ELITE WINGS MAGAZINE ISSN 2816-4040
EDITOR-IN-CHIEF
Abdelmajid Jlioui abdelmajid.jlioui@elite-wings.com
MANAGING PARTNER
Frédéric Morais frederic.morais@elite-wings.com
DIRECTOR CONTENT STRATEGY
Viswanath Tata viswanath.tata@elite-wings.com
EDITORIAL DIRECTOR
Jane Stanbury jane.stanbury@elite-wings.com
SENIOR EDITOR
Mark Lowe mark.lowe@elite-wings.com
Elite Wings publishes timely, structured, validated, unbiased, and relevant business aviation intelligence.
Cover Image: Gulfstream G450 © Gulfstream
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ELITE WINGS MAGAZINE (ISSN 2816-4040) IS PUBLISHED BY ELITE WINGS MEDIA INC, MONTREAL, CANADA.
Any information of a technical nature contained in this document may contain inaccuracies and is subject to change and should never be relied upon for operational use.
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Acquiring a pre-owned business jet delivers many advantages and is often a savvy move for buyers looking for cost-effective, strategically sound and timely access to a business aircraft. Choosing a pre-owned airframe can significantly lower initial investment costs, reduce depreciation costs, and with careful planning can be customised for the individual owner’s specific needs.
Research and planning are essential to ensure the right choice, and with this first edition of the Elite Wings Pre-Owned Guide we want to enable readers to make informed decisions when selecting, acquiring, and managing a purchase. We created this guide to provide a trusted resource full of relevant and timely knowledge from industry leaders, shapers, and analysts who are intensely familiar with this complex landscape.
We identify the key points to consider when selecting aircraft, identify what to ask who and when, to help streamline the process. Brokers, MROs and OEMs give their input on how to manage a pre-owned aircraft, while industry experts share information about the range of considerations to make.
The guide is formulated to detail the benefits of each out of production aircraft enabling readers to simply identify suitable models for their mission needs. Like any journey acquiring an aircraft is a long process that starts with a single step, and we hope the guide will help navigate the journey.
We know that it’s a dynamic market, which is why we’ll be publishing this resource annually; however, if you have questions about an article, find information lacking or would like to read more about the subject, please do let us know. These guides are for you, our industry colleagues, and your feedback is most welcome.
The International Aircraft Dealers Association (IADA) is proud to be an advisor to Elite Wings for their new 2024 guide to buying a pre-owned aircraft. The preowned market is a vital component of business aviation. Each year there are over three pre-owned transactions for every new aircraft transaction. IADA plays an important role in its growth and stability.
IADA boasts a distinguished legacy spanning over three decades in the aviation industry. IADA has set the gold standard for aircraft transactions. Notably, as the world's only Accredited Dealers and Certified Brokers, underscoring the organization's commitment to professionalism and integrity in aircraft sales.
Over the years, IADA has expanded its reach and influence, becoming a trusted organization within the pre-owned aircraft market. The association's rigorous standards and code of ethics have helped shape the way aircraft transactions are conducted. Today, IADA members are involved in over half of the world's pre-owned aircraft transactions, underscoring their expertise and the critical role they play in the global marketplace.
We also work closely with other stakeholders in the industry, such as manufacturers and financial institutions, to ensure a cohesive economic system that supports growth. In essence, IADA’s role is to elevate the entire business aviation market by advocating for best practices, transparency, and exceptional service.
We hope this guide serves as a valuable resource for industry professionals, aircraft owners, pilots, and all those involved in the aviation community. Your feedback is most welcome as we continue to advance the standards of aircraft transactions together.
Onward and upward,
Wayne Starling Executive Director,
IADA
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By Jane Stanbury
Steve Versano, Founder and CEO of The Jet Business
Steve Varsano made industry history when he opened The Jet Business more than a decade ago. The world’s first aircraft showroom changed the way pre-owned aircraft would be viewed and transacted by optimizing digital screens and aircraft databases in the heart of London.
The pre-owned market was hot during the pandemic, but now it seems to be cooling off, with the preowned inventory slowly creeping back to familiar levels. Is this a good measure of what has happened to the market or has it irrevocably changed since the pandemic? What is your view?
It really did peak with the crazy time for transactions around December of 2022. However, starting from January 2023, there has been a slow, slow decline with the number and speed of transactions reducing and the prices coming down to pre-covid levels. The market hasn’t really changed, it has just normalized. It was a good time for the fractional companies as their demand in some months was up 50% from normal, and about half of those people had never flown on a private jet before. Fractional really
proved its worth during COVID-19, and it is still popular. They performed well during that time and created a better market for themselves. I think of all those who were not in the market before, you’ll see around 20% to 30% sticking while others have come and gone.
The industry is full of digital versions of aircraft, video walk-throughs and many brokers. The Jet Business is the only aircraft show room in the world and uses a huge digital wall screen to project airframe images. When you describe it, where do you focus on and what attracts customers?
With The Jet Business, we have created an experiential education program on how to buy an airplane. We help our clients answer critical questions - How do you figure out what is best for you? How do you know if and what you should buy? - to support informed buying decisions. We want them to buy the airplane that best fits their needs. I always use the analogy of someone having a friend who is single and wants to meet someone. Often, people say, I have just the right person for you, but if they haven’t asked about any preferred traits, how can they know if the person is right? I know people who treat jets the same way and comment I have the perfect jet for you without really understanding the client’s mission.
So, what we do here is invite potential owners in to learn about their needs and help them decide between the 145 choices of aircraft models that trade in the world today. We ask questions and filter out airplanes that don't meet the parameters they're trying to reach. What is special is that it's an optical interaction. We have a giant digital screen that accurately represents cabin size, height, and width and as we work through questions like how many regularly travel, what is your typical trip etc, we filter the options. Through the process customers might forget what they originally wanted as we establish exactly what will work for them.
That's really what our app does; you visually see the size of the airplanes, and you can literally stand up against the screen to see if you have the headroom in the cabin. We show the range maps and associated operating costs based on the anticipated usage. With each client we’re building a trusted relationship by educating them, because we want them to buy from us. For some reason I remember from when I was a kid an advertising moniker from a clothing store in New York. It said an educated
consumer is our best customer and that's how I feel. If I educate people good enough, then they know why they are making the decision. The reason people don't decide to move forward is because they don't know all the answers to the questions. So that's why we shaped our process as it is.
What do customers like about buying aircraft at The Jet Business?
I think they like the transparency, education, and the fact that we know what we're talking about. We also ensure that once we’re given an exclusive basis to represent a customer, everything we have is theirs. That includes access to our rich data resources on pricing, airframes and operating costs amongst other things. They appreciate our approach of giving a lot of information out before we get to the transaction point, so they feel comfortable with the whole process.
And in terms of the process, once you've signed the deal, how far do you go with the client? And do you help them with finance, find lawyers and advisors?
We go very deep into the pre-owned transaction process, it’s like it’s our own money, which is why it takes a lot of our time, but our customers like that we give more. We introduce them to lawyers, we negotiate a lot of the business points in these contracts, we introduce them to finance people. We import and export into different countries as it is not always a US-to-US deal, so we help with deregistration. We find out where it's possible to get pre-
buy inspections as that's the hardest thing today: finding a maintenance facility for a pre-buy check.
We just add so much more value to the process. Once we sign a mandate, we get paid a certain fee to buy or sell the plane, and everything else we do is for free, and it's free for the life they own the airplane. It’s like a warranty, not on parts but on the ownership journey.
With your amazing showroom you are offering a dramatically different service to regular aircraft brokers. How do customers find you? Is it through introductions, Google search or other means?
Well, when we first opened twelve years ago, it was a challenge, and after the first six months, I thought we would go bankrupt as nobody knew us or what we did. Why was there a store selling jets? It was such a disruptive concept. Once we started getting media attention, people knew what we were doing, and we slowly started signing up pre-owned airplanes for sale exclusively and
buyers started coming to us to access the aircraft, it’s the same today. Our split between buyer and seller clients is now 50/50. We've been so lucky with the media too. TV, newspapers, and magazines always like to visit the showroom, and as they got to know us, we evolved into industry spokespeople, and people started hearing about the showroom. And then, a year ago, I started using social media.
Tell me more about your social media activity. You have an incredible following. Does this attract younger buyers, is that part of the reason for doing it?
We now have four million followers and have received over one billion views. That is pretty powerful, and everybody knows us through this activity, even if they’re not in the airplane business. Every time I walk around in Tokyo, Mexico City, Delhi, people come up to me and ask me for a selfie, saying oh you’re that guy!
Yes, we have sold a few airplanes from social media, but really, what I'm getting more of is personal satisfaction. I’m seeing that it inspiring and motivating young kids to now learn about our industry, about work ethics, about how you talk to people and negotiate with them, and it gives them a different insight into social media. Sometimes, I walk into friends’ homes and parties, and their kids are crazy about it. So, I'm getting much more personal satisfaction that an old guy like me stays relevant to these young kids. It’s helping the industry profile too.
There has been much talk about BRIC, CIVET and MINT emerging markets – are they still emerging but what about the others? How important are the emerging markets to the pre-owned market? They are not as important as they were. If you go back to the 1990s, there was a change in geopolitics. The wall went down in Germany, and the Cold War stopped, and that’s when you saw a huge shift. It used to be 80% of the jet market was in the US, and, around this time it went down to around 55%, not because the US was buying less airplanes but because all these emerging and frontier markets, Russia, China, Nigeria, India, started developing and required airplanes, so became the new markets. This has changed of course. Russia is out of the picture, ac-
counting for around 300 jets not flying right now. China, Taiwan, and Macau used to have a fleet of around 700, and that’s reduced to about 100. I think that Southeast Asia and China have come back up a little recently. India is a very good market, but it's limited by the lack of airports and infrastructure, but it has a lot of potential. Brazil is growing and Mexico is still a very strong market.
The USA is strengthening, but what happens next will depend on the election as that will have some impact. Biden has not been a friend of corporate aviation, and Harris, is probably just going to carry on that legacy. There are also wars going on, which are hurting some markets, but the fact is, globally, the market is still strong, and we're still seeing lots of transactions.
What are you seeing as the most popular pre-owned aircraft right now?
Well, you can't get a Challenger 3500, you can't get a Prater 600 or a Prater 500, they are just not available. They are probably the most popular. Once you get to the upper end of the market, you know, there's a lot of Gulfstream G550s for sale, but many of them are under contract. I think there will be a lot more Gulfstream G650s coming up for sale because in the next four or five months, Gulfstream's supposed to be delivering another 35 G700s, and a good percentage of those people have G650s, that’s likely to reduce prices. And when those prices come down, the domino effect is everything. The market's constantly fluctuating, and that's where we sort of benefit, because as long as there's fluctuation and variability in the market, that's what we can help.
By Abdelmajid Jlioui
With such a large worldwide market presence, Jetcraft has a unique perspective on the global preowned business jet market. Can you walk us through the pandemic impact on different regional markets and any post-pandemic structural changes to these markets?
Each market in the business aviation sector operates uniquely, with some trading more fluidly than others. For example, large ultra-long-range jets like the G650 continue to dominate. These aircraft remain the most popular because they deliver the key features buyers demand: range, luxury, and value retention.
Equally, certain segments have seen a shift, with over 10% of some fleets now up for sale. Older platforms or models no longer in production are struggling to move. Key factors include unsupported systems and oversupply, with prices dropping to pre-COVID levels or lower.
This trend is being observed on a global scale, and Jetcraft’s extensive market reach and data-driven insights allow us to navigate these fluctuations effectively and as a result we can advise our clients on strategic decisions. Whether it’s sourcing the latest models or finding value
in a dynamic market, Jetcraft’s expertise keeps clients informed and ahead of the curve.
What are some of the latest trends and major shifts in business aviation customers’ demographics and purchasing behavior?
Younger buyers are entering the business aviation market and opting for larger aircraft right from the start. Platforms like the Global series and other long-range jets are now available in a way they weren’t 20 years ago, when buyers typically started small and worked their way up. Today’s clients are purchasing these jets with more lifestyle reasons—comfort, luxury, and amenities—than purely for functional needs in mind.
However, unlike the emotional purchases we saw during COVID, current buyers are far more measured. With rising interest rates and a post-COVID environment where costs have increased by 20-25%, these buyers have done their homework. They’re fully aware of the total cost of ownership and approach their purchase with a higher level of sophistication.
Jetcraft is well-positioned to cater to this new genre of buyer. Our deep market insights, global reach, and data-led approach allow us to guide clients through this evolving landscape. From first time buyers to seasoned owners, we provide the expertise to navigate these significant investments with confidence.
There is a growing hostility toward business aviation in Europe driven by an increasingly influential environmental community. How do you believe preowned aircraft dealers can help educate the market on the value of business aviation and the industry’s ambitious plans and achievements toward net-zero emissions?
The recent protests targeting private aviation - such as defacing aircraft with paint - are misdirected, as many of these jet owners are not simply successful businesspeople but also philanthropists, most of who are committed to sustainability and ESG as a whole. They often have chief environmental officers on their teams to ensure that they’re going above and beyond in reducing their environmental impact.
At Jetcraft, we see firsthand how our clients take meaningful action to contribute to a better world. Rather than
reacting to the noise, we encourage people to dig deeper, research the facts, and recognize the good being done by many in the private aviation sector. We support and work with those who are committed to building a more sustainable future, and we see our role as helping them continue their efforts by providing the travel tool they need to do so.
Your global presence also gives you a unique perspective on pre-owned aircraft movement from one region to the other. Is there a specific flow pattern for pre-owned business jets between regions?
The market is constantly evolving, with different regions experiencing unique trends. While one area may see contraction, another can emerge as a hub of demand. As markets mature, buyers’ preferences shift accordingly. For example, regions like Brazil, once known for taking on older aircraft, now have stricter regulations regarding the age of incoming jets.
Global macroeconomic factors and political unrest also influence these shifts. The market is dynamic, always adapting to external forces. However, the U.S. remains the most resilient, largely due to minimal external regulatory conflicts, allowing it to maintain consistent demand and supply for aircraft.
Our global presence and expertise allow us to stay ahead of these changes. We can swiftly navigate regional trends and regulatory shifts, making sure our clients are always well-positioned, whether they’re buying or selling. This flexibility and insight are key to delivering the right aircraft at the right time, no matter the market conditions.
It’s difficult to find maintenance slots in the US, as the business aviation MRO network still suffers from supply chain and labor shortages. How do you see that impacting the global pre-owned market in 2024?
The biggest challenge facing the industry today is the delay caused by a significant gap in generational knowledge transfer. As older generations retire, there simply isn’t enough experienced talent to carry the workload. This issue is compounded by external companies entering the field, often acquiring facilities to boost revenue without investing in the talent required to support the increased demand.
We’ve built our reputation on deep industry expertise, gained through decades of hands-on experience. The Jetcraft team’s knowledge isn’t just about sales—it’s about understanding the intricacies of aircraft transactions and delivering top-tier service through every step of the process. As others struggle to keep pace with these shifts, our experienced professionals ensure our clients benefit from real expertise, helping them navigate even the most complex of deals smoothly. By continually investing in talent and staying ahead of industry trends, Jetcraft remains a leader in meeting the needs of today’s market.
The need for end-of-fiscal year transaction closing will generate a high demand for Pre-Purchase
Inspection (PPI) on a very stretched MRO network. Do you believe buyers have started integrating this constraint into their pre-owned acquisition plans?
A lot of buyers already have future slots booked as part of their fleet planning, so whether they close this year or in 2025 may not make a huge difference. The once-strong impact of bonus depreciation has diminished as it’s now much lower and we’re seeing that it’s less of a motivator for buyers.
Given that 2024 is an election year here in the US, if someone’s holding off for that, they’re unlikely to close a deal in 2024. By then, all end of year slots are booked, and completing due diligence, pre-buy checks, and securing a delivery slot will be incredibly difficult.
We saw recently a large focus of business jet manufacturers on the ultra-long-range segment with many models entering this highly competitive but very lucrative segment. Do you foresee a risk of oversupply?
It’s amazing how popular ultra-long-range aircraft have become, setting a new standard in the industry. At one point, there were concerns about oversupply, but demand has surged, and it’s clear that these $80 million jets are exactly what the market wants. Models like the Global 6000, G650, and Global 7500 are gaining popularity and we’ll look back on this moment when people were questioning the demand and say, “Yes, there really is a huge market for these planes.”
Across the board, we’re seeing strong investment in ultra-long-range aircraft, which are quickly becoming commonplace for those who want the ultimate in comfort and performance. A few years ago, it may have seemed like a risk to some, but now it feels like a no-brainer. People are already asking, "Why settle for a smaller aircraft when I could upgrade to a larger, more capable jet?"
There’s definitely no oversupply issue here. The real winners are Boeing and Airbus, as more clients realize that while speed is important, they’re willing to sacrifice a bit of time for superior comfort. Low cabin altitude and long-term health benefits, like breathing better air, are big factors, especially for buyers who spend a lot of time in the air. It’s a game-changer for anyone who uses their aircraft frequently, and we’re thrilled to see this shift in the market.
Last year, Jetcraft announced a collaboration with Jetquity partners to offer a residual value protection program for your pre-owned business jet customers. Can you provide more details on how the program works and how the residual values are calculated?
Jetcraft’s collaboration with Jetquity Partners on the residual value protection program is adding value for our preowned business jet customers. This program is designed to offer peace of mind to buyers by providing a financial safety net for their aircraft investment. Essentially, it guarantees a certain value for the aircraft at a predetermined point in the future, mitigating any concerns about depreciation.
The residual values are calculated based on a detailed analysis of the aircraft’s current market value, historical depreciation trends, and future market conditions. Our team, along with Jetquity’s expertise, uses proprietary data and industry-leading tools to forecast these values. We consider factors such as the aircraft’s make, model, age, usage patterns, and overall market demand to arrive at a fair and accurate residual value.
This program not only helps our clients protect their investments but also allows them to plan their future financial commitments with greater confidence, knowing that they have a guaranteed value down the line. It’s part of our
ongoing commitment to providing innovative solutions that support our clients throughout the entire ownership experience.
For business jet owners, upgrading their jets or swapping it in the pre-owned market are often considered a good alternative to buying new jets, especially with growing delivery lead times. What are the factors that should be considered when looking to these alternatives?
Ultimately, pre-owned aircraft provide a smart, efficient, and cost-effective solution, offering flexibility and immediate access to high-quality jets without the lengthy wait times associated with buying new.
, CEO and
Sales
By Abdelmajid Jlioui
Pre-owned transaction volumes and values show the market is well into a post-pandemic correction phase. What are your perspectives on the market?
My sense is the market is into a balanced phase. This phase is more comfortable for all participants, higher inventory numbers allow buyers to have choice as well as opportunity to negotiate where as during the pandemic when the market was more seller leaning, buyers did not have choice of product nor the ability to perform the due diligence that is essential to perform. Buying planes without the full understanding of the condition will plague those buyers for years to come.
The pandemic has certainly brought a large number of first-time business aviation users, did that wave of travelers translate to first-time pre-owned buyers?
Buyers where buying what ever they could take delivery of. Of course since there are always more pre-owned to choose from there were of course more pre-owned than new sold.
The US market is often impacted by the election year, as investors are uncertain about politicians’ attitudes towards private jet usage. What is your reading of this year’s election impact?
Neither candidate is really negative towards business aviation. One may have different depreciation thoughts, however, in general, we are not seeing a dip in activity this election cycle.
Finding maintenance slots is still difficult, as the business aviation MRO network is still suffering from supply chain and labor issues. How do you see that impacting the pre-owned market in 2024?
Shops have NEVER been busier and this impact is real and will probably persist for some time to come. The inclination of some buyers to scale back or eliminate the pre-buy would be devastating. Buyers should be willing to forego a mandatory year end close before they should be willing to lower the level of inspection.
All US major airlines have announced significant increases to their pilot salaries, impacting most of business aviation flight department personnel costs. Did we start to see an impact of increasing operating costs on pre-owned jet demand?
I have not seen jet demand reduce however the line item for the salaries has definitely increased.
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By Viswanath Tata
Can you give us a quick overview of the evolution of the Asia Pacific-based business jet fleet in recent years?
ASG has been mapping the Asia Pacific business jet fleet (new and pre-owned aircraft) since 2012. What drove us to start doing this was an industry need for actionable market intel. It’s hard to develop or plan your entry into a market if you don’t even know what the current state of that market is. For example, the big “black hole” back in 2012 was the size of the fleet in China. China was recognized as this fast emerging business jet market but specifics to build on were hard to nail down. If you asked 10 sources, you got 10 different answers. So ASG took it upon itself to do the exhaustive research and definitely define that market. The importance of doing so in respect to China was very evident in later years 2017/18 when the China business jet fleet represented close 30% of the total Asia Pacific fleet. China became the market driver and as China went so did the Asia Pacific business jet fleet numbers. But it is important to note here that the Asia Pacific region is represented by 38 different states (ICAO definition), each with its own culture, political orientation and languages. More significantly each at a different stage of their development economically.
So a long answer to say that to analyze the Asia Pacific fleet in a broad sense just look at the China business jet fleet. But keep in mind each market has its own characteristics and has evolved on its own too.
The Asia Pacific business jet fleet peaked at the end of 2020. Additional aircraft have been added every year since 2014 so the region managed to maintain positive growth through this period which is the good news, but it was less and less each year: 2015 saw growth of 5.3% but 2019 only 0.3%. There was a slight upturn in 2020 to 1.2% but this represents in my mind the influx of new users into business aviation with the onset of COVID. 2021 & 2022 saw COVID ravage the fleet in Asia as with other regions of the world. China was particularly hard hit due to the very austere travel measures introduced by the PRC Government to stem COVID plus the pre-existing economic policy against conspicuous consumption: 2021 thru 2023 Greater China lost a NET total of almost 130 business jets – almost 50% of the business jet fleet in China today. Thankfully 2023 saw the market stabilize in the Asia Pacific region with the business jet fleet unchanged at YE 2023 vs YE 2022.
China, Australia, and India have the largest business jet fleet in the region, can you walk us through some of the particularities of each of these markets?
China, Australia & India each have a different story to tell and are at different points of their development:
` Australia is this mature market with a long established fleet comprised of dedicated & familiar business jet users. Aircraft are right sized for their needs, purpose bought and the best value proposition usually wins the day transaction-wise new or used. The region typically clocks in with nice and steady growth of 2 – 5% per year.
