detect the Rogue device and then produce an alert/alarm on the management console (an email/page can also be sent). Once the rogue is confirmed by the administrator, you can take action by having the Wireless System send de-authentication and dis-association message to the Rogue device. The Location Appliance is critical to any WIDS deployment so that you can track the rogue device and physically remove it from the network.

_______________________

Washington, D.C.: Is there an additional charge for Cisco's FIPS validated software?

Stephen Orr, Cisco: No �“ Cisco's FIPS validated code for the Unified Wireless Architecture is part of the mainline release and is included at no additional charge.

_______________________

Washington, D.C.: Are there any synergies with other Cisco Security products?

Stephen Orr, Cisco: Yes �“ Cisco is in a position to offer a comprehensive security architecture that extends beyond the wireless network creating a defense in-depth architecture. Currently there is integration between Cisco's Wired and Wireless IDS, Cisco�™s Host Based IDS solution (Cisco Security Agent) as well as Cisco Clean Access for client remediation and in the future, there will be an integration with Cisco�™s Security Monitoring, Analysis and Response System (CS-MARS) to present the Network Security Administrator with a common operational security picture.

_______________________

Chicago, Ill.: Is there a way to prevent a laptop from using both the wireless interface and Ethernet interface simultaneously?

Stephen Orr, Cisco: Yes �“ by using the Cisco Security Agent (CSA) �“ you can set a priority for connected interfaces �“ if one is connected, the other is disabled.�œhttp://www.cisco.com/en/US/products/sw/secursw/ps5057/index.html”

_______________________

Arlington, Va.: Does Cisco have a VoWLAN handset?

Stephen Orr, Cisco: Yes �“ Cisco has a new Wireless Voice handset the 7921 �“ it is an 802.11 a/b/g phone that supports the full suite of 802.11 standards include 802.11i using AES 128 for securing data in transit."http://www.cisco.com/en/US/products/ps7071/index.html"

_______________________

Boston, Mass.: How does an AP authenticate itself to the network?

Stephen Orr, Cisco: A Cisco Lightweight AP utilizes an x.509 certificate to authenticate itself to the Wireless LAN controller.

_______________________

Miami, Fl.: Why do I need a RADIUS server for Wireless?

Stephen Orr, Cisco: The RADIUS server is a critical part of the 802.1x authentication process. In conjunction with a selected EAP (Extensible Authentication Protocol) method �“ the RADIUS server will perform client or machine authentication depending on the credentials presented. The RADIUS server is also responsible for generating the cryptographic keying material as part of the 802.11i process.

_______________________

Raleigh, N.C.: What authentication methods does Cisco Support?

Stephen Orr, Cisco: Cisco supports a wide range of authentication protocols the most widely used are EAP-FAST, PEAP and EAP-TLS

_______________________

Arlington, Va.: What benefit is it to have FIPS validated Access Points?

Stephen Orr, Cisco: An Access Point that's achieved FIPS validation has proven that its cryptographic capabilities meet NIST FIPS140-2 Level 2 standards. When combined with NIAP Common Criteria certification, the AP can be classified as an information assurance device allow you to place the device on your trusted network - as opposed to placing it outside the network in a DMZ

_______________________

Seattle, Wash.: Why is it important for the AP to perform the encryption/decryption of traffic at the AP?

Stephen Orr, Cisco: Encrypting at the AP allows you to extend you Security Architecture to the edge of the network. By encrypting at the AP we are able to provide per radio hardware encryption that will scale as more AP's are added to the network as well as mitigate any single points of failure.

_______________________

Dallas, Tex.: Does the Cisco solution provide location tracking capabilities?

Stephen Orr, Cisco: Yes - location tracking is a critical part of the Unified Wireless Architecture. The Wireless Control Software and the Location appliance both enable long term tracking of all 802.11 devices.

_______________________

Washington, D.C.: Is the performance of your system affected when WIDS and location tracking is turned on?

