G280 First Officer reported multiple rejected takeoffs while attempting a maintenance check flight. The Flight Crew taxied to an FBO for parking and discovered a large bumble bee obstructing the pitot tube.

Narrative

Part 91 maintenance flight of new aircraft being conducted without passengers in conjunction with approach currency for the pilot flying; PIC (Pilot in Command). I was the pilot monitoring; SIC (Second in Command). Planned flight from ZZZ1 to ZZZ with the intent of flying 3 practice approaches at ZZZ and return to ZZZ1 for one final approach. Both pilots conducted a complete preflight walkaround inspection of the aircraft and noted nothing abnormal. Departure; climb; and cruise to ZZZ were uneventful.After an uneventful approach and landing at ZZZ; we were presented with an amber RUD Fail Safe Value" CAS. The PIC called for the checklist as we cleared the runway and began taxiing back for departure on Runway XX. I requested from Ground Control to hold short of the runway while running the checklist; while the PIC contacted Company Tech Operations for troubleshooting. Of note is that the aircraft was ineligible for MEL relief. The PIC; in coordination with Tech Operations; elected to shut down both engines and APU; powering down the aircraft entirely to reset. We obtained permission to do this in our present position from ATC. Upon fully powering up the aircraft; the CAS message was no longer displayed and there were no indications of any anomalies. We therefore elected to attempt a takeoff and briefed that we would abort the takeoff for a reoccurrence of the CAS message up to 100 kt. given the runway length available. On the takeoff roll; the same CAS message reappeared at approximately 40 - 50 kt. IAS and the abort was called and initiated.I informed the Control Tower that we were aborting and we were instructed to turn right onto Runway XY and right on Taxiway XX; and to contact Ground Control. I requested from Ground Control a taxi to a position on the airport where we could troubleshoot our issue; including a complete cycling down of the aircraft. We were authorized to do so at our present position on Taxiway XX. We waited 5 - 6 minutes between powering down and powering up the aircraft this time. Again; upon power up; the CAS message had cleared and the PIC; who was again in contact with Company Tech Operations; elected to attempt another takeoff with the hope of returning to ZZZ1; given there were no abnormal indications. I concurred with this decision and we debriefed that we would abort up to 100 kt. for that particular CAS message. We obtained taxi clearance back to Runway XX where we initiated another takeoff; were presented with the same CAS under the same circumstances again; and aborted as previously. I advised the Tower that we were aborting the takeoff on the runway and responded to their inquiry that we did not need assistance.A quick crew discussion regarding the fact that we were now AOG (Aircraft on Ground) and needed to park at an FBO ensued and we elected to park at the FBO. While taxiing in; Ground Control requested the reason for the two aborted takeoffs. I informed them it was an airspeed indicating problem that would require maintenance; but asked them not to cancel our flight plan. While parked at the FBO; the PIC interfaced with Tech Operations regarding the issue while on APU power and engines shut down. I overheard them stating that a probable cause was FOD in the standby instrument pitot probe; since we had determined that the airspeed discrepancy was in the standby instrument; #3 source. I immediately exited the aircraft and checked the probe; finding a large bumble bee hanging half out of the probe; fully obstructing it. After discussion with the PIC and Tech Operations; we carefully removed all of the bee that we could; seemingly clearing the obstruction. All involved agreed to attempt the takeoff one more time with the cleared obstruction. As our flight plan to ZZZ1 was still active; we taxied out to Runway XY; briefed as previously; and were able to conduct a normal takeoff without abnormal indications. The flight to ZZZ1 and subsequent approaches and landings were all uneventful. We advised Corporate Maintenance on engine shutdown to ensure the pitot tube was completely cleaned out before the next flight.All pitot probes were inspected on initial preflight walkaround by both pilots and verified to be clear. The gear pins were removed by the pilots but all other pitot/static/AOA covers; etc.; were removed prior to our arrival to the aircraft. It appears that the bee blocked the standby pitot probe at some point on approach; landing or before exiting the runway after landing. The flight crew followed all checklists and were able to solve the issue of the FOD blocked probe with the assistance of Tech Operations. These types of incidents are practically impossible to avoid. Therefore; no suggestions are presented here that could have avoided the situation and resulting operational complications."