` China is that previous emerging market that had an abundance of exuberance, which is now going through the needed correction as I like to call it. Granted a big contributing factor to this correction were external factors, but equally there were plenty of business jet owners in China that shouldn’t have been owners in the first place. Consequent aircraft were bought for all the wrong reasons, poorly transacted and so at the first sign of difficulties had to go … and did. Over the last few years China’s fleet of business jets has contracted typically -3% to -5% annual, with 2022 hitting almost
-20%. Given the political & economic environment in China at the moment and the prospects for a recovery, the China fleet will continue to be under pressure to the benefit of other regions in the Asia Pacific.
` India is an emerging market and the one in the Asia Pacific region that you need to be in. Yes Vietnam - Laos would be classified as emerging markets too and have great potential but they don’t have anywhere near the potential of an India given its size & scope and the wealth generation ongoing within. India started to shine in 2021 and has just gain momentum since then. 2021 saw the Indian business jet fleet grow at over 2% but almost 10% in 2022. 2023 saw 5% growth. For India to grow at the same rates as we saw in China’s heyday, there is still work to be done – politically, regulatory, infrastructure, public perceptions – all the usual stuff per se. But just look at the importance of India to the commercial aircraft industry to see the potential for business aviation.
Asia Pacific is known as a market that has traditionally favored new aircraft versus pre-owned, is there any signs that pre-owned jet acceptance may evolve in the region?
This just isn’t the case. 2017 was the last year that new aircraft deliveries were more than pre-owned into the Asia Pacific region. In subsequent years pre-owned’s share of the market has just continue to grow to where it is today 2/3rd pre-owned / 1/3rd new. Yes I would say there are specific markets that were more inclined to new – like China in the past – but this doesn’t hold true today.
What are some of the most popular pre-owned jets in the region?
The models consistently with the Top 5 pre-owned additions to the Asia Pacific fleet are the G550/G650 and Global 6000 aircraft. No other aircraft types are even close.
The region attracts many factory-new long-range jets, making it a good source for advanced technology pre-owned jets. Where do you see these jets moving most?
There is a small intra Asia Pacific market but the majority of these aircraft are – as you would expect – moving to the US.
The business aviation MRO network is still suffering from worldwide supply chain and labor issues. How will you describe the level of MRO support in the Asia Pacific region?
All the OEMs have invested heavily in the Asia Pacific market since 2019 so I would categorically say support is excellent. For instance, Falcon acquired Execujet Malaysia at Subang airport; Bombardier’s service center in Singapore quadruple its footprint; and Gulfstream has been adding authorized warranty facilities (5 alone in China) and has service centers in Asia through its acquisition of Jet Aviation.
Over the last fifteen years, Asia Pacific has taken the lion’s share of growth in wealth, the region is home to the second largest population of UHNWI after North America, however, the growth in business jet fleets seems limited in comparison to other regions, what do you believe are the biggest obstacles to business aviation growth in the region?
Let’s be more specific. Wealth generation in the Asia Pacific is taking place in two countries mostly whether you look at millionaires or billionaires – China and India. And correlating that to the Asia Pacific business jet fleet, 62% to 68% of the fleet over the years has been located in three areas: Greater China, Australia & India. So when you want to examine the barriers / obstacles to growth, you need to look at just these three, and I would say to a lesser degree Australia as it is a mature market. So we are back to China and India. In both markets I feel there is a need for more awareness towards business aviation, what its contribution are and we are talking grass roots initiatives. The benefits of business aviation need to be laid bare so a positive public perceptions can be generated and also politically. In both countries there is also a shortage of infrastructure & business aviation friendly regulations. So a lot of the same old stuff but these can be conquered over time providing the benefits of business aviation are clearly understood.
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By Viswanath Tata
Andre Khury CEO of Montreal-based global business aviation support services company ACASS
A conversation with Andre Khury, CEO of Montreal-based global business aviation support services company ACASS, on how their offerings—including sales & acquisitions, aircraft management, charter, and flight crew staffing— provide clients with comprehensive, integrated solutions.
ACASS is celebrating its 30th anniversary this year. Can you walk us through your company history and the various services you offer?
ACASS started as a flight crew staffing company, specializing in placing pilots, cabin crew, and maintenance technicians for CRJs and business jets. Next, we expanded into aircraft management, and today we operate under Canada, San Marino, and Ireland commercial certificates, as well as private and OTARs registries. Fifteen years ago, we entered the aircraft sales sector, followed by charter. Together, it’s a support service ecosystem our clients highly value. They often come to us for our global network and expertise in buying and selling jets, but learn that we can manage their aircraft, provide staffing, and support them in many other ways as well.
It appears that ACASS has become a ‘turn-key boutique’ company. Is this how you see yourselves, and was this the intention as you grew from a primarily crew staffing company over the past 30 years?
Initially, we were tripping into success. We chased markets that we felt required the support and sure enough those markets grew, and we grew along with them. Over the course of three decades, we kept introducing and developing our services to add maximum value for our clients. We mindfully chose our verticals to complement each other and take advantage our cumulative expertise. Our experience in flight crew staffing, particularly in emerging markets and some of the world’s most challenging regions, led organically to our other support services and the resulting synergy. Gaining the knowledge and soft skills to navigate through the various cultures and geopolitical spectrums, was invaluable. At the forefront of everything we do is our commitment to being a responsive, culturally sensitive, and customer-centric company. We have intentionally managed our growth to ensure that we never compromise the customized service we are known for.
As a global business aviation player, ACASS is wellpositioned to understand the challenges facing the industry in different parts of the world. Can you give us your perspective on the state of the industry in both mature and emerging markets?
As the global market stabilizes in 2024, the growth drivers in mature and emerging markets remain distinct. In ma-
ture markets, the primary growth challenge is demand, which is closely linked to local economies and the political climate, including factors such as elections and military conflicts. Conversely, in emerging markets, the main challenge is not the availability of aircraft, but the logistical roadblocks caused by slow-moving changes in regulatory frameworks imposed by government authorities. While the growth in the number of billionaires in some emerging markets outpaces that of mature ones, the real challenge lies in fulfilling the existing demand amidst these regulatory constraints.
Crew staffing is a big challenge facing the growth of business aviation especially in emerging markets such as Africa and India. How is ACASS supporting these regions?
Crew staffing presents a significant challenge for the growth of business aviation. Recent industry studies estimate the need for 106,000 new professionals over the next decade, including 3,000 in Africa and 6,000 in the Asia Pacific region, which encompasses India. Our experience in managing, operating, and crewing aircraft across these regions has given us unique insights into the industry’s evolving dynamics. We’ve observed a global shift towards valuing the stability and predictability of fulltime crew, especially in these emerging markets.
Our expertise also extends to navigating regional regulatory authorities and working closely with them to deliver exceptional service to aircraft owners. This experience allows us to adapt to market changes and advise our clients on emerging trends, enabling us to attract top talent for roles in these areas. Maintaining open dialogue with clients and advising them on the key conditions that crew members seek is crucial for successful placements. While crew members have multiple opportunities worldwide, our continuous strategy and market understanding have proven successful in matching the right crew members with the right clients, particularly in emerging markets.
ACASS is a global business operator holding AOCs in different regions of the world. What advantages does this bring to your customers?
Operating a fleet of aircraft under seven different registrations and three distinct commercial AOCs provides our globally based clients with the flexibility to choose the registries that best meet their personal and business needs.
Clients may prefer one AOC over another based on various factors, such as the aircraft’s base location, the desire to make the aircraft available for charter in specific regions, or for importation and tax purposes. By offering a choice of multiple commercial AOCs and registrations, ACASS enables clients to leverage our strong relationships with regulatory authorities, as well as our extensive experience and best practices, to serve their needs effectively.
Can you elaborate on the challenges this may represent in terms of compliance with different regulatory requirements?
ACASS’s operations and maintenance teams must stay vigilant and up to date with the various regulations that govern the ACASS fleet worldwide. This involves strict adherence to multi-faceted regulations and the willingness to undergo regular audits by different governing bodies, including mandatory ACSS self-audits. Additionally, ACASS conducts IS-BAO audits to maintain our Stage 3 compliance accreditation, reflecting our commitment to the highest standards in business aviation operations. Managing aircraft across ten different countries requires diverse knowledge and situational awareness. This makes us uniquely equipped to offer our clients need-tailored domestic and international aircraft management and operations. What remains unwavering is our focus on safety, which is at the core of everything we do.
ACASS has a unique offering of worldwide aircraft leasing options, ranging from dry and wet leases as well as facilitating finance lease utilizing your various certificates. Can you give us an overview of this offering and how popular it is?
Aircraft leasing is gaining popularity for several reasons. ACASS has seen double the demand for leases, over the past 18 months. Owners want options for their underutilized jets other than a straight sale or charter. Additionally, the rise in available inventory, as buyers wait before purchasing, and the delivery of new aircraft models contribute to this trend. Private owners and corporates appreciate the predictability and avoidance of depreciation cycles associated with leasing. First time buyers who want to experience owning a jet without the commitment of ownership often look to lease as their first experience to having a jet exclusively for their use. There are other factors that come into play like eliminating the need for significant capital investment compared to purchasing.
Depending on the structure, operating leases offer offbalance-sheet financing, allowing companies to maintain liquidity.
The various leasing options allow a perfect fit for a client’s requirements. A long term, exclusive charter lease (“wet”) is basically a turn-key solution (crew, operations, maintenance. etc.) but is subject to commercial air regulations (Part 135 ops in FAA lingo, and its equivalent around the world), meaning an operator with proper charter/commercial operations licenses.
Finance or operating leases (“dry”) basically get an aircraft to the client as if they owned it, and can be operated under simpler, private operations rules, and allow flexibility in the range of services provided by ACASS and those handled by the client themselves.
ACASS has completed over $2 billion of aircraft sales and acquisition transactions, what differentiates ACASS’s offering in the pre-owned market?
Like I mentioned earlier, the soft-skills, cultural awareness and understanding of various markets around the globe, along with our experience in operations and the international market are very distinctive. Often, completing an aircraft transaction requires not only solid know-how and best practices, but also the soft skills required to make very complicated and demanding transactions a frictionless experience. Whether managing ferry flights and test flights, navigating the intricacies of different registries, or addressing cultural sensitivities, our three decades of global experience ensure we provide a unique and valuable proposition. Our dedicated in-house team, including engineers, contract specialists, and marketing experts, allows us to navigate transactions with greater efficiency and effectiveness. Additionally, our global network of contacts plays a crucial role in delivering gold standard aircraft transactions.
It looks like the pre-owned market is returning to a more rational footing since last year. Can you give us your perspective on the market, and how you see 2024 performing in comparison to last year?
Well, considering we are coming to the end of the third quarter of 2024, I would describe it as a comeback to normalcy year. The post-pandemic boom of 2021 and 2022 saw record sales across the industry. Then came what we felt was a year of paralysis in 2023. Buyers and sellers
were unsure about the sustainability of the previous two years’ activity, there was geopolitical uncertainty and instability in the financial markets along with interest rates hitting their peak in June 2022 and beginning to drop through mid 2023. This year, the market began to shift and has returned to what we consider a healthy state, characterized by controlled transactions, adherence to best practices, and a broader selection of aircraft inventory. With the U.S. elections underway, we anticipate the market will continue to stabilize, maintaining a balance that is neither distinctly a buyers’ nor a sellers’ market.
What do you feel sets ACASS apart from other companies providing similar business aviation services?
Firstly, to the best of our knowledge, there really aren’t any other companies who do what we do, at least not all under one roof. Of course, no company can be all things to all people, but I think we come as close as possible. By specializing in multiple core business aviation service needs, we can be as comprehensive or as targeted of a solution as a given client needs us to be. But, beyond that, what clients have told us time and again sets us apart is our people. I genuinely believe how we do things is just as important as what we do. And we have staffed ACASS with professionals who share that philosophy.
Our core values are prominently displayed on one of the main hallways in our world headquarters because we want everyone to keep them in mind every day. Values like integrity, authenticity, diligence, and humility are, we like to say, part of our DNA. And I think they make a huge difference in the experience of working with us.
What is the biggest challenge of running a company like ACASS?
If I were to give you an answer to that question today, I’d probably have to call you back before this is published and ask you to change it. So, I guess the biggest challenge is that the challenges are constantly changing. Today it might be a shortage of pilots for flight crew staffing, tomorrow it might be a dip in the market for aircraft, the next day it might be the difficulty finding the right people to hire to keep up with our own growth and our unique culture. There is never a point where you say to yourself, “We’ve finally figured it all out.” You can never just flick the switch to autopilot and enjoy the fruits of your labor. At the same time, that’s probably a big part of what keeps this work interesting, and why I and many others at ACASS have been doing this for decades. There are always new problems to solve, new things to learn, new ways to do things to solve existing challenges and create new opportunities.
By Abdelmajid Jlioui
In the world of pre-owned business jet sales or acquisitions, choosing the right dealer/broker can make a difference. Can you walk us through IADA’s history and your critical role in the pre-owned market?
Phil Winters Vice President Aircraft Sales & Charter Management Greenwich AeroGroup & Western Aircraft Inc. Chair, IADA Board of Directors
The International Aircraft Dealers Association (IADA) has a long and prestigious history in the aviation sector, dating back to its inception in 1991. IADA was originally formed to set high ethical standards for aircraft dealers and brokers, ensuring transparency, professionalism, and expertise in the business aviation marketplace. Over the years, IADA has expanded its reach and influence, becoming a trusted organization within the pre-owned aircraft market. The association’s rigorous standards and code of ethics have helped shape the way transactions are conducted, with IADA-Accredited Dealers and Certified Brokers playing a critical role in ensuring clients are provided with sound advice and trustworthy service. Today, IADA members are involved in half of the world’s pre-owned aircraft sales, underscoring their expertise and the critical role they play in the global marketplace.
Although just 17% of the world’s aircraft dealers have earned IADA accreditation, they are responsible for 50% of the world’s pre-owned sales. Can you provide us with more details about your dealers’ accreditation process?
Earning IADA accreditation is no easy feat, and that’s by design. Our goal is to uphold the highest standards in the aircraft dealership and brokerage industry. The accreditation process begins with a comprehensive review of the dealer’s business practices, including a thorough audit of financial transparency, operational efficiency, and ethical compliance. Candidates must also demonstrate a proven track record of successful transactions and a commitment to ongoing education. Once a dealer is accredited, they are held to our stringent code of ethics and undergo continuous monitoring to ensure these standards are consistently met. This rigorous process ensures that only the most knowledgeable, experienced, and trustworthy professionals are recognized by IADA, giving buyers confidence in the service they will receive.
In business aviation, the pre-owned market is a critical part of the industry. Each year there are over three pre-owned transactions for every new aircraft transaction. In 2023, the total market value of pre-owned transactions was equal to new aircraft deliveries. How do you see IADA’s role in supporting the overall business aviation industry?
The pre-owned market is indeed a vital component of business aviation, and IADA plays a significant role in sustaining its growth and stability. As the demand for preowned jets continues to rise, IADA ensures that transactions are conducted with integrity and professionalism, which is essential for maintaining customer confidence. Our accredited dealers are not only market leaders, but also trendsetters who understand the importance of connecting buyers with the right aircraft while fostering long-term relationships. We also work closely with other stakeholders in the industry, such as manufacturers and financial institutions, to ensure a cohesive economic system that supports growth. In essence, IADA’s role is to elevate the entire business aviation market by advocating for best practices, transparency, and exceptional service.
Most first-time business jet buyers come through the pre-owned market. How can the industry make sure to continue attracting and retaining new customers?
Attracting and retaining first-time buyers is crucial for the sustainability of the pre-owned market. One of the keys to doing this is ensuring that the buying process is as seamless and transparent as possible. First-time buyers often come into the market with limited experience, so it’s essential that they feel well-informed and supported through the transaction and beyond. IADA dealers are well-versed in guiding newcomers through the complexities of acquiring a jet, from financial, legal and tax considerations to aircraft selection. Another critical factor is offering tailored after-sales support, including maintenance, upgrades, and training, which can help build lasting relationships with new customers. As an industry, we also need to continue promoting the benefits of business aircraft ownership, such as timesaving, flexibility, and increased productivity, to attract the next generation of buyers.
What are some of the challenges you see facing our industry in the short and long term?
The challenges facing the pre-owned aircraft market are reflective of broader concerns within the business aviation industry as a whole. One major issue is the persistent
misperception about the environmental footprint of business aircraft. While manufacturers are actively working to improve fuel efficiency and reduce emissions, the industry continues to grapple with public misconceptions that business aviation is inherently unsustainable. Addressing this through education and showcasing the industry’s strides in sustainability will be crucial moving forward.
Another significant challenge is the growing shortage of skilled professionals, particularly pilots and A&P mechanics. As demand for both new and pre-owned aircraft remains strong, the industry faces a pressing need to attract and train the next generation of talent to ensure continued growth and operational capacity. Looking ahead, the rise of new technologies such as electric- and hydrogen-powered aircraft, as well as unmanned aircraft, presents both opportunities and uncertainties. While these innovations could revolutionize the industry, their full impact on the market is still unfolding. The industry must remain adaptable and forward-thinking as these technologies mature.
Finally, economic and political uncertainties in key regional markets add another layer of complexity. Shifts in trade policies, regulations, or market conditions can have ripple effects on business aviation demand globally, and the industry will need to remain resilient and responsive to these changes.
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By Abdelmajid Jlioui
In addition to your very well-known maintenance capabilities, Duncan Aviation has an Aircraft Sales & Acquisitions team who is often hired by both preowned aircraft buyers and sellers? Can you walk us through some examples of your pre-owned aircraft acquisition mandate and process?
Ann Pollard: At the start of an acquisition project, we spend a lot of time getting to know the current and projected future needs of our client. Understanding their mission, budget, operating structure, tax and regulatory structure, and overall management plan for the aircraft helps guide aircraft selection, transaction timing, personnel and infrastructure requirements, and more. Once a target model is selected, we assemble a team of technical experts to provide guidance on airframe, engine, avionics, cabin, paint and interior considerations for that particular model. This helps us to ensure that each prospective aircraft is valued accordingly, with appropriate additions and deductions for life cycle components, inspection status, age of paint and interior, value added modifications installed, pending obsolescence issues or mandated maintenance, and many other factors. With years of solid
data at our fingertips, we are able to offer a more accurate comparison of candidate aircraft, along with a clear picture of projected budgets and downtimes for any required calendar maintenance or desired upgrades. This team of experts supports the acquisition team throughout the project, including during the pre-purchase evaluation (PPE).
Doug Roth: In the acquisition process we evaluate the aircraft that are for sale to make value determination on each based on the aircraft’s age, equipment, condition and ownership history. We compare this against recent transactions to identify the best value aircraft that are for sale. We use our expansive technical knowledge of the aircraft to establish value adjustments for the equipment and condition of each aircraft.
Tim Barber: First and foremost, we focus on working with our clients who have signed exclusive sale or purchase mandates with us. They know that our reach, whether buying or selling, is unparalleled. With this approach they are also taking themselves away from the chaos of the socalled “off market”. We are always asked for “off-market" aircraft, even when there are significant numbers of aircraft available on the open market, and all too often these are required for an intermediary to perform a back to back deal, as opposed to more professional brokers who are merely seeking to provide a wider choice to their client.
Bringing and retaining first-time pre-owned business jet buyers is key to ensure the growth of our industry. How can you help these buyers navigate through the complexity and the risk associated with their first transaction?
Doug Roth: Again, using the evaluation process we can ensure a buyer is getting the best value aircraft. For a firsttime buyer we will also use our knowledge to ensure the aircraft will meet the buyer’s expectations in terms of cost of operation and payload range performance.
Ann Pollard: Because we are focused on supporting the entire aircraft ownership experience, our goal is to ensure that first time buyers and experienced owners alike can maximize the utility and enjoyment of their assets. This means that closing the transaction is just the beginning of what we hope will be a very long relationship. If we’ve done our job, it’s the start of a unique and special experience for a first-time buyer. Aircraft ownership has the ability to take businesses to new heights, and to help families and individuals to connect and experience life in
ways that were previously unimaginable. Since 1956, Duncan Aviation and the Duncan family have owned and operated a wide range of aircraft and continue to operate a diverse fleet suited to a variety of complex missions today. Each successive generation of the Duncan family has had a passion for owning and piloting their own aircraft as well as recognizing and investing in the key efficiencies and competitive advantages that operating a company fleet affords.
Tim Barber: Sadly, we see aircraft coming to the market all too often where a buyer has not been properly advised when purchasing. They’ve merely relied on the seller telling them it’s the “best deal in town” rather than getting the support of a professional team who is able to guide them through the process of reviewing the maintenance status and due reports; the impact on pricing of poor paint or interior; the need for an aircraft to have specific service bulletins completed ahead of their planned operation and, of course, whether the asking price is realistic in the first place.
Once a price has been agreed in the Letter Of Intent (LOI), there are countless things to watch for in the Aircraft Purchase Agreement (APA) and the conditionality herein could seriously impact the price. And who is going to oversee the PPE to make sure that the aircraft is delivered as expected? The list of risks really is endless and the downside is always far greater than the fee for professional support.
Among the many services Duncan Aviation offers are pre-buy evaluations of pre-owned business jet. Why is it so important to have a nose-to-tail pre-owned aircraft Pre-Purchase Evaluation?
Meghan Knott: A nose-to-tail Pre-Purchase Evaluation for a pre-owned aircraft is essential for several important reasons. It ensures the airworthiness and safety of the aircraft by identifying any potential mechanical issues, while also uncovering hidden costs that could lead to expensive repairs. This thorough assessment verifies the aircraft’s maintenance history, confirms its true condition and value, and provides the buyer with valuable negotiation power. Additionally, it ensures the aircraft complies with regulatory requirements, helping to avoid legal complications. Overall, this evaluation protects the buyer from unforeseen risks and ensures they make a well-informed, confident decision.
Doug Roth: A pre-purchase evaluation is important to ensure that the aircraft is as represented and will meet expectations. The scope of a pre-purchase evaluation can vary, depending on the aircraft age, recent maintenance history, and ownership history. Again, it is to make sure the aircraft condition meets a buyer’s expectation.
Tim Barber: During the post-pandemic boom there were many deals done without a PPE because there were desperate, poorly advised buyers. I steered clear of such deals quite simply because the risks were so great. I’d love to know how many buyers of aircraft without PPEs now regret their decision – I’m sure it’s the vast majority. Selling an aircraft without the cost risk of a PPE is a dream for a seller.