Stephen Orr, Cisco: There is no impact on performance for the Cisco Unified Wireless Architecture when performing Intrusion Detection

_______________________

Washington, D.C.: I have no plans for WLAN deployment over the next 12 - 18 Months, so why do I need a WIDS?

Stephen Orr, Cisco: In order to safeguard your network from Rogue Access Points and Rogue clients even if you have not deployed a Wireless Access Solution, a WIDS should be deployed as part of a defense in depth architecture. In context to the Department of Defense, the DoD 8100.2 supplemental policy mandates WIDS for all networks to prevent Rogues. Cisco's UWL can be deployed as a WIDS only today and when ready, client access may be enabled.

_______________________

Boston, Mass.: How do the Cisco WLC securely manage the Lightweight APs?

Stephen Orr, Cisco: Once the Lightweight AP authenticates to the Wireless LAN Controller via a X.509 certificate exchange, a FIPS validated Lightweight Access Point Protocol (LWAPP) Command and Control Channel secured via AES 128 bit encryption is established. All AP management,authentication andsecurity related functions between the AP and the WLC are communicated across this secure tunnel.

_______________________

Arlington, Va.: Are there any Cisco products that meet the security requirements defined by NIST FIPS140-2 2?

Stephen Orr, Cisco: Yes - the following are products that have validated through NIST for FIPS 140-2 Level 2

4400 Controllers (cert# 693)Wireless Module for the Catalyst 6500 (Cert# 729)Lightwieght AP�™s 1131,1231,1242 (cert# 695)

In process for FIPS validation are the following products3750 integrated Wireless LAN ControllerCisco Secure RADIUS Server

Please see the following NIST url for more information on all of Cisco�™s FIPS validated productshttp://csrc.nist.gov/cryptval/140-1/1401vend.htm

_______________________

Pennsylvania, PA.: So what is the plan to protect the government from data that is encyprted and viruses that are out there.

Stephen Orr, Cisco: Decrypting data in transit at the Access Point (802.11i) is critical to extending the Intrusion Detection Architecture to the edge of the network. It will provide the ability to scan the client traffic prior to it traversing the network.

In order to provide a comprehensive architecture - combining a Wireless IDS with a Wired IDS will provide the maximum detection capability. Wireless IDS will only detect RF and 802.11 attacks so there is no way to mitigate Layer 3 DoS attacks. Cisco's IPS products will detect the Layer 4-7 attack and send a shun command to the Wireless LAN Controllers removing the Wireless Client performing the attack from the network.

_______________________

San Jose, Calif.: What are Common Criteria WLAN Protection Profiles and why are they important?

Stephen Orr, Cisco: Common Criteria Protection Profiles are issued by NIAP (the National Information Assurance Partnership).

A Protection Profile as defined by NIAP is:An implementation-independent specification of information assurance security requirements. Protection profiles are a complete combination of security objectives, security related functional requirements, information assurance requirements, assumptions, and rationale.

The purpose of a PP is to state a security problem rigorously for a given collection of system or products - known as the Target of Evaluation (TOE) - and to specify security requirements to address that problem without dictating how these requirements will be implemented.

Meeting a specific PP is important because it defines the minimum-security requirement for a WLAN Access System to meet government acceptance.

Cisco has currently submitted its Unified Wireless Architecture for Common Criteria against the only approve protection profile:"http://www.niap-ccevs.org/cc-scheme/pp/PP_WLAN_AS_BR_V1.0.pdf"

_______________________

Moderator: It looks like we were just about out of time here. Stephen, thank you for your time and answering our questions.

Stephen Orr, Cisco: Thank you for your participation and if you have any further questions please contact:

Kathy Ditto "kditto@cisco.com"

or visit

"www.cisco.com/go/wireless"

_______________________


Microsoft Rolls Out Azure Storage Client Library for Xamarin | killexams.com real questions and Pass4sure dumps

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Flying The Gulfstream G280 | killexams.com real questions and Pass4sure dumps

Gulfstream Aerospace soon will begin customer deliveries of its $24-million G280, a 3,600-nm-range super midsize jet.