As a buyer, you want to be sure you are buying the aircraft in the very best condition and the only way you can do that is with a quality PPE – get the best one you can and eliminate the surprises.
Why is it important to choose a MRO that specializes in the aircraft you want to buy to perform these evaluations?
Doug Roth: A MRO that specializes in a particular make and model of aircraft will know the import places to check for wear and tear and will be far more proficient in doing the records research and validation.
Ann Pollard: A thorough PPI requires a bench of technical experts that can do more than identify obvious technical defects or damage. At Duncan Aviation, multiple departments come together to work as a team on each project, combining the knowledge gleaned from years of
experience working on specific aircraft makes and models, and access to comprehensive model specific data. In addition to knowing the “hot spots” to look, these technical experts read between the lines, interpret nuances of logbook entries and technical history, establish accurate maintenance status sheets and forward-looking maintenance projections, identify obsolescence issues, evaluate existing and available engine and airframe maintenance programs, and more. They aren’t just looking for items that have the potential to negatively impact value- in some cases, we identify modifications or improvements that were not identified on the aircraft specification sheet which add significant value for the buyer.
In addition to your main full-service facilities, Duncan Aviation has invested in an extensive network of satellite shops. Can you walk us through your MRO offering in these facilities and their Pre-Purchase Inspections (PPI) capabilities.
Doug Roth: Our satellite shops typically supply avionics repairs and modifications and engine line maintenance. They not specifically set to do pre-purchase evaluations, however they are a great source of support for initial evaluation work and support of the aircraft for the routine maintenance items, both scheduled and unscheduled that come up in between major inspections.
Ann Pollard: The Duncan Aviation Satellite Network is another resource that our sales team utilizes to quickly get eyes on a prospective aircraft, in advance of a full PPI. The technicians in our network are also well connected, and often know how aircraft in their area are maintained, operated, and cared for.
Many buyers underestimate the lead times and parts availability to fix even minor issues found during PPE. How can you help with that?
Doug Roth: Being part of a MRO gives us the inside advantage of helping move things along on a timely basis or get ahead something before it becomes a problem.
Ann Pollard: Duncan Aviation’s support capabilities are vast and continuously expanding to ensure that we are prepared to meet current and future client needs. We are the largest aircraft parts and components service organization in the world. Our extensive repair and overhaul services— including loaners and exchanges—for aircraft avionics, instruments, parts, and accessories, help reduce
downtimes and overall costs for aircraft owners and helps to ensure that any discrepancies identified during a PPE can be addressed efficiently and cost effectively. We also maintain a large inventory of these items for sale to ensure that we can meet the needs of almost every business aircraft operator. Our streamlined services and competitive turn times satisfy hundreds of requests throughout the world every day. With the goal of serving our clients from tip to tail in the most efficient manner possible, we continue to add additional capabilities and expand existing capabilities.
Tim Barber: It’s amazing how often long lead times are forecasted for parts but with our parts and rotables team we are often able to source parts immediately. Such support keeps deals moving and importantly, invariably reduces the cost.
Following aircraft acquisition, it is important for first time buyers to maintain their asset resale value at the highest level possible for when they want to swap their jets in the market as their lift need change. What are some of the key elements that contribute to maintaining high resale value.
Doug Roth: I think the key thing is to use a quality recognized MRO for ongoing maintenance.
Tim Barber: Keeping all the scheduled maintenance current; not cutting corners on keeping the aircraft looking great, i.e. deal with the paint blemish or the stains/marks on the interior.
Ann Pollard: It’s important for new owners to establish a solid plan for ongoing maintenance and operation of their aircraft. If the aircraft will be managed by an in-house department, key duties must be assigned to qualified professionals with experience in those specific areas. Owners should be apprised of key life cycle / inspection program requirements and schedules, mandated upgrades and pending obsolescence issues (if any), as well as what improvements or discretionary items add or preserve value during a future sale. Cosmetics are important when it comes to first impressions and are also an indication of attention to detail and the standard of care that an aircraft owner has established. While some believe that paint is a “discretionary” or cosmetic item, expensive corrosion issues are often related to paint age and condition. Another item that is often overlooked is maintaining the aircraft records. Owners would be shocked to learn how often this seemingly simple detail is overlooked. Aircraft records are key to preserving the value of the asset and lost or damaged records can result in irreversible negative impacts. Ensuring that records are well organized, securely stored in watertight and flameproof safes, and managed by a qualified professional will go a long way to assuring the future value of an aviation asset. Well organized technical records are also key to keeping the aircraft in compliance with FAA regulations and the manufacturer’s maintenance program.
By Frédéric Morais
George Kleros Senior Vice President –JSSI Advisory Services
Ron Garis Manager – JSSI Software, Conklin & de Decker
“Founded in 1989 and headquartered in Chicago, Jet Support Services, Inc. (JSSI) is the leading independent provider of hourly cost maintenance (HCM) programs to the business aviation industry. Over the last decade, JSSI has constructed a portfolio of complementary business lines that support owners, operators, and maintenance teams across the entire lifecycle of ownership - including parts procurement, maintenance tracking software, advisory services, and aircraft financing. JSSI’s trusted aviation advisors draw on decades of technical knowledge, experience, and real-world data to help buyers make informed aircraft ownership and operating decisions.”
In 2018 JSSI acquired industry research firm Conklin & de Decker (C&dD), the most trusted source for aircraft cost and performance information - now part of JSSI Software. JSSI also launched its Advisory Services division shortly before, in 2017. Can you give us a quick overview of these offerings and the vision behind these product lines?
JSSI’s Software and Advisory divisions were both born from a vision to increase cost transparency and provide objective, independent advice and data intelligence to the broader industry, owners, and operators.
Today, JSSI’s Advisory arm offers a wide range of consulting services: from engine and airframe maintenance event oversight (helping drive cost savings on a project basis) to objective appraisals, asset inspections, and acquisition planning. The expert technical team behind these products includes Aviation Suppliers Association (ASA) - accredited appraisers, product line specialists, data analysts, and regional tech representatives globally.
JSSI’s Software division includes Conklin & de Decker’s Aircraft Operating Cost & Performance Guide, as well as JSSI’s maintenance tracking suite of products (Traxxall and Aviator). C&dD has been around for 40 years (celebrating 40 this year!) and continues to be a trusted resource for benchmarking cost and performance across virtually any make and model of business aircraft. Since the acquisition, JSSI remains committed to invest in the platform to modernize the tool and further enhance the data, methodology and cost assumptions.
C&dD subscribers have access to the most representative aircraft information directly through the latest digital platform – empowering more informed acquisition decisions. The portal allows users to compare up to 3 aircraft side by side, loaded with over 500 makes and models of business aircraft - including jets, helicopters, turboprops, and pistons.
C&dD is known for its unique & trusted methodology and assumptions. Can you give us a quick overview of the FulLife™ cost approach, and the data sources used to make calculations?
The C&dD research team utilizes a wide range of data feeds – cost and performance specifications are analyzed from OEMs, operators, and other industry partners.
While our team takes a lot of data sources into account, the critical step in the process is how we review, verify, and adjust this data for consistency. We take pride in the ability to explain any number in the reports, and a detailed explanation of underlying assumptions can be found directly within our portal.
– Ron Garis
In 2019, Conklin went through a data overhaul project to adopt a new and more comprehensive cost assumptions approach: introducing FulLife™ - the most accurate method to estimate maintenance costs for aircraft over its useful life, vs. looking at the average costs for a 5 or 10year term (still the industry standard).
FulLife™ draws on real world maintenance cost data to estimate funds required to pay for all scheduled, unscheduled, near-term, and eventual aircraft maintenance required, over the full operational life of the asset. Every expected inspection, component overhaul and replacement item are factored in. This helps represent aircraft in a more consistent way side-by-side as the “10-year average”-approach could leave certain inspections out, depending on when they come due (ex. major engine events or life limited components).
While the Conklin platform is a powerful tool to look at how aircraft compare to each other for benchmarking purposes, the platform should not be used for budgetary purposes. For a more granular view into a specific acquisition target, JSSI’s Advisory team can build a custom life cycle cost report, more representative of expected costs for a specific operation, utilization, and maintenance history of the asset.
There are several power-by-the-hour programs offered for business jet operators including JSSI’s hourly cost maintenance program, that are developed to provide maintenance budget stability alongside other benefits. What are the differences between these program costs and C&dD predicted costs?
The cost of a maintenance program can differ significantly from Conklin’s fleet average projections. C&dD estimates average cost over the lifetime of the aircraft - providing a general cost analysis of what to expect – but it is not specific to a specific tail number or operation.
An Hourly Cost Maintenance (HCM) program cost is tailored and custom to the operation, utilization, and maintenance history of an aircraft. These variables can look very different from one aircraft to the next. There are additional layers to the pricing methodology of a program, including which assets are covered (engines, airframe, APU, or Tipto-Tail® coverage), and what the specific level of coverage is. JSSI can help perform a detailed maintenance analysis for an in-service aircraft at the time of transaction. This can be a helpful educational resource for new owners to learn about the maintenance schedule of their aircraft and identify the right maintenance program coverage depending on their risk appetite.
What are some of the costs that are often overlooked by first-time buyers?
Many first-time buyers can be taken back by the many costs and considerations that go far beyond acquisition price. The right broker can make a big difference in the process, guiding the new buyer through the purchase. In the transaction stage, costs are often straightforward as defined in the Aircraft Purchase Agreement (APA): including purchase price, legal fees, escrow costs, title fees etc.
However, post-transaction costs are not always thoroughly considered during this phase, and first-time owners can find themselves not fully understanding all the costs associated with owning and operating an aircraft. Engine and airframe repairs or component failures can all be very expensive events, and it’s important for buyers to understand where the aircraft sits in its maintenance cycle – especially when buying pre-owned as large inspections could be right around the corner. JSSI recommends looking ahead for the next 5-7 years (typical ownership
It is best practice to perform an
aircraft inspection and logbook review prior to committing to an acquisition (“before APA is signed”) which can help to identify any red flags.
– George Kleros
cycle) to make sure any larger upcoming inspections are understood and accounted for.
Once the aircraft change hands, any maintenance program coverage can be transferred to the new owner; it is in the best interest of the new owner to fully understand their maintenance program options and cost exposure. Maintenance costs can account for up to 35% of the aircraft’s operating budget over its life in operation, a surprise to many first-time buyers.
As the first-time buyer becomes a first-time owner, it is critical to select the best fit management company – which oversees day-to-day operations of the aircraft, financial management, maintenance and repair, and crew management. Choosing the right management company and financial maintenance program partner helps keep costs predictable and ensures aircraft airworthiness and regulatory compliance.
By Frédéric Morais
Can you walk us through the history of Echo Aviation Leasing?
Tony: My experience in business aviation started at GE Capital back in 2006, when I led the aircraft financing platform for Canada. My current partner, Frederic Larue, joined me the same year, and we've been working together since then. From 2006 to 2011, we successfully doubled the size of GE’s Canadian aircraft portfolio to $1.5B and became the most profitable vertical for GE Capital Canada.
The 2008 financial crisis was difficult for large corporations like GE, which sold most of its capital assets. GE Capital Equipment Finance had a large portfolio of non-commercial aircraft assets, such as helicopters, utility and special mission aircraft, and business jets.
At that time, GE was also a big player in commercial aviation through GECAS (GE Capital Aviation Services). However, a big difference between commercial aircraft and business jets is that the latter are typically non-revenue-generating assets. So, generally, in a downturn, it is not uncommon that these are the first assets that companies will let go of, whereas airlines are very reluctant to dispose of their revenue-generating aircraft until they absolutely have to.
After leaving GE Capital in 2011, we joined Element Financial Corporation, pre-IPO and co-Founded Element Aviation Finance, a division of Element Financial Corporation, focusing on large-ticket aviation finance transactions. The company grew very rapidly from $250 million to $25 billion in assets in four and a half years. We mainly supported corporate jets and helicopters, primarily in North America,
but we also did some deals in Europe, Africa, and Asia. Although the aviation platform was growing very quickly, Element Financial decided to focus on its core business of automotive fleet management as a realignment strategy, which represented $19 billion in assets at the time. In 2016, the Element Financial board of directors decided to wind down the rail, vendor and aviation divisions and focus on automotive leasing.
Fred and I decided to stay in the aviation business where our passion had been from the start and founded Echo Aviation Leasing Corporation the same year. We started from the ground floor again. Fred and I privately own Echo Aviation Leasing today, and we are focused solely on business aviation, utility aircraft, and helicopters and have grown the business 100% organically since then.
Echo Aviation Leasing Corporation is very active in business aviation, where you can touch everything except operating aircraft. Can you walk us through your offering?
Maxime: Echo today has three core offerings: our primary business is financing and leasing, where we provide loans and leases for anything business aircraft related with an extended scope as we also cover helicopters from light single engines to heavier twin engines, turboprops, such as PC-12s and King Airs used for both utility and VIP transportation. Echo also provides advisory and portfolio management services.
Echo is active in both fleet financing as well as individual financing, which means that we can deal with large operators on multi-aircraft deals, as well as one-off single aircraft transactions for corporations, entities, entrepreneurs, and high-net-worth individuals with a core presence right now focused on North America, especially USA and Canada.
We also cover a wide range of corporate jets, from VLJs to ultra-long-range jets. However, we focus on financing aircraft valued upwards of $2 million. Since we are mainly active in the pre-owned market, our average transaction size today in terms of loan or lease amount is $8 to $10 million, although sometimes we can deal with over $30M for ultra-long-range jets, for instance. Again, I believe our most significant value is our flexibility, competitiveness, expertise and speed.
Our financing solutions are split into two different products. Traditional loan financing, i.e. a mortgage-type product, which you'll see with many other lenders. We structure deals typically fixed over five-year periods with amortization periods up to 20 years. Typically, equity requirements in the market are around 15% - 25% in the form of a cash down.
Our leasing product is very similar to our loans in terms of structure. We offer both finance leases and occasional operating leases for large corporate customers with investment grade balance sheets where credit risk is minimal.
With that being said, in most cases, our leases are structured as finance leases or capital leases, as they are often referred to. This is basically a lease to purchase structure. So, the client has full access to the equity in the aircraft and no option to return the plane. On paper, it's very similar to a loan, however, the primary difference is that owner on record. We've seen that this product is historically particularly attractive for Canadians. Even more so than the U.S., Canadians prefer to stay away from the title of the aircraft—for confidentiality and accounting reasons
and things like that. So, having access to the registration of the plane, being a third-party company, makes this solution very attractive to them.
Those are our financing products. Our most significant added value in the market today is our execution time and flexibility. Tony and Fred have built it since the beginning, and we believe we are good at it in the industry. Sometimes, clients come to us with specific scenarios that require execution or financing in a very timely manner, and something that may not fit in a bank criteria’s. For example, a buyer who's already passed the pre-purchase inspection on a pre-owned aircraft and must close within a certain amount of time to respect their purchase agreement. It might be a manufacturer who needs to sell an aircraft before the end of the quarter. Today, a typical financing transaction takes three to four months, sometimes up to six months. It's very long, very tedious, and not necessarily streamlined. Sometimes, it creates a lot of frustrations and a mismatch in the market, especially when clients compare this to other types of assets they finance. Regardless of the dollar amount, they expect it to be a matter of weeks. Then, they get hit with a bunch of surprises.
Aircraft financing is a specialty financing product, so we're good at timing. Typically, a transaction for us can take three to six weeks, sometimes even less. We have a very standardized, streamlined process. Our clients value this quite a lot. We've seen many cases, especially during very active market cycles like the pandemic, when aircraft were taking off very quickly. The timelines in LOIs and purchase agreements were getting squeezed. So, having a partner aligned with the buyer's goals is essential. We've done a lot of successful transactions during that time.
What are some misunderstandings you see in the market about business jet financings?
Maxime: Echo Aviation Leasing is a credit-based firm. Potential business jet buyers should understand the difference between having a personal net worth of hundreds of millions and being able to afford an aircraft purchase. The amount of cash flow required is significant to support not only the financing obligations but everything else that comes with operating an aircraft. Sometimes, we do get requests for financing, which are 100% on a personal level. Although we have access to personal net worth statements showing sufficient net worth, when you look at liquidity, sometimes you run into a roadblock. So, we tell our clients that these aircraft are business tools before anything else. They need to make sure that there's a business case to it. The liquidity aspect and the cash flow requirement are essential elements that potential aircraft buyers should understand well prior to any aircraft acquisition. We ensure that our obligor invests their own equity (15-25% cash down) in the aircraft, creating a strong alignment of interests from all parties.
Tony: This is where our second offering vertical comes into play because, through our advisory services, we spend a lot of time helping our customers understand the true P&L linked to an aircraft acquisition project. We are very data-oriented and support many different type of buyers, from first-time buyers to experienced owners looking to trade up or trade down their aircraft.
First-time buyers often don't know what they don't know, so we start by asking them what they have flown before, what they liked and didn’t like, and what their typical missions are.
We will then build a business case scenario and rapidly show them the P&L on their preferred aircraft model. We may get told for example that they like flying Global 5000s or Gulfstream G450s, and like the performance and cabin size. But when you show them the $2.5 - $3.5 million in annual expenditure, you quickly realize that they may feel more comfortable in a smaller aircraft with lower operating costs, which may be a better fit.
We also run scenarios for new versus pre-owned, as most buyers want new. However, when they realize that the fully refurbished aircraft they have been chartering and liked so much is 20 years old, they start realizing that the pre-owned market can also be a good option for them.
We believe the industry should deploy more effort to bring and retain first-time buyers. We often see poorly advised or supported buyers rushing into transactions without realizing the mid to long-term financial implications and the risk linked to every decision in the acquisition process. At Echo, we prefer spending more time upfront, educating and analyzing the actual needs, exploring different scenarios, and supporting them through the acquisition process. Aviation financing is a specialty finance where lenders are genuinely on the buyer's side as these assets will spend a lot of time on lenders' books. Most of the time, when that first aircraft acquisition experience is not good, these customers are lost forever.
We have seen customers we advised on their business jet acquisition projects go silent for months and even years, returning to us when they feel they are ready for the cost structure linked with an aircraft acquisition.
Another critical component of the acquisition P&L that we feel is poorly understood is the charter revenue potential. We have seen many potential buyers overoptimistic about
this potential revenue or have been poorly advised. The idea is charter revenue is to offset some of the fixed-costs associated to your aircraft, and what we always tell our clients, is that you will never be able to off-set 100% of your costs with a single aircraft, and if you do, you will likely never fly it it yourself, because it will be working 800-1000 hours per year with very rapid depreciation. Potential charter revenue should never be the key decision maker in the acquisition process, and its about finding the right balance, in ensuring you have a normal depreciation, some revenues to offset expenses, and sufficient flying hours to keep your crew current and comfortable.
For current aircraft owners, there is also the possibility of refinancing aircraft in efforts to invest in an upgrade. We will usually require a certified appraisal of the aircraft before and after such upgrades.
Most business jets are enrolled in a Power-By-theHour (PBH) maintenance program; how do you assess these programs from a financing perspective?
A business aircraft is a business tool before anything else. Buyers need to make sure that there's a business case to it.
Do you finance pre-owned business jet upgrades or refurbishments?
Tony: Yes, and it happens often. On our advisory side, the first question we ask our clients is if they prefer a clean aircraft, ready for operations from day one, or a good plane they are willing to invest time, money and efforts into it. It is the same idea as buying a house. A lot of customers prefer to invest in a new interior and upgrade, and make it their own. We’ve worked and supported a number of refurbishement projects in the pasts, and have worked with several MRO facilities, and customized new interiors can be very appealing. We have also done avionics upgrades to support FANS 1/A, CPDLC, ADS-B mandates, Wifi Upgrades, major routine inspections, etc. In these cases, the upgrade budget and proposals are reviewed and agreed upon before we proceed with the aircraft acquisition.
Maxime: We believe PBH programs protect the value of business jets. In most cases we require that our financed aircraft be in an OEM or third-party maintenance program, at the very least for the engines, but preferably for the APU and airframe also. In the rare cases of pre-owned jets not enrolled in any program or partially covered through a pro-rata program, for instance, we highly recommend enrolling these aircraft in a complete coverage program and rolling the “program buy-in” in their aircraft financing.
Through our advisory offering, we always take time to explain the value of these programs to prospective preowned buyers, as these programs, in addition to aircraft maintenance history, can significantly impact pre-owned prices.
Can you walk us through your portfolio management offering?
Maxime: We provide administrative and portfolio management services to third-party financial institutions to support them with their aviation portfolios. Echo has servicing agreements with several financial institutions around North America whom are actively involved in aircraft financing but lacks the internal expertise and capabilities to manage these assets and contracts. We make sure that everything is current during the term of the agreement, from insurance renewal, collection of financial statements, billing and collecting, covenant tracking, and more. There are also many aircraft asset-specific requirements in aviation financing, such as providing the certificate of registration and certificate of airworthiness, and registration on the IR.
There are many smaller and regional banks in the US that like investing in aviation from a risk and return standpoint, but they lack the expertise and resources to manage these financing contracts, and that is where we help them ensure good health of their portfolio for the long-term, and this is a segment which has grown rapidely in our organization.
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A conversation with Etienne Brassard, Lawyer and Partner at Lavery with the collaboration of his team Bernard Trang and Stéphanie Dubois
By Frédéric Morais
The essence of safely landing an aircraft acquisition, as it is for safely landing an aircraft, is to expect the unexpected. A well-drafted letter of intent, which later on translates into a comprehensive aircraft purchase agreement, can safeguard you from uncertainties and unforeseen circumstances.
In a business transaction, a letter of intent is a document where the parties outline the main terms and conditions under which they are ready to go forward with said business transaction. In the context of an aircraft acquisition, the letter of intent generally includes the sale price, the amount of the good faith deposit to be made by the purchaser, if any, upon the execution of said letter of intent, and the target closing date.
Amidst excitement over an aircraft acquisition, it can be easy to overlook or oversimplify key considerations, and to postpone the negotiation of more complex or contentious matters until the aircraft purchase agreement stage. However, it is recommended to ensure that the content of the letter of intent is as faithful as possible to the content of the aircraft purchase agreement, as well as to iron out any matter which may be contentious at the time of execution. For example, right out of the gate, the parties should consider clearly defining the following elements: (i) the delivery conditions of the aircraft, (ii) the scope of any pre-purchase inspection, (iii) the parameters of any test, or acceptance flight, and (iv) the allocation of all costs and expenses associated with these elements.
Once at the stage of drafting the aircraft purchase agreement, the commercial or key terms of the transaction should generally not be open for negotiation and the parties should focus mainly on the ancillary aspects of the transaction, such as the closing documents to be delivered by each party prior to closing, the representations and warranties to be made by each party, and any other condition precedent to closing required by the purchaser, including, without limitation, satisfactory evidence that the aircraft is sold to the purchaser with good and marketable title, free and clear of all liens, charges, claims, hypothecs, mortgages and interests of any kind or character.
How can you steer away from an aircraft acquisition further to a non-satisfactory pre-purchase inspection?
The scope of any successful pre-purchase inspection should be tailored to the nature of the purchased aircraft, and the associated purchase price.
Your typical delivery and acceptance provisions generally stipulate that so long as the seller remits the aircraft in the agreed upon delivery conditions, location, and time, the purchaser shall be contractually obligated to go forward with the acquisition and purchase the aircraft from the seller according to the terms and conditions of the aircraft purchase agreement. While the identification of damage and wear on the aircraft is likely to negatively affect the value, certain material damage and wear may render the air-
craft unairworthy, or require corrections, or repairs, which are commercially impracticable, or uneconomical to the purchaser. This could deter them from moving forward.
In such a case, well-crafted provisions relating to the pre-purchase inspection and the delivery conditions of the aircraft can prove to be useful. Such provisions are generally axed on clearly defining, both qualitatively and quantitatively, what constitutes a material damage or wear, which could allow the purchaser to rightfully refuse the aircraft. In most cases, the seller has the opportunity to repair the material damage or wear prior to a certain date, at its sole cost and expenses, and at the satisfaction of the purchaser. If these conditions are not met the purchaser may have the right to refuse to continue with the deal.
When meticulously drafted with the assistance of a legal counsel, such provisions can save buyers from purchasing an aircraft which is unable to serve its intended purposes.
How can you make sure your financier meets you at the end of the lending strip?
The delays and steps involved in setting up a collateralized loan are not to be underestimated. In fact these can often prove to be overwhelming for first-time purchasers. Firstly, you must be approved by your financier following their “know your client” screening and financial verification of your business to ensure that their exposure risk is low. This will require you to complete several documents, as well as to seek out information you may not already have on hand. Subsequently several loan and security documents must be drafted, negotiated and registered at the applicable registers and/or authorities.
During the setting-up process, numerous conditions will be requested by the financier, such as an insurance certificate naming the financier as loss payee, and additional insured and payout and undertaking letters to discharge any liens from previous creditors. This may undermine a financier’s priority security interest in the aircraft and its related engine(s). Any request by the financier involving third parties may result in delays and should be completed as soon as possible.
Financiers will also require security and international interests, as applicable, in collateral, and that the aircraft be acquired and registered in its favour prior to, or simultaneously with, the closing of the aircraft acquisition. Security and international interests are registered not only at the International Registry, but also at every applicable register, namely the jurisdictions in which the borrower-purchaser is incorporated, and where their assets are located. Note well, every register has different delays for issuing the confirmation statements of registration.
The key is to notify the financier in advance, to ensure that all the documents and conditions required by them to disburse are duly completed before or concurrently with the aircraft acquisition closing date.
Situs – What does it mean and why does it matter?
Beyond positioning the purchased aircraft in a location, that is convenient for the parties for delivery and opera-
tional purposes, several other considerations come into play when ironing out the delivery location of the aircraft. That being said, the most financially burdensome consideration ought to be the tax considerations relating to the location of the aircraft.
Although tax lawyers and counsels can effectively set up tax-efficient ownership structures in anticipation of a purchase, positioning the aircraft in a tax-friendly jurisdiction at the time of the closing can be highly beneficial. For example, certain jurisdictions impose no, or a lower, sales tax than others. Certain jurisdictions even provide for fly-away exemptions, that allow for the avoidance of sales tax altogether, subject to flying the aircraft out of the jurisdiction in which the sale transaction has closed within a prescribed time period.
However, in cases where the aircraft is intended to be used in another jurisdiction than the one in which the aircraft was purchased, and where sales tax was not paid in said jurisdiction by the seller, it is worth noting that use tax can be levied against the purchaser. In a nutshell, use tax can be levied against the purchaser for the storage, the use, or the consumption of goods on which no sales tax has been paid by the seller. Such tax is typically charged on goods which were purchased outside of the given jurisdiction. Both taxes are mutually exclusive.
Who are the main parties involved in an aircraft acquisition and why should you put together a qualified purchasing team?
Assembling a qualified purchasing team is essential to ensure that all legal, financial, and operational aspects are expertly managed and to facilitate a smooth transaction process. A well-rounded team can identify and address potential risks early in the process, reducing the likelihood of costly issues arising post-acquisition.
Legal counsel with expertise in the aviation field can significantly expedite the negotiation and drafting of acquisition and collateralized loan documents while assisting in meeting required deadlines by coordinating and overseeing all parties involved in the transaction. They play a crucial role in your due diligence and verifying that the necessary filings and registrations have been completed, ensuring compliance with the Cape Town Convention, as well as with the applicable laws and regulations of the relevant aviation authority. Additionally, they provide legal opinions
when financiers are involved in the process. It is essential to receive advice from advisors well-versed in business aviation matters, to avoid potential pitfalls.
The escrow agent serves as an impartial intermediary between the purchaser and the seller, ensuring that both parties meet their obligations outlined in the purchase agreement. They play an important role in conducting certain searches in the applicable registers, securely holding the purchase price on behalf of the parties, facilitating the necessary payments and transfer of ownership at closing, and verifying that there are no outstanding liens on the aircraft.
The purchase of an aircraft can involve a high upfront investment. Choosing to obtain financing from a financier is generally a safe way to commence your journey in aircraft acquisition.
From finding and negotiating the right aircraft for your needs, connecting purchasers and sellers, providing market insights and to sourcing a financier to arrange financing, brokers are often involved in providing assistance to, as well as unburdening purchasers on many levels.
By Abdelmajid Jlioui
Engine Assurance Program (EAP) specializes in keeping older aircraft flying through hourly engine maintenance programs. Can you explain what that involves?
Engine maintenance is one of the largest expenses of operating a business aircraft. An hourly engine maintenance program is an annual service contract that allows aircraft owners to pay for engine maintenance on a fixed hourly fee basis. These contracts are typically based on annual hours flown, and the most significant benefit is predictable budgets. These programs reduce out-ofpocket costs for major engine maintenance events. They also protect an owner’s investment by helping preserve the aircraft’s resale value.
It seems like that’s a cost that isn’t necessary straight away; why is it important to enroll an aircraft in such a program?
An aircraft’s value is largely in its engines. The key to maintaining that value is to keep the engines. This is especially true for older aircraft. Taking a mature aircraft off an engine program almost certainly seals its fate, guaranteeing that it will be parted out, that is, having its components sold off when the engines are due for a heavy inspection. If the engines are not enrolled in an engine program, then there is very little value left in the aircraft when one, two or all three engines are due for a major inspection or shop visit.
For example, if you take a 1988 model year Falcon 900B, that would be worth USD$4.25m if it were on an engine program; however, if it is not, it may be worth almost half that at $2.55m just because it is not on an engine program and has engines coming due for a multi-point check, Magnetic Particle Inspections (MPIs) or a Core Zone Inspection (CZI) which necessitates a close inspection of the Honeywell turbine engine models that power the airframe. The aircraft also has a C check (heavy maintenance check) due and needs paint, interior and avionics upgrades. When everything is added up, the inspections and modifications will cost more than the airplane is currently worth. The inevitable decision is made to part it out. If it had been enrolled in an engine program, however, it would have made sense to make the investment and keep the aircraft flying.
In this scenario, an asset that may have continued flying for another 8 to 10 years is now irreversibly taken out of service for preventable economic reasons. That means one less aircraft needing pilots, maintenance, fuel, parts, avionics and interior upgrades. There is one less aircraft to keep a mechanic busy and fewer engines to keep engine
shops busy. Tenured pilots will even sometimes retire when their aircraft gets parted out. Every time an aircraft leaves the fleet, the revenue stream associated with it dries up, too.
In addition, on average, Falcon 50s and 900Bs for sale without an engine program tend to sit on the market longer and capture below wholesale pricing when they do sell. The significant economic impact of dismantling an aircraft can be substantially reduced if the operator participates in an hourly engine program. When the aircraft is sold, that equity is passed on to the next operator. Keeping these aircraft flying helps keep the entire industry healthy.
Pre-owned aircraft will generally have a pre-purchase inspection (PPI) to ensure it meets the assigned value and is fit for purpose. A positive PPI outcome suggests the engines are fine. So, when is a good time to enroll in an hourly engine maintenance program?
Enrolling in a program keeps aging aircraft in the air longer and gives longer life to these valuable, highly versatile airframes. Many new aircraft will be delivered with a program in place, but when an aircraft changes hands, new owners may opt to discontinue coverage. This can be a costly mistake.
Some people think they are saving money by electing to fly without an engine program. More often than not, the perceived savings are matched dollar for dollar in lost airframe value. In effect, an operator is still paying for the program but not getting any benefits of the coverage. A
real-world example is represented by a Falcon 50 operator based in North Texas who removed all three engines from an engine program three years ago. The estimated savings on engine accruals was around $360,000 over the three years. The aircraft was sold last month for $400,000 less than retail because it did not have an engine program. In the end, they saved roughly the same amount lost in airframe value and yet had no benefit from an engine program.
Buyers should look to confirm that aircraft engines are enrolled in a program as it indicates that the aircraft has been well maintained. New owners will want to ensure the aircraft is enrolled when they acquire the aircraft. Think of an hourly engine maintenance program as a proactive protection for the aircraft – and for the owner’s schedule.
What points should an owner look for when selecting an hourly engine maintenance program?
There are many things to consider when selecting an hourly engine maintenance program. We advise that people, parts and rental engine pool options should all be considered. Owners should confirm that the maintenance organization is staffed by leading names in the industry and delivers services in the field, which is particularly important if something goes wrong during a trip. And a simple yet important point – do they answer the phones? A good provider will maintain a significant parts inventory and be
able to deliver them at any time required around the clock. It is also essential to consider what the vendor’s percentage of rental engines to enrolled engines is and if they have rental engines available for immediate dispatch. It boils down to selecting a vendor with a “make it happen” mindset who provides highly personalized and immediate service. After all, an hourly engine maintenance program should put power in the hands of its customers.
ting buyers with the right aircraft while fostering long-term relationships. We also work closely with other stakeholders in the industry, such as manufacturers and financial institutions, to ensure a cohesive economic system that supports growth. In essence, IADA’s role is to elevate the entire business aviation market by advocating for best practices, transparency, and exceptional service.
Engine Assurance Program (EAP) offers an economical, high-quality hourly engine maintenance program. It was created to fill a void in the marketplace by specializing in mature aircraft. Founder and Managing Director Sean Lynch explains what an hourly engine maintenance program is and how enrolling in one is critical to preserving the value of the aircraft.
5 years old from Kelowna, BC
• Battling nervous system disorder, myasthenia gravis
• Started travelling with Hope Air in 2022
• 11 trips
By Viswanath Tata
Larry Hinebaugh Sr. Vice President - Vision Aircraft Records and Executive Director of The Foundation for Business Aircraft Records Excellence
Can you describe the ‘current state’ of business aircraft records?
In a word: appalling. Looking at aircraft records and their administration today, we find records and logbooks that are all different shapes, sizes, and formats. We’ll find logbooks that are stuffed full of information that does not belong in the aircraft’s permanent record, as well as ones that are missing critical information that is required by the FAA. We’re not looking at just a few business aircraft. You will find these things to be universal, i.e. fleet wide. Almost every business aircraft based in the US or Canada have these types of inconsistent records.
What are the various issues and risks associated with having paper records only?
Aircraft records are both important and valuable. Without records, even if only one is missing; the aircraft violates the regulations concerning its Standard Airworthiness Certificate, and so the aircraft is technically grounded and unairworthy. The industry-accepted value of aircraft records is between 1/3 and 1/2 of the aircraft’s market value.
Additionally, in the 21st century we either back-up or insure valuable assets. With aircraft records we don’t do either. This is a real problem when paper records are easily damaged or destroyed by such things as food, water, coffee, age, wear and tear, sunlight, wind, fire, etc.
And, of course, paper records can only reside in one place at a time. However, records are often needed in multiple places, by multiple people, working on or managing the aircraft.
All-in-all paper records represent an archaic and dysfunctional recordkeeping system that was the only one available to us for most of the 20th century. But with the advent of things like the computer, the internet, the cloud, and today’s modern software; the continued use of a system that is so antiquated and out-of-date is simply not sustainable.
To illustrate, a few real-life examples come to mind: (1) A Gulfstream 650 flight crew inadvertently left an aircraft logbook in the trunk of their rental car, never to be found again. The aircraft was returned to the leasing company with the logbook missing. Due to a lost FAA 8130 form, the aircraft owner had to pay $30,000 for a nosewheel steering unit that he could not prove had been replaced. (2) A VIP Boeing 727 that had been undergoing maintenance jumped the chocks, impaled itself into a hangar, and broke a fire suppression pipe. The aircraft logbooks were stored in the hangar and were damaged. Ironically this consequently proved to be more costly than the damage to the aircraft itself.
Does commercial aviation also have the same issues and risks, or are there differences?
Commercial aviation has the same issue of needing an electronic backup for their records. Most commercial operators keep every record and piece of paper generated on the aircraft for as long as they have it. This is because the leasing companies insist on getting all this information back to pass along to the next lessee. You can imagine that after years of operation, this is a sizable number of records (typically several pallets worth). Losing a box or pallet of an aircraft’s records when the aircraft is returned to the lessor can mean a significant financial hit (if not causing the aircraft to be unairworthy) when the leasing company goes to release the aircraft to a subsequent operator.
This is unacceptable for the leasing companies. Consequently, commercial aviation is way ahead of business aviation when it comes to scanning records to have an electronic back-up of the paper record.
What drove your passion to address this topic?
That’s easy. As an independent aircraft maintenance consultant for many years, I experienced so many aircraft record horror stories and spent so much time trying to understand chaotic and disorganized records. I wondered why we treat aircraft records with such carelessness and disrespect. After all, these records are the only real source of information (and not as one would think, maintenance tracking or other maintenance information) to back up and support the airworthiness of the aircraft. And so, I began to look for a better way to do aircraft recordkeeping.
Please describe the benefits of having an electronic system, either as a backup to paper records or as a standalone solution.
An electronic recordkeeping system addresses, and solves, almost every issue the business aircraft industry experiences from using paper records. This issue is currently costing our industry over $200M dollars every year in the United States alone.
Electronic recordkeeping allows the records to be backedup (usually multiple times), allows the records to be viewed, searched, printed and updated by multiple people, from multiple locations at the same time (in other words ... the electronic record is as multi-locational as the aircraft itself), and the electronic record can be updated with new information easier and faster than the paper record can.
The information in the electronic record can also be searched and found in seconds, as opposed to minutes or hours with paper (think a Google search instead of searching through a hard copy set of encyclopedias).
In 2016, FAA published an Advisory Circular, AC 12078A providing standards and guidance for electronic signatures, electronic recordkeeping systems and electronic manual systems, can you give us a quick overview of some of the key requirements?
Key requirements for the electronic recordkeeping / digital signature portion of this Advisory Circular revolve around the security and procedures suggested by the FAA for
operators to move to an electronic recordkeeping system. The AC also discusses electronic manuals which the industry embraced several years ago, unlike the other areas of the Advisory Circular. Advisory Circulars are, of course, only suggestions by the FAA. However, complying completely with an Advisory Circular is the “easy button” for operators to submit changes to the FAA if they want them readily accepted or approved. What many operators don’t understand is the caveats in the AC delineating when an operator needs to get FAA approval or acceptance of their electronic recordkeeping program … and when they don’t. Most of these caveats involve whether the operator is strictly a Part 91 operator, or if they are operating as a certificate holder (ex: Part 125, 135, 129 or 145). Vision has a Compliance Matrix showing the FAA’s suggestions in the AC and how Vision complies with each suggestion. We are happy to share this Compliance Matrix with anyone wanting to see how we are complying. We can also supply any operator with generic GMM and GOP language for certificate holders to use Vision’s Electronic Recordkeeping System to go to paperless with their own maintenance records.
We understand that Vision Aircraft Records has obtained the only FAA approved Aircraft Digital Logbook, meeting AC 120-78A. Can you tell us more about the essential features of this Secured Managed Aircraft Records Technology (S.M.A.R.T.) system, along with the challenges you overcame to achieve this FAA approval?
Vision’s Secured Managed Aircraft Records Technology (S.M.A.R.T.) system is completely compliant with FAA Advisory Circular AC120-78A. Vision maintains a Compliance Matrix showing what the FAA is recommending and how Vision complies with each of these recommendations. This makes it easy for the FAA to accept an operator using Vision’s system for its electronic recordkeeping when petitioned.
Additionally, we offer a draft Letter of Intent and draft General Maintenance Manual (GMM) description of our system for certificate holders that need to get FAA approval to change their aircraft recordkeeping system from paper to digital.
The most difficult thing for any aviation vendor is that the FAA will not approve any new technology or system submitted by a vendor, just for the sake of getting FAA
approval. The request to the FAA to use new technology on a particular aircraft model must come from the aircraft operator itself. For vendors, this means that they must look to an aircraft operator that wants/needs to get FAA approval to employ the new system or technology on their aircraft.
Fortunately, Vision now has several aircraft operators that have received approval from the FAA to use Vision’s Electronic Recordkeeping System to replace their paper system for their operation. This is a major milestone in finally ushering in electronic records.
What challenges do you foresee to convince business jet operators to adopt electronic recordkeeping systems?
Our industry is very risk adverse. This makes sense when you consider that the risks in our industry usually involve damage to expensive equipment and/or loss of life. But this aversion to risk also means resistance to change. However, change is exactly what the industry has been consistently going through since its beginning. Improving avionics; producing safer, more efficient aircraft; enhancing flight department safety and operations, etc. Switching from paper recordkeeping (that has been around for over a century) to electronic recordkeeping represents a change that we’ve been able to put off doing for decades. That makes electronic recordkeeping one of the final frontiers for an industry that must continually modernize, while at the same time remain resistant to change.
Overcoming the challenges we have to adopt this new technology in our industry is simply realizing that electronic recordkeeping presents a safer, more efficient, and better way of doing things than using paper.
I think when the industry begins to realize the many benefits of switching to electronic records, we’re going to see it quickly come to a tipping point where everyone involved with operating aircraft will want to change.
I don’t think that day is very far off.
Pentastar Aviation has recently announced the selection of Vision Aircraft Records as their official aircraft Logbook solution provider. Can you give us an overview of the integration process and required regulatory approvals for the migration to a new logbook software solution?
The process for Vision Aircraft Records is simple. It doesn’t matter whether the operator is FAA registered or registered in another country; it doesn’t matter whether the operator is an FAA Part 91, 125, or 135 operator; it doesn’t even matter whether the operator wants to scan their paper records to include as the “Legacy” records, or just move forward to electronic recordkeeping: it’s all the same to Vision. Each of these circumstances uses the same Vision Electronic Recordkeeping program. What matters most is whether the operator wants to get FAA approval to use only electronic recordkeeping and stop using paper.
According to AC 120-78A, any operator that wants to have electronic records as a back-up to their paper records can do so without needing FAA approval. It does not matter whether the operator operates their aircraft under Part 91, 121, 125, 129 or 135.
To transition into electronic recordkeeping to replace their paper recordkeeping system; no approval of any kind is needed from the FAA if the operator is a Part 91 operator. According to AC 120-78A, only FAA Certificate Holders (Parts 121, 125, 129, 135, and 145) need to apply for FAA approval to use an electronic recordkeeping program to replace their paper recordkeeping system.
In the past this would require approval from the FAA of a change to the operator’s AO25 Ops Spec. However, the FAA has now made that easier than ever by only requiring an “Acceptance” of using an electronic recordkeeping system to replace their paper recordkeeping program, thereby negating the need to amend their AO25 Ops Spec.
In the case of Pentastar, they desired to move into electronic recordkeeping immediately with the aircraft they operate on their Part 135 Certificate. They moved into electronic recordkeeping without scanning any of the historical paper records associated with each aircraft. The plan is that only when a Pentastar aircraft is put up for sale would the paper records be scanned and included in the electronic record.
Pentastar (or any operator) is able to do this because, again according to AC 120-78A, the only requirement of moving into an electronic recordkeeping system is that the historical paper record can be accessed and relied upon for its information when needed. The easiest thing to do is to scan the paper records to have in the electronic recordkeeping program, but that is not imperative.
Vision Aircraft Records Digital Logbook system is the Business Aviation Industry’s most trusted electronic records platform. Securing and managing close to $1.5 billion in aircraft logbook value, Vision is meeting one of the greatest challenges in the aviation industry today. The conversion of over 100 years of “paper based” aircraft maintenance records into a digital data management system. The Vision company has delivered to market an FAA AC-120-78A approved Aircraft Digital Logbook that enables users to enter data directly into an accessible, researchable, and legally recognized electronic system.
See visionaircraftrecords.com for more information.
Larry has over 40 years of aircraft operations and maintenance experience, including 30+ years as a Director of Aircraft Maintenance operating numerous business and corporate aircraft on a world-wide basis. In 1999 Larry founded and operated Aviation Consulting Group, which for over twenty-five years has been overseeing VIP aircraft completions, accomplishing pre-purchase inspections and technical records audits, conducting 125/135 conformity inspections, and performing other business and corporate aircraft maintenance related activities.
Concurrent with his role as Sr. Vice President of Vision, Larry serves as the Executive Director of The Foundation for Business Aircraft Records Excellence; a non-profit organization dedicated to improving the way we produce and manage aircraft documentation through education and technology awareness.
Larry is at the forefront of business aviation’s move from its reliance on localized paper records “logbooks” that record the history and Airworthiness of an aircraft; to modern, secure, cloud-based electronic record keeping systems offering less costly 24/7 accessibility and control.
By Nick Copley, President, SherpaReport
Purchasing an aircraft is one of the biggest investments you or your company will make. Ensuring you make the right choice for your needs and wants will be crucial. There are numerous considerations and here, I’ll give you a quick look at the most important factors to contemplate when buying an aircraft.