Although not new to the category—Gulfstream acquired the Galaxy (nee Israel Aerospace Astra IV) in 2001 and renamed it—the G200's performance was inferior to Bombardier's muscular Challenger 300, which went on to garner nearly 400 sales in the past decade. Nonetheless, G200 operators say their passengers loved the cabin and the aircraft's reliability. Gulfstream, along with Galaxy Aerospace, succeeded in delivering more than 240 aircraft.

Still, to remedy the G200's shortcomings, Gulfstream gave its successor a new wing and empennage and replaced the 6,040-lb.-thrust Pratt & Whitney PW306A engines with a pair of Honeywell HTF7250G turbofans, each rated at 7,624 lb. thrust, giving it the best thrust-to-weight ratio and runway performance in the category. And it boasts a more tanks-full payload, 350 nm more range and better fuel efficiency than its Canadian competitor.

Of equal importance to operators, G280 has more cabin volume than either Challenger 300 or G200, along with a lower cabin altitude and reduced cabin sound levels. Its 120-cu.-ft. aft baggage compartment is the largest in its class and it is now accessible inflight because the G200's aft fuselage fuel tank has been eliminated. G280's cabin has 19 windows—four more than G200.

Up front, there is large, full-service galley and a cockpit jump seat for the flight attendant. The aft lavatory has a vacuum toilet, a first for a super midsize aircraft. And all the way up front, the G280 features a PlaneView flight deck, which will be discussed more fully when we outline the flying characteristics later in this article.

Before taking to the air, it's good to note the regulatory milestones that have been met. G280 has new CAA Israel and FAA Part 25 type certificates, and complies with Federal Aviation Regulations (FAR) Part 25 through Amendment 1-120, plus A122. The European Aviation Safety Agency CS-25 A2 type certification is in the works. The aircraft meets International Civil Aviation Organization Annex 16 and FAR Part 36 Stage 4 noise standards, along with FAR Part 34 fuel venting and exhaust emission requirements.

The green aircraft is assembled at Israel Aerospace Industries (IAI) in Tel Aviv, fitted with a ferry package and flown to Gulfstream's Dallas-Love Field facility for outfitting and painting. The G280's wing—derived from the G550 airfoil with a slightly different twist distribution and new large, wide radius winglets—has more sweep and 495 sq. ft. of area, 34% more than the G200 wing. Similar to G550, design cruise speed is Mach 0.80, up from Mach 0.75 for G200. That yields up to 29 more kt. true air speed (KTAS), enough to shave 30 min. or more off London-New York flight time.

The larger wing, along with the wing center section tank and feeders, also holds 20% more fuel than the G200's, enabling Gulfstream to shrink the forward belly tank and eliminate the 5,515-lb.-capacity, 67-cu.-ft. fuselage tank, replacing it with a 1,130-lb.-capacity aft belly tank. Overall fuel capacity actually is 390 lb. less than the G200's, but the more-efficient wing and new engines make up for the difference.

The G280's T-tail empennage features larger area fin and stabilizers to handle the aircraft's nearly 2-ton weight increase.

The flight-control system of the new aircraft has little in common with that of G200 other than similar pitch-control mechanisms and the stall-protection system. The roll-control system, for example, uses manually actuated ailerons with servo tabs that provide high-fidelity aerodynamic feel. Computer-controlled multi-function spoilers provide most of the muscle needed for roll control. The result is natural feel, abundant roll-control authority and well-harmonized pitch and roll forces at the yoke.

G280 is fitted with a fly-wire-wire (FBW) rudder in place of the manually actuated, boost-assisted system on the G200.

In keeping with long-standing Gulfstream design practice, G280 has no leading edge high-lift devices. The trailing edge flaps are electrically controlled and hydraulically actuated.