First, ensure that purchasing an entire aircraft for yourself or your business is the right move. As a broad rule, you should be flying at least 150 hours a year before owning an aircraft starts to make economic sense. Would fractional ownership be more appropriate? Fractional ownership involves purchasing a share of an aircraft, which entitles you to a set number of flying hours each year, typically between 50 and 400 hours, depending on the size of your share and the aircraft type. It is an excellent option if you fly privately at least 50 hours a year as it allows you to enjoy the benefits while leaving the management of the plane, including crew sourcing, scheduling, maintenance, positioning, and much more, to the fleet operator. To know whether fractional or full ownership is the right product for you, a full analysis of your current and expected flying wants and needs should be undertaken. That said, economics are not the sole reason people buy planes and other reasons may weigh more in your decision-making.
You must then choose the type of plane to buy. Start by analyzing your flight patterns, looking at your typical city pairs, the longest distances you travel, the number of people in the cabin, luggage requirements, business needs (if applicable), the types of airfields you’ll be landing in most frequently, etc. Choose an aircraft type (turbo prop, a light jet, a mid-size, etc.) that suits 90% (or most) of your needs. If you are usually going back and forth between Manhattan and Los Angeles with about six people and some trips to Dallas and Chicago, then a super-mid-sized aircraft would be a good choice in terms of range and passenger numbers. For that one trip a year when the entire executive team of 12 flies to an offsite overseas, your super-mid will not work out, but you could charter an aircraft for that occasion.
One could say “Go bigger, it covers all uses!” The problem is that bigger aircraft cost significantly more and flying a plane that’s too big for your needs doesn’t make much financial sense. Value focused buyers will choose the plane that is big enough for most needs and charter a larger aircraft for longer trips. Having said that, some people just want the extra room in a larger plane, whether purely for comfort or for health or medical reasons.
Once you’ve decided on the type of plane, you’ll have to decide whether to buy new or pre-owned. New planes cost more but come with warranties and have all the emotional appeal of something brand new. Older planes are cheaper to buy, but as they age, they can become a lot more expensive to maintain. For aircraft over 25 years old, the replacement parts can also become hard to find. A life-cycle expense analysis can compare the total cost of the aircraft over the period that you plan to operate and keep it, and lets you compare new vs pre-owned. Budgetary planning is a critical part of the purchasing process.
Your budget evidently comes into play high up on this list. Don’t be seduced into thinking that the $4 million plane is automatically a better buy than the $8 million option. There are multiple additional expenses to consider with aircraft ownership – operation, annual maintenance, storage and crew to name just a few. In addition to your expenses, what about revenue? Will you be chartering your aircraft to others? How can you make your investment work favorably for your budget? Other budgetary considerations are whether you plan to purchase outright or lease, and whether you will be seeking financing or if the acquisition is to be self-funded.
Finding the right make and model while sticking to your ideal aircraft type and budget is not always easy and requires significant research. You and your team (see advisors below) must create a shortlist of makes and models that meet your requirements and missions. For each model on the list, your advisors should provide the features and benefits, strengths and weaknesses and typical costs.
If buying new, one main consideration will be: how long will it take to obtain delivery of the aircraft? If buying preowned, it is key to research the plane’s pedigree and not just rely on what the seller’s agent tells you. It is essential to obtain detailed records that list all trips made in the aircraft, what maintenance has been done, by whom, and where. Any missing or inaccurate information can devalue an aircraft, meaning you could also face problems when you later attempt to sell it.
Draw up a letter of intent that allows you to withdraw from the sale if anything goes wrong. Do not skip the pre-purchase inspection. Using a licensed (airframe and powerplant) aircraft mechanic is key and ideally find someone specialized in the specific aircraft you’re looking to buy.
Rounding out this quick list is having a qualified, experienced acquisition team. The investment spent on their knowledge will come back in spades. A team of experts can guide you through all steps of an acquisition, will take care of details, find solutions to issues and will make sure you’re buying the right aircraft for your requirements. An acquisition team should include a principal advisor (either an attorney, an independent aviation advisor or part of an aviation broker, operator or management company), an aviation attorney, a tax advisor, an aircraft broker, an aircraft inspector, an aircraft lender if loans or lease options are being considered, an insurance broker, an escrow agent to handle all the document flow and movement of funds, and a management company if you intend to have the aircraft managed. In some cases, one person may take several roles or you may work with a firm that has several of these team members on staff.
There is a plethora of considerations when looking to invest millions of dollars in aircraft ownership. Making an informed decision involves thorough research, consultations with aviation experts, and a clear understanding of your travel needs and preferences. The considerations above are the main ones but digging into the details and either really understanding the complexities of the transaction or hiring the right experienced people is crucial to avoid disappointment and bad investments.
SherpaReport provides a wealth of information on private aviation options to help you make smart purchasing decisions. A paid membership has detailed jet card and fractional program comparisons and a 60-page Aircraft Buying Guide which goes into much greater depth than this article and includes a list of operating costs for various aircraft. Our complimentary Guide to Private Aviation is a good starting point and will give you a good overview of private aviation options.
Download the free SherpaReport guide.
By Viswanath Tata
The recently rebranded OEM has significantly expanded its pre-owned programs and is now offering a full host of services tailored to a broad range of discerning buyers.
In a market where the supply of new business jets hasn’t yet caught up with demand, it’s good to know there’s another option buyers can trust: Bombardier’s complete range of pre-owned aircraft services.
Bombardier’s pre-owned offering can be tailored to customers’ individual needs, and they can choose from a wide array of different possible solutions. When opting for a pre-owned aircraft, research indicates that the most selective buyers are looking for five key elements: a “likenew” customer experience; a future-proofed product; purchase peace of mind; a turnkey solution ready for operation; and OEM-style transaction exclusivity.
Bombardier’s industry-first Certified Pre-Owned (CPO) program, for example, checks all these boxes.
Launched in July 2021, the program has rapidly established a premium category in the pre-owned business jet market. Each CPO aircraft is meticulously selected, inspected and updated with refurbished interiors, fresh exterior paint, upgraded avionics, and new connectivity systems. Topping off this unbeatable program offering is an exclusive one-year OEM warranty and the opportunity to enroll in Bombardier’s acclaimed Smart Services program.
“Our CPO offering has done very well and sets us apart,” said Bombardier’s Michael Anckner, Vice President, Worldwide Pre-owned Acquisitions and Sales. “There’s been good interest in the CPO program, and we have more than 20 aircraft in service today. In fact, appraisal authorities such as Aircraft Bluebook, Vref, and AircraftPost now have a stand-alone category for Bombardier CPO aircraft, proving that the program has created higher market values and delivered peace of mind.”
Bombardier is the only business jet manufacturer offering such a comprehensive, turnkey package for pre-owned Bombardier Learjet, Challenger and Global aircraft. Jets in the CPO program are carefully selected, and undergo thorough reviews of logbooks, maintenance and operational history, modifications and upgrades – capped off by a rigorous pre-purchase examination.
Once selected, the CPO aircraft is treated to a full range of interior refurbishments as needed, such as reupholste-
red seats, re-veneered cabinetry, and even replated metal inlays in table legs and seatbelts. Outside, a fresh coat of Matterhorn white paint provides the perfect blank canvas that is ready to be customized with the buyer’s preferred livery. The result? A complete “like-new” experience for the most discerning aircraft buyers.
When it comes to offering a future-ready product, Bombardier is proud to outfit all CPO aircraft with an updated avionics suite – Collins Pro Line 21 with FANS1A upgrade for Challenger aircraft, and Honeywell DU875 Primus Elite for Global aircraft.
These days, fast and reliable connectivity is a must-have on board any business jet, so Bombardier equips CPO Challenger aircraft with the GoGo L5 Avance system, while CPO Global aircraft receive the Collins Aerospace Ka-band system for worldwide high-speed coverage.
Buyers of Bombardier CPO aircraft also enjoy complete peace of mind, thanks to a solid one-year OEM warranty, as well as eligibility in the renowned Smart Services cost-per-flight-hour program for the ultimate in budgeting predictability.
Finally, Bombardier’s exclusive CPO program offers a complete solution with all aircraft maintenance completed, including all recommended service bulletins. Work is performed at Bombardier’s wholly-owned service centres, including U.S. facilities in Tucson, Arizona; Dallas, Texas; Miami, Florida; Wichita, Kansas; and Hartford, Connecticut. In fact, the vast majority of CPO program transactions to date have been U.S.-based.
Conscious that every customer has unique needs, Bombardier offers a complete pre-owned services umbrella, including customizable products and programs for buyers who may not need the full nose-to-tail CPO treatment.
“Over time, we’ve adapted to the needs of a broader market,” explained Anckner. “For example, we might only do the maintenance for one year and warranty it, or perhaps just refurbish the seats and carpeting. Our pre-owned services have morphed into a customizable experience, one that is tailored to appeal to a wider market.”
This means that prospective buyers of Bombardier preowned aircraft will have more OEM-backed options than ever before.
“People are looking for hassle-free maintenance during the first 12 months; refurbishments that include the latest technology; and, more than anything else, people want fast internet,” continued Anckner.
Bombardier’s current pre-owned services offering runs the gamut from fully refurbished and certified aircraft to assisting clients with their search for a specific Bombardier model on the secondary market to suit their needs. The company also serves as a broker for customers wishing to sell their own aircraft on the market by leveraging its full worldwide sales team. With today’s robust market for pre-owned business jets, the OEM is seizing
the opportunity to expand its product and service offering to buyers and sellers of pre-owned jets, creating value for existing customers and new customers alike.
“This is a growth area for us,” confirmed Anckner. “As the OEM, we know our products better than anyone, and we stand behind them. We are uniquely qualified to locate, acquire and update any of our pre-owned aircraft, with a view to delivering a dispatch-ready asset featuring the latest technology and high-speed connectivity to elevate the customer experience.”
Looking for a pre-owned aircraft, they don’t have to worry about from a maintenance perspective, because the OEM stands behind it.
- Michael Anckner
While Bombardier continues to source and acquire select aircraft for its CPO program, Anckner indicated there has been a definite shift to servicing individuals who are “looking for a pre-owned aircraft, they don’t have to worry about from a maintenance perspective, because the OEM stands behind it.”
new, full pre-owned offering on
Visitors to the 2024 NBAA Business Aviation Convention & Exhibition, Oct. 22-24 in Las Vegas, Nevada, should be on the lookout for a pristine CPO aircraft, which will be on display at the Bombardier booth at Henderson Executive Airport.
“We want people to know we are here to understand their pre-owned needs,” said Anckner. “People may not realize we offer these services. However, our team is the most qualified to work with you on the acquisition and sale of any pre-owned Bombardier jet.”
By offering bespoke pre-owned aircraft services, the Bombardier team is ready to assist buyers with finding, inspecting, acquiring and refurbishing the jet that is right for them.
Anckner recommended that prospective purchasers visit Bombardier’s expansive Pre-owned aircraft website, which features a complete inventory of available aircraft.
Another valuable resource is the Bombardier Pre-owned Market Report, which tracks sales trends across 12 specific Bombardier aircraft models.
“The bottom line is that Bombardier is in a unique position to provide pre-owned aircraft and services that suit the individual needs of our customers,” concluded Anckner.
“Brokers in the market buy and sell airplanes and manage them through a service centre, but it’s not their product or their service centre. As the OEM, we are the only one that can offer the turnkey solution that our customers deserve.”
By Thomas Chatfield, CEO, Camber Aviation Management
Thomas Chatfield CEO, Camber Aviation Management
When considering the acquisition of a large private jet, buyers will typically default to ordering a brand-new aircraft directly from manufacturers like Boeing or Airbus. These jets promise cutting-edge design and technology straight from the assembly line. However, this route often comes with significant drawbacks, including notoriously long waiting periods due to the limited availability of new narrow-body bizliner feedstock, such as the Airbus ACJ319neo and ACJ320neo and Boeing BBJ Max7 and Max8 aircraft. Furthermore, to achieve the level of perso-
nalisation that new buyers are seeking, there is a hefty price tag to design, engineer, build and certify a bespoke cabin as well as an additional 12 months of waiting time for the outfitting aircraft to be delivered.
But these restrictions are now causing astute buyers to turn to another ownership route that offers several advantages: customising a pre-owned bizliner. This option is frequently overlooked or dismissed due to misconceptions about the potential of pre-owned aircraft and the possibility of making a bad investment.
Tom Chatfield, CEO of Camber Aviation Management, champions this option, drawing from decades of experience in aircraft completions. He believes that buying preowned not only circumvents many drawbacks associated with new aircraft purchases but also opens up a world of customisation and value that is hard to match. Here, he offers his perspective on the advantages and possibilities that come with a pre-owned, large-cabin jet and explores how you can transform a pre-owned bizliner into your dream aircraft.
The market for new large-cabin business jets, often referred to as “bizliners,” particularly the Boeing BBJ Max and Airbus ACJ Neo, is marked by high demand and scarce availability. These aircrafts, based on commercial airliners, are delivered without a cabin and not painted, often appearing in the distinctive green of fuselage primer—which is why they are referred to as “green aircraft.” The high demand primarily stems from airliners clamouring for new aircraft in the post-COVID economic recovery, which results in extended waiting periods that can stretch for years. This forces potential owners to either put their aspirations on hold or settle for less-than-ideal solutions, often with limited customisation options that compromise on their needs and personal taste.
Tom explains, "A new Boeing 737 BBJ Max8, for instance, has a 2024 list price of $82.5 million. When you factor in the cabin completion costs which can range from $30 to $35 million, the total expense can reach somewhere around $120 million. It’s a hefty investment for an aircraft that won’t be delivered for several years."
In contrast, opting for a pre-owned jet offers a more attractive alternative. Not only does it significantly reduce the waiting period, but it also lowers the overall investment while providing the freedom to customise extensively according to personal preferences.
The appeal of buying a brand-new bizliner is undeniable; however, the practical benefits of choosing a pre-owned aircraft often outweigh the initial appeal of a new purchase. Tom Chatfield breaks down these advantages, providing a compelling case for considering pre-owned options.
` Immediate Availability: "One of the most significant benefits of going pre-owned is the immediacy of availability," explains Tom. "Unlike new jets, which require years from order to delivery, pre-owned aircraft can be acquired and made ready for use in a fraction of the time. This is a crucial factor for buyers who need to meet tight schedules or who prefer not to have capital tied up in long-term manufacturing processes."
` Cost-Effectiveness: Consider a well cared for, preowned BBJ2, which can cost between $20 million and $30 million. If the existing cabin layout aligns with the buyer’s preferences, a comprehensive refresh could be
achieved with an additional investment of only $4 to $5 million. This means you can purchase a bespoke aircraft for significantly less than the cost of a new Gulfstream G650, but with four times the floor space.
` Customisation Opportunities: "Buying pre-owned offers unprecedented customisation options," says Tom. "New jets are delivered with essentially an empty cabin, allowing the owner and the designer to develop a cabin that is fully customised to reflect their requirements and sense of style (provided, of course, that the design can be certificated!) With a pre-owned jet, you can still redesign the interior to fit your exact specifications and desire. However, retaining the original layout but incorporating new finishes and materials can dramatically transform a dated cabin into an entirely new, modern masterpiece—at a fraction of the cost.
` Reduced Overall Investment: "The initial outlay and the ongoing costs of owning a pre-owned jet are considerably lower than those associated with new jets," Tom points out. "This includes not only the purchase and retrofit costs but also potentially lower insurance premiums, depending on the aircraft’s condition and history. However, it’s important to note that maintenance costs can increase as the aircraft ages, which is an essential factor to consider when budgeting for the long-term ownership of a pre-owned jet."
While the advantages of purchasing a pre-owned bizliner - such as cost savings, customisation potential, and immediate availability - are compelling, the process can appear daunting to those new to the world of private aviation. Navigating this journey requires careful consideration and expert guidance to ensure that the investment aligns with both personal preferences and practical requirements. "Engaging with a knowledgeable team early on is crucial," advises Tom Chatfield. "Experts can help identify aircraft with floor layouts that suit your needs."
Experts can help identify jets with floor layouts that suit your needs, which is an excellent starting point to customise the cabin.
- Tom Chatfield
It's important to consider several factors when selecting a pre-owned jet, such as the aircraft’s maintenance history, pedigree, and, importantly, its cabin layout. Tom notes: "You wouldn’t buy a house without assessing its foundation and potential for renovation; the same principle applies to buying a jet. It is essential that candidate aircraft be thoroughly inspected and their historical and maintenance documents reviewed to establish the condition of the aircraft. This thorough scrutiny ensures that the buyer can negotiate favourable purchase agreement terms."
The layout of a jet is like the floor plan of a house—it determines how well the space can be tailored to meet your needs. A suitable layout minimises the need for extensive structural changes, which can significantly drive up costs and extend timelines.
To aid in the decision-making process, the collaboration between Camber Aviation, KipCreating, and SkyStyle offers advanced visualisation tools, and internationally pluri-awarded design skills. These tools and skills, efficiently provide a vivid preview of potential modifications, helping buyers visualise the transformation of an outdated cabin into a personalised luxury space "Just as one might struggle to see the potential in a home with an excellent floorplan but dated decor, our clients often find it challenging to look past interiors that don’t align with their personal tastes," explains Max Pardo, Rendering Specialist at KipCreating. "Our technology enables them to visualise what’s possible by portraying transformative changes in color schemes, materials, and overall style."
"With these rendering technologies, potential owners can see the possibilities of the jet's interior before any physical work begins," says Tom. "It’s an invaluable resource that turns what might seem like a gamble into a calculated and confident decision." Lucas Colombo, Chief Designer at SkyStyle, adds, "The level of customisation and quality we can achieve with pre-owned jets is remarkable. Our clients are often surprised by how radically we can transform the space to suit their needs and sense of style."
This proactive approach not only reassures buyers about their choices but also enhances the overall customisation experience, allowing for a more interactive and involved refurbishment process, where buyers can experiment with different designs and configurations without the immediate commitment of physical alterations.
When customising a pre-owned bizliner, having an expert by your side is not just helpful—it’s indispensable. A completion manager specialises in overseeing the entire refurbishment process from initial purchase through to the final detailing and certification, ensuring that each step meets the client's specifications and regulatory requirements.
Tom Chatfield highlights the importance of this role: "A completion manager acts as your advocate, ensuring that every aspect of the jet’s refurbishment is planned and executed to the highest standards. They understand the technical and aesthetic complexities involved and can help you navigate the overwhelming variety of choices and challenges that come with customising an aircraft."
Before any money changes hands, a completion manager should arrange an independent, thorough pre-purchase inspection of the aircraft. This step is crucial in uncovering any potential issues that could affect the safety, performance, or cost of the aircraft down the line. As Tom explains, "It’s about ensuring that the jet not only looks good but is fundamentally sound and reliable."
Once an aircraft is selected, the completion manager collaborates closely with the buyer to outline the desired modifications. "Whether it’s upgrading the in-flight entertainment system, redesigning the interior layout, or installing advanced communication technologies, the completion manager coordinates all aspects to align with the owner’s vision," says Tom.
Opting for a pre-owned bizliner offers a compelling alternative to purchasing new, providing both financial advantages and customisation opportunities that new aircraft simply cannot match. With immediate availability, significantly lower costs, and the ability to tailor every detail to personal tastes, pre-owned jets present a practical solution for those looking to enter the world of luxury aviation.
Tom Chatfield sums up the advantages: "Choosing a preowned aircraft isn't just about cost savings and the ability to begin to fly your customised jet much sooner; it's about creating a bespoke travel experience that reflects your unique style and needs. With the right expert guidance, design skills and advanced visualization tools, transforming a pre-owned jet into your dream aircraft is not only possible but also a wise investment."
It’s about ensuring that the jet not only looks good but is fundamentally sound and reliable.
- Tom Chatfield
By Viswanath Tata
Andy Solem Vice President of Sales & Marketing, Honda Aircraft Company
Last year, Honda Aircraft Company announced the launch of its first Certified Pre-Owned (CPO) program. Can you walk us through this unique offering in the Very Light Jets (VLJ) category?
Our Certified Pre-Owned program is designed to offer our customers more options for their entry-point into the HondaJet family as well as faster HondaJet fleet growth. It’s important to note, not every pre-owned HondaJet is a Certified Pre-Owned HondaJet. Our CPO program only certifies the highest quality aircraft. These are aircraft that have no previous damage history. We put every plane through a 208-point inspection that goes beyond your traditional pre-buy inspection. This all is to ensure that if we list a plane as “Certified Pre-Owned,” it is one of the best pre-owned HondaJets on the market.
A unique feature of this program is the inclusion of a FlightSafety Initial Pilot Training session and additional credits toward your airframe Flight Ready Performance program. What are the advantages of these offerings especially for new pilot / owners?
One important point to clarify—we are not crediting our Flight Ready program with Certified Pre-Owned. What we are offering is an extended warranty. What that means is that we are standing behind the quality of the plane, and we actually think of the warranty as a higher level of coverage that goes beyond what you would get even at the highest level of our Flight Ready program. Plus, if you’re buying a newer plane through the Certified Pre-Owned program, one that still has some of its original manufacturer’s warranty left on it, you still get the remaining time left in that warranty, and only after that runs out does the time start on your additional CPO extended warranty.
As far as the training we offer, we see it as us partnering with our owners. We want them to have the best possible onboarding experience. Giving them the opportunity to come in for training helps them meet key points of contact and establish relationships that will help them to get the full enjoyment of this asset that they are purchasing. It also gives them an opportunity to receive the education they need to make sure they are equipped to take care of their HondaJet. This will ultimately give them a better ownership experience and it will put them in a better position to maintain the jet in such a way as to ensure it retains its value over time as best it can.
Honda Aircraft has a large network of authorized sales representatives. Can you walk us through this network and how its supporting your CPO offering?
The Certified Pre-Owned program is through the OEM only, so you can only purchase a CPO plane directly from Honda Aircraft Company. That said, after purchase, our authorized service network can help support the aircraft globally.
In addition to the CPO program, Honda Aircraft Company offer its own brokerage services . Can you explain how this service works and what are the advantages of teaming up with the aircraft manufacturer for re-marketing your jet?