The aircraft boasts an updated, fully split buss electrical system with increased automatic load shedding compared to G200's hybrid split/parallel buss architecture that shares common emergency and hot battery busses. Aboard G280, there are left and right 28-volt-direct-current (VDC) 400A brushless generators, plus a 28-VDC 400A auxiliary power unit (APU) starter-generator rated for inflight use up to 40,000 ft. at reduced output. Left- and right-side 24 VDC 38AH heated lead-acid batteries, plus a standby battery, are standard.

The hydraulic system has been updated to provide additional redundancy for the FBW rudder. The left and right sides have both engine-driven and electrically powered hydraulic pumps, similar to Challenger 300. The design provides the necessary power redundancy for the digital FBW rudder.

The G280 has a new brake-by-wire system with an auto-braking function, a first for this class of business aircraft. The auto-braking system has low, medium and high deceleration levels, plus a rejected takeoff off mode for maximum braking.

The ice protection system has been changed significantly. Gone are the G200's pneumatic de-ice boots on the leading edges of the wing and horizontal stabilizer. G280 uses a bleed-air for heated wing anti-ice.

Rockwell Collins Pro Line Fusion avionics provide the backbone of G280's PlaneView cockpit. The main instrument panel features three 15-in. screens with cursor control devices on the left- and right-side ledges and left and right standby multifunction controllers [SMCs] in the glareshield panel. Gulfstream invented the SMCs to provide each pilot with a full-function electronic standby instrument system that doubles as a display and test control box. The 3 X 4-in. full-color LCD screens are in direct, head-up view of each flight crewmember.

Two multifunction control display units in the center console provide a flight management system (FMS), radio tuning and other functions. The throttle quadrant assembly that sends electronic commands to the engine Fadecs has servos that move the throttles in response to auto-throttle commands.

Other standard features include triple VHF comm and dual nav radios, dual distance measuring equipment, dual combined Mode S/Traffic Alert and Collision Avoidance System (TCAS) transceivers, dual FMS with 12-channel wide-area-augmentation/satellite-based-augmentation-system GPS receivers, dual digital air computers and dual solid-state attitude-heading reference systems, along with a single Multiscan weather radar, automatic direction finder receiver, HF transceiver, triple-frequency emergency locator transmitter, radio altimeter, 120-min. cockpit-voice/flight-data recorders and a terrain awareness and warning system (TAWS). A VHF comm radio is data-link capable for air traffic control functions such as Europe's Link 2000.

The passenger seating area is 17 in. longer than the G200's because the fuselage fuel tank has been removed.

Buyers have a choice of interior configurations with standardized floor plans, cabinetry, cabin sidewalls and systems. Eight-, nine- and 10-passenger configurations are available, each having a forward four-seat club section.

About half the buyers opted for an aft section with two facing chairs on the right side with a 6.7-ft.-long, three-place divan on the left. Others selected a four-place conference grouping on the left side of the aft cabin with the three-place divan on the right. The life raft is stored underneath the divan.

All seat pairs fold into berths. The divan may be extended into the aisle to form a 31-in.-wide berth. The aircraft can sleep four on extended flights in fully or near-flat berths.

The cabin management system is designed to use off-the-shelf iPod Touch personal digital assistants (PDA), loaded with a company supplied app, as the remote control. Two iPod Touch PDAs are included with the aircraft. The master seat has an iPod Touch docking station for charging as well as an Iridium satellite phone communications handset.

The cabin audio/visual system offers dual 160-gigabyte media servers that each can store 80-100 high-definition movies. There also are laptop ports for inflight business presentations.

Standard equipment includes a 19-in. forward bulkhead LCD monitor and a proprietary moving map system with flight information, high-resolution satellite imagery, geographic borders and passenger briefing videos.

Belt into the left seat of G280, as we did recently, and it is immediately clear that the Plane-View280 flight deck puts this aircraft on par with the best of Gulfstream's large-cabin aircraft. Brian Dickerson, the company's senior production test pilot, was in the right seat and Bob Wilson, midsize Gulfstream aircraft experimental test pilot, rode along as safety pilot.

Dickerson explained that G280 is the only aircraft in this class to have both full-authority auto throttles and an auto-braking system. It is also the only super midsize aircraft in current production to offer an optional head-up display and an enhanced vision system, although these were not installed on the demonstrator.

Dickerson and Wilson prepped the aircraft and they had the APU running when we arrived at Gulfstream's ramp at its Dallas-Love Field facility (elev. 487 ft.). Outside, the temperature was 33C/91F; inside the aircraft it was 70F.

Pre-start checks were straightforward, using the standby multifunction controller to run through stall warning, TCAS and TAWS tests, plus setting the landing field elevation. The FMS performance database was not yet certified, so Wilson computed takeoff data for a 32,000-lb. takeoff weight and flaps 20 deg. He calculated 106 KIAS for V1 takeoff decision speed, 112 KIAS for rotation and 124 KIAS for the V2 OEI (one-engine-inoperative) takeoff safety speed. En route climb speed was 171 KIAS. Using those speeds and opting for a “bleeds off” takeoff, we computed takeoff field distance at 3,725 ft.

Rolling out of the chocks, we found the nosewheel steering and new brake-by-wire system to be smooth and precise.

Once cleared for takeoff on Runway 13R, we advanced the throttles midway and engaged the auto-throttle system. Rpm advanced to 90.6% N1, providing just under 7,400 lb. of thrust on each engine. With a weight-to-thrust ratio of 2.16:1, acceleration was spirited.

Rotation force was moderate and roll force was well harmonized with pitch force. The ailerons and elevator have virtually no perceptible on-center stiction, making the aircraft quite enjoyable to hand fly. In addition, thrust changes cause very little pitch change. Some pilots may not want to relinquish control to the autopilot, but the auto-throttle system is so smooth and precise that there is little reason not to use it.

After takeoff, the pneumatic system automatically switched from APU bleed air to engine bleed air. At that point, we secured the APU.

Following a 250 KIAS/Mach 0.75 speed schedule, the aircraft climbed westward from Dallas-Love to Flight Level (FL) 450 in 21 min., including a 3-min. ATC delay. That is impressive as the outside air temperatures (OAT) were mostly ISA (international standard atmosphere)+15-17C until we climbed above FL300. At FL450, though, OAT cooled off to ISA-5C. Fuel burn for the climb was about 1,000 lb.

We checked cruise performance at Mach 0.80 normal cruise and Mach 0.84 high-speed cruise at FL450 at ISA-5-6C. At a weight of 30,800 lb., fuel burn was 1,510 lb. per hr. (pph) at normal cruise and 1,810 pph at HSC. The flight manual indicates the aircraft's long-range cruise speed at this weight is Mach 0.79 and fuel flow should be about 1,400 pph. At Mach 0.84, it predicts 1,778 pph at that weight and OAT.

The aircraft was buffet-free up to a 40-deg. angle of bank, corresponding to 1.3g. At maximum takeoff weight, the aircraft has 1.2g of buffet margin from Mach 0.75-0.80 at FL450. Buffet margin drops sharply above normal cruise speed.

We descended to 16,000 ft. for airwork southeast of Abilene, Texas, using idle thrust and the variable position speed brakes for drag. The air brakes produce very mild pitch-up when fully extended and just slight airframe rumble that is unlikely to disturb passengers.

When level at low altitude, we flew a couple of steep turns. It is easy to maintain altitude using the primary flight display's flight path marker and airspeed trend vector. Pitch force is moderately heavy, thereby preventing over control. Roll response, with the help of the fly-by-wire roll spoilers, is crisp, but roll effort is moderate, again preventing over control.

Dickerson next demonstrated the low-speed protection system. If the aircraft is slowed to 72% of the angle of attack (AOA) at which the stall warning stick pusher fires, the auto-throttle system engages and power is advanced to prevent the stall. Up to maximum available thrust, the auto-throttle system will not allow angle of attack to exceed 78% of stick-pusher AOA.