Regarding our brokerage services, Honda Aircraft Company is the OEM for the HondaJet, which puts us in a uniquely strong position to represent it. As the manufac-
turer, we are specialized in HondaJet marketing, sales, and support activities. Other brokerage services often cover a range of aircraft they represent, and their focus is not specifically on the HondaJet. We have extensive knowledge of the history of our aircraft and an expert salesforce only focused on HondaJet, so we are in the best position to make sure you are getting top quality representation and the smoothest transaction. This all hopefully translates into a higher sales price.
Since the first HondaJet delivery in December 2015, Honda Aircraft Company has introduced a large number of upgrades, improving both the comfort and the mission capabilities of this state-of-the-art jet.
Can you give us an overview of the major upgrades available for early HondaJet model operators?
As you may already be aware, one of the biggest upgrade packages available for the HondaJet is the Advanced Performance Modification Group (APMG) package, which is designed to help give the earliest model HondaJets improved aerodynamics, improved range and takeoff distance, and more baggage capacity. This all translates into performance that is more in line with some of our more recent HondaJet offerings, even on an older airframe. There have also been quite a few other optional service bulletins available for the HondaJet fleet that we have put out in the last few years. These include upgrades designed to improve both comfort and operation capabilities. Examples include Bongiovi sound system upgrades, the Enhanced Cabin Management System (ECMS), and hardwood inserts for comfort. On the performance side, there have been a wide variety of avionics software, hardware and, airframe upgrades that have become available. By working with the Honda Pre-Owned Sales Team, there are a whole host of upgrades and enhancements we can offer that allow you to customize the aircraft to your specific wants and needs.
At Duncan Aviation, we understand that buying or selling a
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As your
insights that go beyond the
and support you throughout your ownership experiences. Our team’s dedication and vast network of industry connections ensure that every decision you make is thoroughly informed, aligning perfectly with your unique mission and aspirations.
www.DuncanAviation.aero/aircraftsales
Nothing symbolizes more the rise and decline of the air taxi market than the Eclipse 500 Very Light Jet (VLJ). The air taxi business was planned to fill the gap between commercial airline services and charter services using low-cost short-haul jets before being severely hit by the financial crisis of 2008, when dozens of growing air taxi operators were unable to raise the capital required to finance the large quantity of business jets needed to serve that market efficiently. A good example is DayJet, the largest fleet operator of the Eclipse 500 with 28 aircraft, which filed for bankruptcy in September 2008. DayJet had 1,400 Eclipse 500 jets on order, representing 58% of the order book.
The six-seat Eclipse 500 is an all-metal, Very Light Jet originally produced by Eclipse Aviation of Albuquerque, New Mexico. It is based on Burt Rutan’s 1997 Williams-V-Jet II demonstrator for engine manufacturer Williams International. Eclipse Aviation was founded by Vern Raburn, one of Bill Gates’s first Microsoft executives. Bill Gates will become a major early stakeholder in the Eclipse project.
Two months after DayJet's collapse, Eclipse Aviation entered Chapter 11 bankruptcy on November 25, 2008. By then, 259 airplanes had been delivered. With more than $1 billion of total liabilities, the company entered Chapter 7 liquidation on February 24, 2009. The company assets were sold
Although the Eclipse 500 prototype flew with Williams FJ22 engines on its maiden flight on August 26, 2002, the powerplant was later changed to Pratt & Whitney Canada PW610F engines, significantly delaying the development program.
The Eclipse 500 entered service in December 2006 with a price tag of $1.45 million, double the original price target of $775,000.
The airplane design was optimized for mass production, using techniques adopted from the automotive industry. One crew can assemble an airframe on a single shift, and the interior can be installed in 45 minutes on a moving assembly line. The Eclipse 500 cabin didn’t feature a lavatory as the airplane was designed to fly 60-minute average routes.
The Eclipse 550 was launched in 2013 as a successor to the 500. It features enhanced avionics, autothrottles and anti-skid brakes. The Eclipse 550 is certified for single-pilot operation.
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The all-composite, single-engine Vision Jet was launched in 2006 and achieved certification a decade later. This jet was initially designed to offer owner-pilots of piston-powered aircraft an easy step-up to a very light personal jet. The Vision Jet is also Part 135 approved for operators seeking to provide air taxi services. The Cirrus’s signature airframe parachute system is unique to the Vision Jet, deploying from the aircraft nose. In 2018, the Vision Jet was awarded the Collier Trophy for developing the world’s first single-engine general aviation personal jet aircraft with a whole-airframe parachute system. In 2020, Cirrus Aircraft introduced Safe Return, a revolutionary emergency auto-land system allowing passengers to turn the Vision Jet into a fully autonomous vehicle with just a touch of a button.
In 2019, Cirrus Aircraft introduced the improved G2 version, adding RVSM capability and allowing flight operations up to a 31,000 ft ceiling. The G2 range was improved to 1,200 nm. The 2021 G2+ version introduced a more optimized FJ33-5A engine thrust profile that provides up to 20% increased performance during take-off, allowing for shorter runway operations, increased payload/range, and improved take-off safety margins, especially on hot and high airports.
In 2023, Cirrus introduced an Auto Radar function powered by avionics supplier Garmin and Cirrus IQ LTE-based connectivity. The Auto Radar allows the pilot to select the desired radar range, which then automatically scans the area ahead with the most optimal horizontal and vertical tilt combination. Cirrus IQ adds LTE-enabled hardware, allowing real-time aircraft data access on the ground.
Model 510 (Mustang) P&WC PW615F-A
First Flight: 2005
Certification: 2006
Model 510 (Mustang) High Sierra Edition
P&WC PW615F-A
Certification: 2010
` Special paint scheme and Interior
` Synthetic vision
Launched at the 2002 NBAA-BACE, the Cessna Model 510 was developed as an entry-level Very Light Jet (VLJ) to capture the much-anticipated air taxi and owner-pilot markets.
The prototype aircraft first flew on April 23, 2005, prior to certification on September 8, 2006. The aircraft was built at the Cessna production facility in Independence, Kansas along with the company’s single-engine piston aircraft.
In 2004, Cessna selected the Independence site to build its new Citation Mustang, the first Citation to be manufactured outside of Wichita. After significantly expanding the facility, Independence began production of the Mustang on October 5, 2005.
Cessna never called the Mustang a VLJ as it was not a revolutionary airplane, as other VLJ makers, but an evolutionary airplane that built on the nearly 40 years of experience the company had in designing business jets.
The Citation Mustang is powered by two Pratt & Whitney PW615F turbofans mounted in pods on the aft fuselage, each producing 1,460 lbf of thrust. The all-glass cockpit features a fully-integrated Garmin G1000 avionics suite with dual-channel autopilot. Two 10-inch primary flight displays flank a 15-inch multifunction display in the centre of the instrument panel.
Due to the 2008-2009 financial crisis, Cessna Mustang deliveries quickly declined from a record high of 125 jets in 2009 to eight in 2014. After almost 500 deliveries in 11 years, Cessna stopped producing the Mustang in 2017 as customer interest turned to the upgraded Citation M2.
Model 500 (Citation I)
P&WC JT15D-1A Model 550 (Citation II) P&WC JT15D-4
First Flight: 1969 (Fanjet 500)
Certification: 1971 Certification: 1978
Model 525 (CitationJet) WI FJ44-1A
First Flight: 1991
Certification: 1992
` Citation II fwd fuselage
` New supercritical wing
` New T-tail
Model 525 (Citation CJ1) WI FJ44-1A
Certification: 2000
` Pro Line 21 Avionics
` Increase MTOW
Model 525 (Citation CJ1+) WI FJ44-1AP
Certification: 2005
` FADEC Engines
Model 525 (Citation M2) WI FJ44-1AP-21
Certification: 2013
` Improved Engines
` Garmin G3000 Avionics
` New wingtips
Model 525 (Citation M2 Gen2)
WI FJ44-1AP-21
Certification: 2022
` Restyled Cabin
Launched in 1989, the Cessna Model 525 is a single-pilot, Very Light Jet (VLJ) marketed successively under the CitationJet, Citation CJ1 then Citation M2 marketing designations. The original model was certified on October 16, 1992.
The Model 525 is based on an all-aluminum airframe with a T-tail and a straight laminar flow supercritical wing. It can carry two crew members and up to six passengers. The fuselage cross-section, cockpit, and engines are shared with larger Cessna Citation CJ models, the CJ2, the CJ3, and the CJ4.
Starting with the CJ1+, the Model 525 received FADECcontrolled Williams International FJ44-1AP engines, which greatly reduced pilots’ workload. The CJ1+ could climb directly to 41,000 ft and cruise at up to 389 kts.
The 2013 Citation M2 variant, recognizable by the addition of small winglets, introduced more powerful FJ44-1AP-21 engines and Garmin G3000 avionics in replacement of the Collins Aerospace Pro Line 21 suite on previous versions.
The 2022 Citation M2 Gen2 version introduced a new cabin experience with enhanced styling and updated functionalities.
(EMB-500)
P&W C PW617F-E
First Flight: 2007
Certification: 2008
(EMB-500) Phenom 100E
P&W C PW617F-E
Certification: 2015
` Multifunction Spoilers addition
(EMB-500)
Phenom 100EV
P&W C PW617F1-E
Certification: 2017
` Engine thrust increase
` Garmin G3000 touchscreen avionics
(EMB-500)
Phenom 100EX
P&W C PW617F1-E
Certification: 2023
` Improved cabin
` Runway Overrun Awareness and Alerting system
(ROAAS) Certification
The Phenom 100 is the marketing designation of the Embraer EMB-500 Very Light Jet (VLJ) model.
In 2005, the Brazilian manufacturer decided to enter the booming VLJ market with a new clean-sheet, purpose-built business jet, using the latest technologies. Thanks to flawless program execution, the first Phenom 100 prototype completed its first flight on July 26, 2007, at São José dos Campos in Brazil, paving the way for the first delivery in December 2008.
The Phenom's roomy cabin, which has won the Robb Report Best of the Best award in its segment seven times, comfortably accommodates up to seven passengers. The Phenom 100 and 300 share the exclusive Oval Lite® cabin that Embraer and BMW Designworks USA developed. These jets also feature oversized windows, setting new standards for comfort in their category.
In 2011, Embraer opened its first U.S.-based aircraft final assembly plant in Melbourne, Florida, where it began operations with a second production line for the Phenom 100. In 2016, after a major expansion of the site, Embraer shifted all Phenom jet assembly work to Florida.
The 2017 Phenom 100EV model introduces a touchscreen flight deck powered by the Garmin G3000 avionics suite and several performance improvements thanks to a more powerful Pratt & Whitney Canada PW617F1-E engine.
The HA-420 HondaJet is the first aircraft developed by Honda Aircraft Company, a wholly-owned subsidiary of the Japanese Honda Motor Company.
Conceptualized in Japan, the airplane is assembled in Greensboro, North Carolina. The low-wing Very Light Jet is recognizable by the unique engine mounting configuration above the wing.
In 1997, lead HondaJet designer Michimasa Fujino developed a new breakthrough in aviation technology that allowed aircraft engines to be placed above the main wing, all while improving aerodynamics. He soon patented his discovery, making the HondaJet the first business jet in the world to successfully develop an over-the-wing engine mount (OTWEM). Thanks to the OTWEM technology that eliminates the need for an engine mount support structure installed on the fuselage, the HondaJet can fly faster, higher, and further than other aircraft in its class, all while featuring a quieter and more spacious cabin.
The first HondaJet prototype took to the sky on December 3, 2003. The FAA certification was received in December 2015 following many years of development. The HondaJet fuselage is made of a carbon-composite material that is stronger and lighter than the aluminum used in most other aircraft. The HondaJet flight deck is based on the Garmin G3000 avionics suite.
The improved HondaJet Elite entered service in 2018, introducing many new flight deck and cabin functionalities and airfield performance enhancements. The 2021 Elite S had an increased maximum takeoff weight of 200 lbs, allowing for an up to 120 nm range increase with one pilot and five passengers. The jet was updated again in 2022, with the certification of the HondaJet Elite II, which features a host of key advancements in performance and comfort. The Elite II increases the range to 1,547 nm with increased fuel capacity and a 200 lb MTOW increase.
First Flight: 1998 Certification: 2001 (Raytheon 390)
` Improved systems ` Improved avionics (co-pilot PFD)
` Reduced cabin noise
` Restyled cabin
Launched at the 1995 NBAA-BACE, the Premier I (Beechcraft model 390) is a composite-fuselage light business jet manufactured by Beechcraft featuring a near-standup cabin.
The Premier I is the first business jet designed from the wheels up by Raytheon following the acquisition of Beechcraft in 1980 and carries the FAA designation RB-390 (Raytheon Beechcraft model 390).
The Premier I prototype was rolled out on August 19, 1998 and its first flight was on December 22, 1998. Its FAA Type Certificate was issued on March 23, 2001.
All Premiers feature Collins Aerospace Pro Line 21 avionics and Williams International high-efficiency FJ44-2A turbofan engines. The engines propel the Premier to 41,000 feet in just 23 minutes and burn around 130 gallons an hour while cruising at 450 kts.
The airplane features a rigid and lightweight rolled graphite, epoxy laminate and honeycomb fuselage mated to highly swept aluminum wings.
The Premier’s cabin features a beverage centre, six individual executive seats that slide, swivel, and recline, and an electric-flushing chemical toilet in the back.
On September 22, 2005, the upgraded Premier IA was certified, featuring a new cabin interior and improved systems in addition to an “acoustical liner” to reduce cabin noise levels.
The Premier IA upgrade included a new contoured cabin headliner that increases passenger headroom, adjustable LED downwash lighting and repositioned passenger reading lights. Passenger seats have also been completely restyled for increased comfort and more legroom.
The Premier IA avionics suite incorporated Collins Aerospace IFIS-5000 Integrated Flight Information System and Pro Line 21 Communication, Navigation and Surveillance suite fitted as standard.
Model 525 (CitationJet)
WIL FJ44-1A
Certification: 1992
Model 525 (Citation CJ1)
WIL FJ44-1A
Certification: 2000
Model 525A (Citation CJ2)
WIL FJ44-2C
Certification: 2000
` Stretched fuselage
` Increase MTOW
Model 525 (Citation CJ1+)
WIL FJ44-1AP
Certification: 2005
Model 525 (Citation M2)
WIL FJ44-1AP-21
Certification: 2013
Model 525A (Citation CJ2+)
WIL FJ44-3A-24
Certification: 2005
` FADEC Engines
` Updated Avionics
Model 525A (Citation CJ2+ Alpine)
WIL FJ44-3A-24
Certification: 2013
` Upgrade package
` Garmin G3000
` New cabin styling (Based on M2)
Introduced in 2000, the Cessna Model 525A was developed as a five-foot stretch version of the Citation CJ1 (Model 525), marketed under the Citation CJ2 designation. A higher-thrust Williams International FJ44-2C engine powered the original model.
The Citation CJ2 is a low-wing aircraft with retractable tricycle landing gear and a T-tail. A pressurized cabin accommodates a crew of two and up to eight passengers.
In its most popular configuration, the CJ2 provides seating for seven — six seats that track fore, aft, and laterally, four of which recline up to 45 degrees — and the option of a side-facing seat opposite a forward slim-line refreshment centre. All configurations include a standard aft lavatory with a privacy curtain or optional sliding door. If operated with a single pilot, the copilot seat can accommodate an additional passenger. The CJ2 features a digitally controlled pressurization system and advanced soundproofing.
The improved CJ2+ version was certified in September 2005. It features improved dual-channel FADEC-controlled FJ44-3A-24 engines, updated avionics, and increased MTOW. Cessna stopped marketing the CJ2+ in 2015, focusing its sales efforts on the stretched fuselage CJ3 model.
Model 525 (CitationJet)
WIL FJ44-1A
Certification: 1992
Model 525 (Citation CJ1)
WIL FJ44-1A
Certification: 2000
Model 525 (Citation CJ1+)
WIL FJ44-1AP
Certification: 2005
Model 525 (Citation M2)
WIL FJ44-1AP-21
Certification: 2013
Model 525A (Citation CJ2)
WIL FJ44-2C
Certification: 2000 ` Stretched fuselage ` Increase MTOW
Model 525A (Citation CJ2+) WIL FJ44-3A-24
Certification: 2005 Model 525B (Citation CJ3) WIL FJ44-3A
Certification: 2005 ` Collins Pro Line 21 ` Stretched fuselage
Model 525B (Citation CJ3+)
FJ44-3A
Certification: 2014 ` Garmin G3000
New cabin styling (Based on M2)
Model 525B (Citation CJ3 Gen2) WIL FJ44-3A
Certification: 2025 (Expected) ` Redesigned cabin
The Cessna Model 525B is a double-stretch version of the original 1992 Citation 525 model, marketed under the Citation CJ3 designation.
Cessna's single-pilot light jet offering shares the same fuselage, cross-section, cockpit, and FJ44 engine family with three other Cessna Citation CJ models: the shorter CJ1 / M2 and CJ2, and the stretched CJ4.
The CJ3, however, has wings bigger and longer than those of smaller CJs and is propelled by more powerful engines rated at 2,820 pounds of thrust apiece. This combination produces speeds of 416 kts and the power to climb directly to 45,000 feet in just 27 minutes.
The Citation CJ3 was developed around an all-aluminum airframe with a T-tail and a straight wing with room for two crew and up to eight passengers. The CJ3 flight test program started on April 17, 2003, and deliveries began in December of the same year.
All Citation CJ models have inherited the 58-inch internal diameter, circular cross-section fuselage of the 1971 Citation 500 model. The standard CJ3 configuration includes a forward refreshment centre, four club seats forward, two aft seats, and a belted flushing lavatory.
The 2014 enhanced Citation CJ3+ model introduces Garmin G3000 avionics, replacing the Collins Aerospace Pro Line 21 featured on the original CJ3 models.
The Hawker 400 is the latest marketing designation for the Beechjet 400, which was originally developed as the Mitsubishi MU-300 Diamond.
Launched in the 1970s by Mitsubishi Heavy Industries, the light jet MU-300 Diamond first flew on August 29, 1978, in Japan prior to shipment to the U.S. for FAA Part 25 certification. Following FAA certification on November 6, 1981, Mitsubishi started assembling the jet at the former Mooney plant in San Angelo, Texas which Mitsubishi had acquired in 1969.
In December 1985, the design rights for the Diamond II, the latest improved version of the MU-300, were sold to Beechcraft, which had been owned by Raytheon since 1980. The Diamond II was renamed the Beechjet 400 and was certificated as such in May 1986.
Beech, part of Raytheon since 1980, redesigned the light jet to the Beechjet 400A variant, introducing Collins Pro Line 4 avionics, a redesigned cabin interior, and additional changes to optimize cruise performance. Under Raytheon/ Beech the jet landed a major order in 1990 for 180 Beech 400Ts as multi-engine trainers for the U.S. Air Force.
In 1993, following Raytheon's acquisition of the British Aerospace Hawker business jet line, the Beechjet 400A became the Hawker 400 to align with the larger Hawker 800 branding (formerly BAe 125-800).
In 2003, the 400XP model variant was introduced, with a 200-pound MTOW increase that gave the aircraft extra payload, hence the "XP" designation. In 2010, Textron Aviation announced the 400XPR upgrade package, which is available exclusively through Hawker Beechcraft Services (HBS) factory-owned service centres and includes the addition of genuine Hawker composite winglets, a new Williams International FJ44-4A-32 engine, and optional avionics and
enhancements.
MODELS LEARJET 31A
Learjet 23
GE CJ610-4
First Flight: 1963
Certification: 1964
Learjet 24/24A
GE CJ610-4
Certification: 1966 Learjet 25
GE CJ610-6
Certification: 1967
` Stretched Fuselage
Learjet 24B/24B-A
GE CJ610-6
Certification: 1968
Learjet
24C/24D/24D-A
GE CJ610-6
Certification: 1976
Learjet 28/29
GE CJ610-8A
Certification: 1979
` New Wing + Winglets
` Testbed for Lear 55 Wing"
Learjet 35/36 HON TFE731-2-2B
Certification: 1974
` Stretched Fuselage
Learjet 35A/36A HON TFE731-2-2B
Certification: 1976
The Learjet 31 is the ultimate upgraded version of the original 1963 Learjet 23. Introduced in 1981 as a combination of the Learjet 35/36 stretched fuselage version with the Learjet 28/29/55 newly developed high-speed wing, which was the first production application of NASA’s Aircraft Energy Efficiency program-developed winglets. These nearly vertical wing extensions were behind the nickname “Longhorn Wing” carried by many Learjet models.
The combination of the sleek fuselage and the new wing enabled the Learjet 31 to reach a cruise speed of 0.81 Mach after climbing to its cruise level in just 28 minutes — way beyond the capabilities of any competing light private jet. The Learjet 31 also had great runway performance and a low fuel burn, making it a great candidate for efficient, fast private jet travel.
Two Honeywell (ex-Garret) TFE 731-2-4-3B engines provide 3,500 pounds of thrust each, making this jet outperform the rest of the private jets in its class. With four passengers, it has a range of 1,252 nm and performs well even in extreme temperatures and at high altitudes.
Certification: 1981 Learjet
Certification:
Certification: 2000
The Learjet 31 has excellent in-flight performance. Its rapid acceleration and rapid response capabilities make it a favourite among pilots. This jet is known for its smooth flights and good performance, even outside the recommended flight envelope. The Learjet 31 can carry up to eight passengers in its 17.1-foot-long cabin.
Introduced in 1991, the Learjet 31A featured upgraded avionics. The Honeywell (ex-BendixKing) suite has a KFC 3100 autopilot system with automatic climb and descent modes that control the jet’s flight for the best possible performance.
In 1995, a new interior with increased headroom was introduced. In 2000, the Learjet 31A’s takeoff and landing weights were increased, and a full-authority digital engine control and two-zone climate controls were added. Thrust reversers became standard equipment.
Model 500 (Citation I) P&WC JT15D-1A
First Flight: 1969 (Fanjet 500)
Certification: 1971
Model 550 (Citation II) P&WC JT15D-4
Certification: 1978
` Streched Version
` Increased MTOW / Higher Thrust Engines
` Increased Wingspan
` Increase Fuel Capacity
Model 551 (Citation II/SP) P&WC JT15D-4
Certification: 1978
` Single Pilot Version
Model S550 (Citation S/II) P&WC JT15D-4B
Certification: 1984
` Improved version
` New wing / Swept wing roots
` Increased engine thrust
Model 550 (Citation Bravo) P&WC PW530A
Certification: 1997
` Improved engine
` Honeywell Primus 1000
Launched in 1976, the Citation Model 550 was developed as a three-foot stretched version of the Citation I, originally marketed under the Citation II designation.