We then flew clean, flaps-20 approach and landing configuration stall approaches to stickpusher at weights of 30,150-30,250 lb. For the three configurations, stall warning stickshaker then stall prevention stickpusher, respectively, were triggered at 139 KIAS and 131 KIAS; 113 KIAS and 106 KIAS; and 107 KIAS and 101 KIAS. Aircraft behavior during each of the maneuvers was very benign.

Next, it was off to Abilene's Runway 35R for pattern work, starting with the instrument landing system approach. Wilson pegged Vref at 128 KIAS for the aircraft's estimated 29,600-lb. landing weight, providing a 23% margin over stall. The auto braking system was set to medium deceleration for demonstration purposes.

We flew the approach at Vref+5 until crossing the fence. The relatively large wing and absence of leading edge/Kreuger flaps provide considerably more ground effect cushioning than in the G200. We floated down the runway for a few hundred extra feet before touching down. The auto-braking action was very smooth and progressive, and the aircraft slowed to moderate taxi speed in about 2,500 ft.

To sample G280's engine-out takeoff performance, Wilson computed speeds of 101 KIAS for V1, 109 KIAS for rotation and 121 KIAS for V2. Just above 101 KIAS, Dickerson retarded the right throttle to idle, simulating an engine failure. Only light left rudder pressure was needed to control yaw because of the powerful FBW rudder system. But the servo system moved the rudder pedals enough to make it apparent to our feet that the left engine was producing substantially more thrust than the right.

The aircraft was easy to control throughout the simulated OEI approach and landing. We noted that thrust response to throttle movement is very linear and predictable with the HTF7250 turbofans, thus speed was easily controlled. That's a vivid contrast to the throttle response of the G200's PW306As.

After landing, we taxied back to sample the aircraft's auto-braking rejected takeoff feature. During our simulated takeoff roll, Dickerson called “Abort! Abort!” just over 80 KIAS. We snapped the throttles to idle. The ground spoilers fully deployed and the auto braking responded with maximum braking effort. There was the slightest tendency toward triggering the anti-skid system, but the aircraft decelerated smartly to a stop with no loss of directional stability.

Returning to Dallas-Love Field, we easily stopped the aircraft in the first 3,800 ft. of runway.

Conclusions? G280 delivers sporty performance, excellent handling qualities and unsurpassed avionics capabilities in this class of business aircraft. Meanwhile, its range and speed capabilities are on a par with far more expensive large-cabin aircraft.

Gulfstream G280 Specifications Characteristics Wing Loading 80.0 lb./sq.ft. Power Loading 2.60 lb./lbf. Noise (EPNdB) 75.2/89.5/90.1* Seating 2+8/10 Dimensions (ft./meters) External Length 66.8/20.4 Height 21.3/6.5 Span 63.0/19.2 Internal Length 25.8/7.9 Height 6.3/1.9 Width (Maximum) 7.2/2.2 Width (Floor) 5.7/1.7 Thrust Engines 2 Honeywell HTF7250G Output/Flat Rating OATºC 7,624 lb. each/ISA+16.7C Inspection Interval OC Weights (lb./kg) Max. Ramp 39,750/18,030 Max. Takeoff 39,600/17,962 Max. Landing 32,700/14,833 Zero Fuel 28,200/12,791 BOW 24,150/10,954 Max. Payload 4,050/1,837 Useful Load 15,600/7,076 Executive Payload 1,600/726 Max. Fuel 14,600/6,623 Payload With Max. Fuel 1,000/454 Fuel With Max. Payload 11,550/5,239 Fuel With Executive Payload 14,000/6,350 Limits Mmo Mach 0.850 FL/Vmo FL 280/340 PSI 9.2 Climb Time to FL 370 (min.) 14 FAR Part 25 OEI rate (fpm/mpm) 846/258 FAR Part 25 OEI gradient (ft./nm; m/km) 371/61 Ceilings (ft./meters) Certificated 45,000/13,716 All-Engine Service 44,000/13,411 Engine-Out Service 27,000/8,230 Sea Level Cabin 28,900/8,809 Certification FAR Part 25 A1-120, 122


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