The Citation II was powered by a higher-thrust Pratt & Whitney Canada JT15D-4 and featured an increased wingspan, allowing for higher MTOW and fuel capacity. It also introduced a single-pilot version (Model 551) marketed under the II/SP designation.
The improved Citation S/II (Model S550) version was certified in July 1984. It features improved Pratt & Whitney Canada JT15D-4B engines and a new wing design using a supercritical airfoil. The S/II also introduced additional aerodynamic improvements, allowing the new version to exceed 400 kts cruise speed and have a range of 1,300 nm.
The last iteration of the Model 550 was introduced in August 1996 and marketed under the Citation Bravo designation. The new jet featured more powerful and fuel-efficient Pratt & Whitney Canada PW530A engines, Honeywell Primus 1000 avionics with three full-colour 8"x7" EFIS displays, and a restyled interior.
The Citation Bravo was a proven business jet able to cruise at 402 kts and direct climbs to 43,000 feet in 32 minutes.
In 2006, following the introduction of the more modern Citation CJ3. Cessna decided to phase out the Citation Bravo after delivering 336 Citation Bravo aircraft from 1997 to 2006.
Model 500 (Citation I)
P&WC JT15D-1A
First Flight: 1969 (Fanjet 500)
Certification: 1971
Model 550 (Citation II)
P&WC JT15D-4
Certification: 1978 ` Streched Version
Model S550 (Citation S/II)
P&WC JT15D-4B
Certification: 1984
Model 550 (Citation Bravo)
P&WC PW530A
Certification: 1997
Model 560 (Citation V)
P&WC JT15D-5A
Certification: 1988
` Streched Version
` Higher Thrust Engines
` First EFIS Equiped
Model 560 (Citation Ultra)
P&WC JT15D-5D
Certification: 1994
` Improved Engines
` Honeywell Primus 1000
Model 560 (Citation Encore)
P&WC PW535A
Certification: 2000
Model 560
(Citation Encore+)
P&WC PW535B
Certification: 2006
` Collins Pro Line 21
Launched in 1987, the Citation Model 560 was developed as a 1.5-foot stretched version of the newly improved Citation S/II, originally marketed under the Citation V designation. The derivative jet was powered by a more powerful Pratt & Whitney Canada JT15D-5A, delivering 2,900 lbf of thrust. The Citation V was the first Cessna jet to feature an Electronic Flight Instrument System (EFIS) flight deck, offered standard on the captain’s side.
In 1994, Cessna Aircraft Company introduced the second iteration of the Model 560, marketed under the Citation Ultra designation. The new version used highly improved Pratt & Whitney Canada JT15D-5D engines and a full Honeywell Primus 1000 EFIS on both pilot sides.
The Citation Encore was the marketing designation of the third iteration of the Model 560, introduced in 2000; the new version featured upgraded Pratt & Whitney Canada PW535 engines, an updated interior and systems, and increased fuel capacity.
The 2006 Citation Encore+ added dual-channel FADECcontrolled engines, Collins Aerospace Pro Line 21 avionics, increased payload capability, more standard equipment, and new interior styling features.
A later increase in the Encore+ gross weight resulted in a full-fuel payload of 1,170 pounds, 340 pounds more than the original Encore. This enhancement also significantly increased the range with higher passenger loads.
The Encore+ Collins Pro Line 21 avionics configuration was similar to the Citation CJ3, CJ1+ and CJ2+.
Production of the Encore+ ended in 2010 with 65 deliveries. A total of over 500 Model 560 were delivered in different configurations; Cessna replaced its Encore+ offering with the then newly-introduced Citation CJ4, which offered similar cabin dimensions.
Model 525A (Citation CJ2)
WIL FJ44-2C
Certification: 2000
` Stretched fuselage
` Increase MTOW
Model 525A (Citation CJ2+)
WIL FJ44-3A-24
Certification: 2005
Model 525B (Citation CJ3)
WIL FJ44-3A
Certification: 2005
` Collins Pro Line 21
` Stretched fuselage
Model 525B (Citation CJ3+)
WIL FJ44-3A
Certification: 2014
` Garmin G3000
` New cabin styling (Based on M2)
Model 525C (Citation CJ4)
WIL FJ44-4A
Certification: 2010
` New wing design (Sovereign)
` Stretched fuselage
Model 525C (Citation CJ4 Gen2)
WIL FJ44-4A
Certification: 2021
` Redesigned cabin
The Citation CJ4 (Model 525C) is the final stretched version of the original 1992 Citation 525 model.
Cessna's single-pilot light jet offering shares the same fuselage cross-section, cockpit, and engines with the other Cessna Citation CJ models, the VLJ M2 and the shorter CJ3.
Instead of the straight wing of the M2 and CJ3 models, the CJ4 uses a moderately swept higher-speed wing. With 3,400 pounds of thrust per engine and a scaled-up T-tail, the CJ4 can cruise at 451 knots, the highest speed of any model 525. The Citation CJ4 also had excellent airfield performance with a take-off field length of just 3,410 ft at MTOW.
The first Citation CJ4 test airplane flew on May 5, 2008, and deliveries began in 2010.
The CJ4 offers a spacious and very comfortable cabin for up to eight passengers. The cabin's six individual seats are fully adjustable fore and aft and track laterally into the aisle for extra seating width and headroom. All seats are fully reclinable.
Introduced in 2021, the Gen2 features several enhancements, including a new airstair and handrail, premium seating options, a wireless cabin management system, and enhanced cabin ambiance lighting. Cessna also elected to maintain the original Collins Pro Line 21 cockpit.
MODELS PHENOM 300 PHENOM 300E
(EMB-500)
Phenom 100
P&W C PW617F-E
First Flight: 2007
Certification:2008
(EMB-500)
Phenom 100E
P&W C PW617F-E
Certification: 2015
(EMB-500)
Phenom 100EV
P&W C PW617F1-E
Certification: 2017
(EMB-500)
Phenom 100XT
P&W C PW617F1-E
Certification: 2023
(EMB-505)
Phenom 300
P&W C PW535E
First Flight: 2008
Certification:2009
` Streched fuselage
` Increased thrust engines
` Winglets addition
(EMB-505)
Phenom 300E
P&W C PW535E1
Certification: 2018
` Garmin G3000
touch-screen avionics
` Redeseigned cabin
Following the great success of its Phenom 100 Very Light Jet model, the Brazilian aircraft manufacturer Embraer decided to launch the bigger model EMB-505, marketed under the Phenom 300 designation. The light jet first flew on April 29, 2008, with the first delivery taking place in December 2009.
The 2020 enhanced Phenom 300E offers a spectacular performance boost, with the maximum speed pushed to Mach 0.80. A higher-thrust dual channel FADEC-controlled Pratt & Whitney Canada PW535E1 engine powers this enhanced version. This version also introduces many avionics upgrades including Embraer's patented runway overrun awareness and alerting system, predictive windshear and Emergency Descent Mode (EDM).
The Phenom 300 is the world's best-selling light jet since 2012. It is also the world’s fastest and longest-ranged single-pilot certified aircraft.
In 2011, Embraer opened its first U.S.-based aircraft final assembly plant in Melbourne, Florida, where it began operations with a second production line for the Phenom 100. In 2016, after a major expansion of the site, Embraer shifted all Phenom jet assembly work to Florida.
In 2020, Embraer and Porsche decided to create Duet, a limited-edition, limited-quantity Embraer Phenom 300E aircraft, and a Porsche 911 Turbo S style pairing offer priced at $11 million. Each pairing features a special badge, representing one of only 10 delivered.
The PC-24 is the Swiss-based Pilatus Aircraft Ltd.’s first and only jet-powered offering.
Launched in 2007, the PC-24 first flew on May 11, 2015 before entering service in February 2018. With the PC-24, the turboprop leader Pilatus succeeded in introducing a new generation of “off-road” business jets by combining the airfield versatility of a turboprop with the cabin comfort and performance of a light jet.
The PC-24 is designed to operate from short and rough airstrips and incorporates an advanced wing design. Its large double-slotted flap system allows for an outstanding low-speed approach.
The PC-24’s cabin volume and design allow for exceptional interior configuration versatility.
A unique feature is the quick reconfiguration capability. Each passenger seat features a quick-change function, allowing its addition or removal in just a few minutes. The aft partition is also movable, allowing you to easily enlarge the passenger cabin section or the baggage compartment prior to each flight.
Learjet 45 HON TFE731-20
Learjet 40 HON TFE731-20
Certification: 2003
` Shorter fuselage (-2')
` No APU
Learjet 40XR HON TFE731-20BR
Certification: 2004
` Increased MTOW
` Upgraded engines
First Flight: 1995 Certification: 1997
Learjet 45XR HON TFE731-20BR
Certification: 2004
` Increased MTOW
` Upgraded engines
Learjet 75 HON TFE731-40BR
Learjet 70 HON TFE731-40BR
Certification: 2013
` Upgraded engines
` Garmin G5000 Avionics
` Improved winglets
Certification: 2012
` Upgraded engines
` Garmin G5000 Avionics
` Improved winglets
Introduced in 2003, the Learjet 40 is a two-foot shorter fuselage derivative of the Learjet model 45 super-light jet. The shorter cabin had one less row of seats, and the original model had lower fuel capacity than the Learjet 45.
On July 21, 2002, Bombardier announced the launch of a smaller version of the jet marketed under the Learjet 40 designation and the improved Learjet 45XR version offering improved payload-range capabilities and faster timeto-climb in hot and high conditions. The XR performance was mainly due to an upgraded TFE731-20BR engine with extended flat-rate temperature. Both the Learjet 45XR and 40XR were certified in June 2004.
In 2013, Bombardier introduced an updated version marketed under the Learjet 75 designation. This latest design iteration introduced a modern Garmin 5000 avionics suite replacing the Honeywell Primus 1000 on previous models, new higher-thrust TFE731 Honeywell engines, and more efficient winglets. Both the shorter fuselage Learjet 70 and Learjet 75 received their FAA certification on November 13, 2013.
Designed as a cheaper derivative for the light jet market, the Learjet 40, 40XR and 70 were never as popular as the original Learjet 45 models, as they were heavier and more expensive to operate in that category. Bombardier only delivered 14 Learjet 70s.
On February 11, 2021, Bombardier announced the end of production of all Learjet aircraft, citing a “challenging market dynamic” and competition from new entrants in the light jet category. The final Learjet 75 was delivered to Northern Jet, based in Grand Rapids, Michigan, on March 28, 2022.
Model 560 (Citation V) P&WC JT15D-5A
Certification: 1988 Model 750 (CitationX) RR AE 3007C
Certification: 1996
Certification: 1998
` Citation V wings and tail
` Citation X Cabin & Fuselage - Shortned
Model 560XL
XLS)
Certification:
Certification:
The 1998 Citation model 560XL is a super-light jet developed by Cessna and originally marketed under the Citation Excel designation.
The model 560XL was designed by combining the Citation V (model 560) straight wing and cruciform tail with the stand-up fuselage of the Citation X (model 750), creating one of the largest cabins in the light jet category.
The 2004 upgraded version was marketed under the Citation XLS designation. This version introduced higher-thrust PW545B engines, allowing the XLS to climb directly to 45,000 feet in just 29 minutes.
The 2008 Citation XLS+ version introduced an improved FADEC-controlled Pratt & Whitney Canada PW545C engine. The flight deck was also upgraded from Honeywell Primus 1000 to Collins Aerospace Pro Line 21 avionics.
The third iteration, Citation XLS+, offers the largest cabin in the light jet category. The standard eleven-window cabin configuration includes a side-facing couch and six seats. The two-place couch can be replaced with a storage closet and a single side-facing seat. Seats are wrapped in rich leather, while tasteful hardwood finishes and custom-tailored fabrics accent the elegance. All club seats are fully adjustable fore and aft, track laterally into the aisle for extra seating width, swivel, and fully recline
The 2022 Citation XLS Gen2 introduces a new lighted airstair door and enhanced cabin experience with updated styling and increased functionalities.
Certification:
Launched in 1992, the Learjet model 45 was the first completely clean-sheet design jet from Learjet (acquired by Bombardier on June 29, 1990) since the company's first aircraft, as all other models had evolved from the original 1963 Learjet model 23.
The Learjet 45 was the first business jet designed entirely with CAD technology and manufactured almost entirely with computer-driven equipment.
The Learjet 45 was developed as a super-light business jet, combining the performance and comfort of “mid-size” jets with the operating economics of a light jet. The plane was designed around a roomy flat-floor cabin with a non-circular cross-section for additional headroom. A typical interior configuration had eight reclining passenger seats in a double-club seating arrangement. The model 45 retained the original Learjet model's sleek appearance.
On July 21, 2002, Bombardier announced the launch of both a smaller version of the jet marketed under the Learjet 40 designation and an improved Learjet 45XR version offering improved payload-range capabilities and faster time-toclimb in hot and high conditions. The XR performance was mainly due to a new upgraded TFE731-20BR engine with extended flat-rate temperature.
In 2013, Bombardier introduced an updated version marketed under the Learjet 75 designation. This latest design iteration introduced a modern Garmin 5000 avionics suite in replacement of the Honeywell Primus 1000 on previous models, new higher-thrust TFE731 Honeywell engines, and more efficient winglets.
On February 11, 2021, Bombardier announced the end of production of all Learjet aircraft citing a “challenging market dynamic” and competition from new entrants in the light jet category. The final Learjet 75 was delivered on March 28, 2022, to Grand Rapids, Michigan-based Northern Jet.
Model 650 (Citation III) Hon TFE731-3B
First Flight: 1979
Certification: 1982
` New clean sheet design
` New supercritical wing (1st)
` T-tail
` EDM (Emergency Descent Mode (1st)
Model 650 (Citation VI) TFE731-3B
Certification: 1991
` Lower Priced version
` Standard Interior Offering
` 39 A/C Only
Model 650 (Citation VII) Hon TFE731-4R-2S
Certification: 1992
` Improved performance H&H Payload
` Enhanced Cabin
Launched in 1976, the Citation model 650 was developed as a long-ranger and higher-speed addition to its Citation I and II offerings and originally marketed under the Citation III designation. The clean-sheet design jet featured the first U.S.-certified supercritical wing and a 3,650 lbf TFE73 engine from Honeywell. The Citation III received its FAA certification on April 30, 1982.
The Citation III marked Cessna’s entry into the high-speed, medium size corporate jet market. It was the first model to utilize Garrett (now Honeywell) engines instead of P&W engines and was a departure from the original structural design of all previous models. At the time of release, the Citation III had the longest range and the fastest overall cruise speed of any mid-sized jet.
A typical configuration had a forward right-hand two-place divan, four club seats in the centre, and two aft forward-facing seats.
From 1991 to 1995, Cessna Aircraft Company offered the Citation VI, a lower-priced variant with a standard, less luxurious cabin configuration. Cessna delivered only 39 jets in this variant.
The Citation VII was the latest iteration of the model 650, introduced in January 1992. The Citation VII had more powerful Honeywell TFE731 engines with over 4,000 lbf of thrust and increased takeoff weight.
Production of the Citation VII ended in 2000 with 119 deliveries, following the announcement of the Citation Sovereign as Cessna's new high-end mid-size jet offering.
Certification: 1974
55
Certification: 1981 ` Wider Fuselage ` New designed wing
Certification: 1991 ` Stretched fuesalge ` New P&W C Engines
Introduced in 1993, the Learjet 60 was designed to replace the wide fuselage Learjet 55. It featured a stretched fuselage and new lower-noise FADEC-controlled Pratt & Whitney Canada PW305A engines, and it also benefited from a drag reduction program. For the first time in a Learjet, the NASA/Boeing Tranair computational fluid dynamics software was used; the software locates points on the jet that cause excessive drag, resulting in a 4% reduction in overall drag.
Like the Learjet 55, the Learjet 60 cabin is the biggest yet in the Learjet line. Able to hold seven or eight passengers, the cabin is designed to have the most space where it counts — specifically, elbow room for seated passengers. Amenities like fold-out worktables and radio phones came standard, and a fax machine, microwave, and coffee maker were part of the options catalogue.
Certification: 2007
` Collins Pro Line 21
The strongest feature of the Learjet 60 is its cruise performance. It can climb to its cruise level of 43,000 feet in less than fourteen minutes when loaded to its maximum takeoff weight of 23,500 pounds. Once at cruise level, it can reach speeds of up to 466 kts (about 0.81 Mach). It has a transcontinental range of 2,405 nm, carrying four passengers. With an average fuel consumption of 203 gallons per hour, the 60 is surprisingly comparable to smaller, lightweight private jets.
In 2005, Bombardier launched the Learjet 60XR variant, which featured Collins Aerospace Pro Line 21’s four-screen glass panel EFIS and a redesigned cabin with more curvaceous cabinetry, single-seat structure and upholstery, a cleaner-looking headliner with recessed air gaspers, LED lighting, more illuminating window surrounds, and a redesigned lavatory with a larger vanity cabinet and an extra window. Bombardier also relocated the forward galley to the left side of the cabin next to the passenger door.
After over 100 deliveries, Bombardier stopped producing the 60XR in 2013 due to low demand for its short-cabin mid-size jet. At that time, the company was developing the now-cancelled Learjet 85 as a replacement for the Learjet 60.
First
The G100 is the Gulfstream marketing designation of the Israel Aerospace Industries (IAI) Astra SPX mid-size jet following its acquisition of Galaxy Aerospace in 2001. The original IAI 1125 Astra was developed as a successor to the 1965 IAI 1124 Westwind business jet and was certified in 1985. The Astra SPX was the second iteration of the 1125 model, introduced in 1996 with more powerful Honeywell TFE731 engines and fitted with winglets.
Following the transfer of the Type Certificate in 2002, Gulfstream announced the improved G150 version, featuring a longer and wider fuselage. The avionics were updated to the Collins Aerospace Pro Line 21, the MTOW increased to 26,100 lbs, and the engines were upgraded to a higher thrust TFE731-40AR model. The G150 is also recognizable with its revised nose.
The Gulfstream G150 features a spacious cabin with standup headroom, ample aisle space, and generous seated headroom and legroom. It can accommodate six to eight passengers in several cabin configurations.
On September 28, 2016, Gulfstream announced the sale of its last G150, marking the end of the mid-size aircraft's more than 10-year production run. The company decided to focus on the super mid-size and large-cabin markets.
Gulfstream’s Field and Airborne Support Teams use two G150 aircraft to transport parts and technicians to support its American and Caribbean operators.
As with all the ex-Galaxy Business Jets, the airframe is manufactured at IAI’s facility in Tel Aviv, Israel, and the cabin is outfitted at Gulfstream’s mid-cabin completion centre in Dallas.
Engines
HS.125 / DH. 125 / BAe. 125
Bristol Siddeley Viper 521
First Flight: 1962
Certification: 1964
Bae. 125 400
Bristol Siddeley Viper 521
Certification: 1968
Bae. 125 600 Viper 601-22
Certification: 1972
Bae. 125 700 HON TFE731-3RH
Certification: 1977
First Flight: 1983
Bae 125 Series 800 HON TFE731-3RH
Certification: 1984 ` EFIS (1st business jet) ` Increase wingspan ` Incresed fuel
Hawker 800XP HON TFE731-5BR1H
Certification: 1984
` Increased thrust engines
Hawker 850XP HON TFE731-5BR1H
Certification: 2005
` API Winglets addition
` Updated interior Hawker 900XP HON TFE731-50R
Certification: 2005
` Hawker 900XP
` HON TFE731-50R Hawker 750 HON TFE731-50R
Certification: 2005
` reduced range (rear ventral fuel tank removal)
` External baggage in place of aft ventral tank
` Upgraded engines
` Modified fuselage nose
Hawker 1000A
P&W C PW305
Certification: 1991
` Stretched fuselage (+ 33")
` Updated interior
` New P&W C Engine with FADEC
` Increased Fuel Capacity
Hawker 1000B
P&W C PW350B
Certification: 1999
` Higher thrust P&W C engines
The Hawker 800 is the 1980s upgraded version of the 1960-era British Aerospace 125 mid-size business jet. The original model entered service on September 10, 1964.
The program underwent many designation changes during its service life. Starting as a De Havilland (DH 125) model, Hawker Siddeley (HS 125) bought the program before its entry into service. In 1977, Hawker Siddeley became a founding component of the nationalized British Aerospace (BAe 125). Raytheon decided to market the jet under the Hawker designation after acquiring the business jets division of British Aerospace in 1993. In 2006, Raytheon sold its business jet company to a consortium of Goldman Sachs and Onex Corporation, forming Hawker Beechcraft Corporation; the company became Beechcraft Corporation upon merging from bankruptcy in February 2013, before its acquisition by Textron in December 2013.
The Hawker 800 (BAe 125 800 Series) was the first aircraft in the 800 Series, certified on July 12, 1984. The mid-size jet featured an increased wingspan, upgraded Honeywell engines, and the first Electronic Flight Instrument System (EFIS) cockpit in a business jet. Between 1983 and 1995, the company produced 275 model 800s.
In 1995, the 800 model was upgraded to 800XP with higher-thrust Honeywell TFE731 engines.
The 850XP version was introduced in 2005, adding factory-installed API blended winglets and an updated interior. Entering service in 2008, the 900XP version featured powerful Honeywell TFE731-50R engines that offered increased hot/high-altitude takeoff, climb, and cruise performance and a 6.9% range increase over the Hawker 850XP.
The short-range Hawker 750 entered service in 2008. It is based on the 850XP design without winglets and the ventral fuel tank, which reduces the range to 2,080 nm. The 750 was developed as a competitor to Bombardier Learjet 45 and Cessna Citation XLS in the super-light category.
In 1991, British Aerospace introduced the Hawker 1000, a three-foot stretched fuselage variant of the 800 series featuring an updated interior, increased fuel capacity, and new FADEC-controlled Pratt & Whitney Canada PW305 engines. The Hawker 1000A was updated in 1999 to the Hawker 1000B with higher thrust PW305B engines.
MODELS CITATION SOVEREIGN CITATION SOVEREIGN+
Model 560XL (Citation Excel)
P&WC PW545
Certification: 1998
` Citation V wings and tail
` Citation X Cabin & Fuselage - Shortned
Model 680 (Citation Sovereign)
P&W C PW306C
First Flight: 2002
Certification: 2004
` New large wing design
` New Engine
Model 680 (Citation Sovereign+)
P&W C PW306D
Certification: 2013
` Winglets addition ` New higher thrust engines with autothrottle
` Garmin G5000 avionics
The Citation model 680 is a mid-size business jet developed by Cessna and marketed under the Citation Sovereign designation.
Introduced in 2004, the Sovereign was designed around a six-foot stretched Citation Excel fuselage with a new larger wing design and 5,600 lbf Pratt & Whitney Canada PW306C engines. The wing had large trailing edge flaps, which allowed for good runway performance. The original cockpit was fitted with Honeywell Primus Epic avionics and four LCD screens.
The Citation Sovereign+ is an enhanced version introduced in December 2014. Cessna started delivering the Sovereign+ model, which was recognizable by the addition of blended winglets that pushed the range performance well over 3,000 nm. This model is equipped with more powerful FADEC-controlled PW306D engines and a new Garmin G5000 touchscreen avionics suite.
The spacious and versatile cabin of the Sovereign can host up to 11 passengers. In the standard configuration, the interior features eight seats in a double-club configuration. The large, comfortable leather seats have forward and aft tracking, swivel bases, and reclining positions for maximum comfort. The baseline configuration also includes a forward side-facing seat and a galley that provides ample supply cabinets, cold storage, and a well-lit counter for food preparation.
The Sovereign+ cabin has twelve large electrically operated windows and a state-of-the-art wireless cabin management system that allows passengers to access digital media, individual interactive moving maps, and satellite radio from their personal mobile devices.
In total, 349 Sovereign and 94 Sovereign+ were produced in 2021 when Textron announced it would no longer make the model. This was due to the market overlap with the recent flat-cabin Cessna Citation Longitude and Latitude.
MODELS LEGACY 450 PRAETOR 500
EMB-545 (Legacy 450) HON HTF7500E
First Flight: 2013 Certification: 2015
EMB-550 (Legacy 500) HON HTF7500E
First Flight: 2012 Certification: 2014
EMB-545 (Praetor 500) HON HTF7500E
Certification: 2019
` Increased fuel tanks capacity
` New larger winglets
` Additional avionics capabilities
` New marketing designation
EMB-550 (Praetor 600) HON HTF7500E
Certification: 2019
` Increased fuel tanks capacity
` New larger winglets
` Additional avionics capabilities
` New marketing designation
Embraer launched the clean-sheet design, mid-size EMB545 model in 2008. It was initially marketed under the Legacy 450 designation to align with its Legacy 650 large cabin regional jet derivative offering. The second generation of the model is now marketed under the Praetor 500 designation.
The EMB-545 is part of a fly-by-wire mid-size aircraft family offering positioned then between the light Phenom 300 and the large Legacy 650. The test aircraft first flew on December 28, 2013, prior to the first delivery in August 2015.
The clean-sheet design allowed Embraer to create the largest, fastest, quietest, and most advanced aircraft ever introduced to the mid-size category. The highly functional and sophisticated mid-size cabin offers a refreshment centre at the entrance, a private rear lavatory with a vacuum toilet, and one of the largest in-flight accessible baggage holds.
The enhanced Praetor 500, recognizable by its taller and wider winglets, pushes the range performance of its predecessor by over 400 nm.
The Praetor 500 features a best-in-class six-foot tall, flatfloor cabin. The interior can accommodate six or seven seats, including four fully reclining club seats that can be converted into two beds.
Model 680 (Citation Sovereign)
P&W C PW306C
First Flight: 2002
Certification: 2004
` New large wing design
` New Engine
Model 680 (Citation Sovereign+)
P&W C PW306D
Certification: 2013
Model 680A (Citation Latitude)
P&W C PW306D
First Flight: 2014 Certification: 2015
` Model 680 Wing / Engines / Tail
` New larger fuselage shared with the Citation Longitude
The mid-size Citation Latitude (model 680A) offers a newly developed state-of-the-art wide, stand-up, flat-floor cabin shared with the super-mid-size Citation Longitude model. The design of the Citation Latitude is based on combining this new clean-sheet wider cabin with the wings, the PW306D engines, and the cruciform tail of the Citation Sovereign (Model 680).
The Citation Latitude received its FAA certification in June 2015, paving the way to the first delivery in August 2015. Fractional leader NetJets owns the largest fleet of Citation Latitude and holds a large backlog of the type.
The Latitude has a four-passenger range of 2,700 nm, allowing U.S. coast-to-coast flights, and state-of-the-art Garmin G5000 touch-screen avionics.
The standard seating arrangement in the six-foot standup cabin accommodates eight passengers. It includes a forward side-facing couch and six seats with 180-degree swivelling capability.
The wide cabin is complemented by a standard refreshment centre installed on the forward left-hand side of the cabin and an aft large lavatory with an externally serviceable flushing toilet separated from the cabin by sliding divider doors. Ten large windows are optimally located throughout the cabin for enhanced light and viewing.
Usable
Engines Manufacturer Pratt & Whitney
Engines Model PW306D1
Engines Thrust 5.907 lbf
Avionics Manufacturer Garmin
Avionics Model G5000
MODELS CITATION X CITATION X+
Model 650 (Citation III)
Hon TFE731
First Flight: 1979
Certification: 1982
Model 650 (Citation VII)
Hon TFE731-4R-2S
Certification: 1992
Model 750 (Citation X)
RR AE3007
First Flight: 1993 Certification:1996
` Citation III fuselage cross-section
` New high speed wing
` New RR high thrust engines
Model 750 (Citation X+)
RR AE3007C2
Certification:2012
` Stretched fusealge
` Garmin G5000
Avionics
` Upgraded engines
` Standard elliptical winglets
Launched in 1990, the Citation model 750 was developed to become the flagship jet of the Cessna business aircraft family under the Citation X marketing designation. The first Citation X was delivered to golf legend and long-time Cessna customer Arnold Palmer in 1996.
The Citation X featured a highly swept supercritical wing, allowing the jet to become the fastest subsonic civil aircraft, flying at Mach 0.935 up to a maximum altitude of 51,000 feet. The X can also climb directly to 43,000 feet initial cruise altitude in just 28 minutes.
The Citation X was the first Cessna aircraft powered by Rolls-Royce engines. It featured the fuel-efficient AE 3007C engine model, delivering 6,442 lbf of thrust.
The Citation X cockpit used five 7 X 8-inch screens of the Honeywell Primus 2000 avionics suite.
The updated Citation X+ entered service in 2014. With a 14-inch cabin stretch, the cockpit featured Garmin G5000 avionics suite with four full-colour touch-screen LCD control panels, three 14-inch high-resolution displays, and fully integrated autothrottles. The X+ offers standard Garmin Synthetic Vision Technology on the primary flight displays.
Hawker 800XP HON TFE731-5BR1H
Certification: 2005
` Increased thrust engines
Hawker 1000 P&W C PW-305
Certification: 2005
` Stretched fuselage
` Updated interior
Hawker 4000 P&W C PW308A
First Flight: 2001
Certification: 2006
` Composite fuselage
` Supercritical wing
` FADEC-Controlled engines
` Honeywell Primus EPIC Avionics
Launched in 1996, the Hawker 4000 (initially called the “Horizon”) is a super-mid-size business jet developed originally by Raytheon Aircraft Company. It was the first aircraft in its class to have a carbon-fibre composite fuselage, which allowed a quieter, more spacious cabin and a 6,000-foot cabin pressure altitude. The fuselage was also much lighter than the standard aluminum fuselage, adding valuable flying range.
The Hawker 4000 had a 3,400 nm range and excellent airfield performance thanks to its advanced pair of FADEC controller Pratt & Whitney Canada PW308A engines, each delivering 6,900 lbf of thrust. The flight deck featured an advanced Honeywell Primus EPIC avionics suite, and the flat floor-wide cabin could seat up to 10 passengers.
The Hawker 4000 received its FAA type certification on November 21, 2006, a month before Raytheon announced the sale of its wholly-owned subsidiary, Raytheon Aircraft Company (RAC), to Hawker Beechcraft Corporation, a new company formed by GS Capital Partners, an affiliate of Goldman Sachs, and Onex Partners. The new company was severely hit by the 2008 financial crisis and declared bankruptcy in 2012. It emerged from Chapter 11 in 2013 after taking the decision to cease jet production. This decision caused the residual value of the newly delivered Hawker 4000 to fall by over 80%. In December 2013, Textron acquired Beechcraft Corporation and took over the support of the Hawker business jets line.
Textron adopted some design elements of the Hawker 4000, including the wings and empennage, when designing its top-of-the-line Cessna Longitude.
Engines Manufacturer
Engines
Engines
Avionics
Avionics
MODELS CITATION LONGITUDE
Model 680A (Citation Latitude)
P&W C PW306D
First Flight: 2014 Certification: 2015
` Model 680 Wing / Engines / Tail
` New larger fuselage shared with the Citation Longitude
Model 700 (Citation Longitude) HON HTF7700L
First Flight: 2016 Certification: 2019
` Stretched Citation Latitude fuselage
` New design wing and T-tail
Launched in 2012, the Citation Longitude (model 700) combines a one-seat-row stretched version of the newly designed Citation Latitude six-foot stand-up, flat floor-wide cabin with a large winglet equipped wing.
The wing design is based on the 2013 acquired Hawker 4000 program, sharing the same shape and wing’s airfoil. The Longitude also adopted the T-tail of the Hawker 4000.
Following the first flight on October 8, 2016, and a wellover two-year delay, the Citation Longitude received its FAA certification in September 2019, paving the way for its entry into service in October 2019. Fractional operator NetJets holds a large 175-aircraft order of this model and was among the first customers, with a first delivery in December 2019.
The Citation Longitude has a range of 3,500 nm and a full fuel payload of 1,600 pounds.
The Longitude's standard cabin arrangement accommodates eight passenger seats in a double club configuration, offering very generous legroom for maximum comfort. This is complemented by a large forward wet galley with plenty of room for food preparation and a large aft walk-in baggage compartment fully accessible in flight.
Usable
Engines Manufacturer Honeywell
Engines Model HTF7700L
Engines Thrust
Avionics Manufacturer Garmin
Avionics Model G5000
Bombardier | Challenger 300 / 350 / 3500
BD-100-1A10 (Challenger 300) HTF7000
First Flight: 2001
Certification: 2003
BD-100-1A10 (Challenger 350) HON TFE7350
Certification: 2014
` Taller windows
` Increase engine thrust
` New canted winglets
BD-100-1A10 (Challenger 3500) HON TFE7350
Certification: 2022
` Auto Throttles
` Additional avionics features
` Upgraded cabin
` Nuage seats
(Redesigned from Global 7500)
` New marketing designation
Launched in 1999 as a super-mid-size business jet offering between the mid-size Learjet 60 and the large cabin Challenger 604, the Bombardier Challenger 300 was a clean-sheet design initially marketed under the Bombardier Continental designation.
The jet was renamed in September 2002 after much debate about which category (Learjet, Challenger, or Global) the new aircraft fit into. FAA type certification was received on June 4, 2003, with entry into service in January 2004 with launch customer Flexjet, the then fractional ownership division of Bombardier Aerospace.
The new supercritical wing and wide flat-floor stand-up cabin enabled the new offering to quickly become the most successful jets in the Bombardier portfolio.
Bombardier introduced the improved Challenger 350 variant in 2014. It featured a more luxurious interior, 20% taller cabin windows, higher-thrust Honeywell HTF7350 engines, and new canted winglets. The Challenger 350 modifications greatly increase the jet design weights and payload capabilities.
Introduced in 2022, the Challenger 3500 is the third iteration of the model. This edition featured a redesigned interior, including Bombardier exclusive and patented Nuage seats, a lower cabin altitude, and a long-overdue baseline autothrottle system.
The Challenger 300's standard configuration accommodates eight passengers in a highly comfortable double club seating configuration. The cabin can also be configured with an optional three-place divan, bringing the total passenger capacity to 10.
The 2022 edition also benefits from some of the Global 7500's developed technologies, like highly improved sound insulation. This edition also introduces the industry’s first voice-controlled cabin system to manage lighting, temperature, and entertainment systems.
MODELS LEGACY 500 PRAETOR 600
EMB-545 (Legacy 450) HON HTF7500E
First Flight: 2013 Certification: 2015
EMB-550 (Legacy 500) HON HTF7500E
First Flight: 2012 Certification: 2014
EMB-550 (Praetor 600) HON HTF7500E
EMB-545 (Praetor 500) HON HTF7500E
Certification: 2019
` Increased fuel tanks capacity
` New larger winglets
` Additional avionics capabilities
` New marketing designation
Certification: 2019
` Increased fuel tanks capacity
` New larger winglets
` Additional avionics capabilities
` New marketing designation
Embraer launched the clean-sheet design, super-mid-size EMB-550 model in 2008. It was initially marketed under the Legacy 500 designation to align with its Legacy 650 large cabin regional jet derivative offering. The second generation of the model is now marketed under the Praetor 600 designation.
The EMB-550 is part of a fly-by-wire mid-size aircraft family offering, positioned then between the light Phenom 300 and the large Legacy 650. The test aircraft first flew on November 7, 2012, prior to the first delivery in October 2014.
The clean-sheet design allowed Embraer to create the largest, fastest, quietest, and most advanced aircraft ever introduced to the mid-size category.
The enhanced Praetor 600, recognizable by its taller and wider winglets, improves the range performance of its predecessor by over 900 nm, achieving a best-in-class 4,018 nm range capability.
The Praetor 600 features a best-in-class 6-foot-tall, flat-floor cabin. The interior can accommodate six or seven seats, including four fully reclining club seats that can be converted into two beds.
The highly functional and sophisticated mid-size cabin offers a refreshment centre at the entrance, a private rear lavatory with a vacuum toilet, and one of the largest inflight accessible baggage holds.
The standard cabin layout consists of eight single club seats that comfortably accommodate eight passengers, a baseline forward galley, and a storage cabinet. The alternative nine-passenger configuration features an aft zone installed divan capable of carrying three passengers. Embraer also offers a 12-passenger configuration with two aft divans. An optional pocket door can be installed, isolating the cabin from the galley and cockpit area for additional privacy and reduced noise.
In 2001, General Dynamics, Gulfstream’s parent company, announced the acquisition of Galaxy Aerospace Company from Israel Aircraft Industries (IAI) and the integration of its two new product lines: the Astra mid-size twin turbofan business jet and the Galaxy. The acquisition agreement specified that both aircraft models would be assembled by Israel Aircraft Industries in Tel Aviv, Israel, and flown to Fort Worth in a "green" configuration; General Dynamics would design and install custom interiors and all optional equipment. Concurrent with this transaction, NetJets placed an order for 50 Galaxy aircraft.
The IAI Galaxy was a super-mid-size class jet that entered service in January 2000, well ahead of its competitors. It offered the longest range and largest cabin volume in this category.
Following Gulfstream's acquisition of the program, the IAI Galaxy model designation was changed to Gulfstream 200 through a type certificate amendment in 2002. Gulfstream marketed the new model under the G200 designation.
In 2008, Gulfstream launched an updated version marketed under the G280 designation (rebranded from its G250 initial designation to do away with the negative connotations associated with that sequence of numbers in the Chinese culture). The G280 was developed under a new type certificate.
The G280 is the first iteration of this model incorporating Gulfstream design elements. It completed its first flight on December 11, 2009 in Tel Aviv before obtaining its FAA certification in September 2012. Designed in concert with the G650, the G280 is a testimonial to Gulfstream know-how with best-in-class speed, range, and airfield performance. However, the G280 is the only Gulfstream jet to feature Collins Pro Line Fusion avionics instead of Honeywell Primus Epic.
The G280 uses Honeywell TF7250G engines instead of the Pratt & Whitney PW306A on the previous model.
The G280 features a spacious cabin with seating for up to 10 passengers in two living zones. The standard G280 cabin layout accommodates eight passengers in a double club seating configuration.
The wide cabin allows for a four-place conference table with an opposing divan or two-place club seating optional configuration. The 19-large-window cabin offers a large forward wet galley, an elegant aft vacuum lavatory, and a very generous in-flight accessible baggage compartment.
The Falcon 2000 is a wide-body transcontinental twin-engine aircraft from French aircraft manufacturer Dassault Aviation. Developed as a twin-engine version of the Falcon 900 trijet, the Falcon 2000 inherited the Falcon 900’s fuselage diameter and wing design.
The first aircraft flew on March 4, 1993, before entering service in 1994.
The Falcon 2000 saw incremental improvements, which pushed the range to 4,000 nm including the addition of Aviation Partner blended winglets in 2009 (2000LX/LXS/S models).
In 2004, a year after the Falcon 900, Dassault certified the new EASy (Enhanced Avionics System) flight deck with the Honeywell Primus Epic System on the 2000. In 2013, the enhanced EASy II came standard with the 2000LXS and S models.
In 2011, Dassault Aviation highly enhanced the twin-jet airfield performance by adding full-length inboard slats (2000LXS/S models).
The Falcon 2000 features a wide cabin cross-section configured in two flexible seating zones with seating arrangements for up to 10 passengers.
In 2011, Dassault Aviation premiered a new interior redesign for the Falcon 2000S developed in partnership with BMW Designworks USA which created the interior cabin for the Dassault Falcon 7X a few years earlier.
600 (CL-600-1A11) AVCO Lycoming ALF-502L
First Flight: 1978
Certification: 1980
` Stand-up cabin
` Supercritical wing
Challenger 601 -1A (CL-600-2A12)
GE CF34-1A
Challenger 601 -1A/ER (CL-600-2A12)
GE CF34-1A
Certification: 1983
` Extended range version
` Auxiliary fuel tank ( Tail mounted)
Challenger 601-3A (CL-600-2B16)
GE CF34-3A
Certification: 1987
` Extended range version
` Auxiliary fuel tank ( Tail mounted)
Certification: 1983
` New engines from GE ` MTOW increase ` Winglets addition
Challenger 601-3A (CL-600-2B16)
GE CF34-3A
Certification: 1987
` Improved GE engines (-3A)
` Glass Cockpit
Challenger 601-3R (CL-600-2B16)
GE CF34-3A1
Certification: 1993
` Improved GE engines (-3A1)
` Baseline tail fuel tank
Challenger 604 (CL-600-2B16)
GE CF34-3B
Certification: 1995
` Improved GE engines (-3B)
` Increased MTOW
` Increased fuel capacity
` Collins Pro Line 4 Avionics
Challenger 605 (CL-600-2B16) GE CF34-3B
Certification: 2006
` Enhanced cabin
` larger and higher-positioned cabin windows
` Collins Pro Line 21 Avionics
Challenger 650 (CL-600-2B16)
GE CF34-3B
Certification: 2015
` Redesigned cabin
` Collins Pro Line 21 Advanced Avionics
When entering service in 1980, the Canadair Challenger 600 was a game-changing business jet. Its large cabin offered a new level of in-flight comfort. The Challenger 600 introduced several new technologies, including a supercritical wing design, high-bypass engines, and new avionics. The Canadair program pushed its competition to launch a new generation of business jets including the Cessna Citation III and Gulfstream III.
After Canadair was acquired by Bombardier in 1986, the Challenger 600 saw many new enhancements. In 1987, Bombardier introduced the Challenger 601-3A variant, equipped with more efficient GE Aerospace CF34-3A engines and the first glass cockpit. The engines were updated again in 1996 with a more powerful CF34-3B on the Challenger 604 model, which also introduced the Pro Line 4 avionics suite. The 2006 Challenger 605 model introduced the more advanced Pro Line 21 avionics suite, larger windows, and a new tail cone.
The 2015 Challenger 650 is the latest model iteration, introducing a completely restyled, modern-looking cabin and improved GE engines offering a 5% thrust increase.
With a seating capacity of up to 12 passengers, the wide Challenger 650 cabin offers upscaled seats, a large aisle, spacious galleys, and in-flight access to a 112-cubic-foot baggage compartment.
MODELS FALCON 50 FALCON 50EX
Falcon 20
GE CF700-2C
First Flight: 1964
Certification: 1965
Falcon 50 HON TFE 731-3-1C
First Flight: 1976
Certification: 1979
` Falcon 20 fuselage
` New wings & Empenage
` Three engine configuration
Falcon 50EX HON TFE 731-40
Certification: 1995
` Upgraded engines
` New avionics
Falcon 900 HON TFE 731-5AR-1C
First Flight: 1984
Certification: 1986
` New wider & longer fuselage
Introduced in 1979, the Dassault Falcon 50 was developed as a longer-range trijet derivative of the original Falcon 20, with whom it shared the same fuselage cross-section.
The original version was powered by three Honeywell TFE731-3 engines and designed to fly 3,000 nm on FAR 121 reserves, which equates to crossing the North Atlantic or the United States nonstop. During the development phase, Dassault elected to replace the wing shortly after the maiden flight, the Falcon 50 became the world’s first civil aircraft featuring supercritical wings.
Industrial production began in November 1976 after an agreement was signed between the French government, Aerospatiale and Dassault. Aerospatiale’s plant in Saint-Nazaire oversaw the fuselage and built 55% of the airframe. Dassault’s plant in Colomiers built the wings, and the assembly and flights test took place in Mérignac (Bordeaux region).
On April 26, 1995, Serge Dassault announced the launch of the Falcon EX, destined to replace the Falcon 50. Compared with the Falcon 50, the new aircraft flew higher and faster (it could reach 41,000 feet in 23 minutes), its range increased to 3,260 nm at Mach 0.75, and it received the more advanced Collins Proline 4 avionics.
The engines were upgraded to FADEC-controlled TFE 73140, which had increased thrust (3,700 lbf each), improved specific fuel consumption (reduced by 7%), and lower maintenance costs.
The Falcon 50 EX made its first flight at Mérignac on April 10, 1996, prior to first deliveries in 1997.
In 2012, Dassault Aviation and Aviation Partners (API) announced the FAA certification of API’s “High Mach” blended winglets installation STC on the Falcon 50 series aircraft. The winglets provide drag reduction and corresponding range increase, of 5% at Mach 0.80 and over 7% at Long Range Cruise (LRC).
Introduced in 1986, the Dassault Falcon 900 was developed as a bigger, faster, and longer-range version of the 1979 Falcon 50 model. It used the same supercritical wing design and introduced a new stand-up cabin and a longer fuselage.
Since its entry into service, the Falcon 900 has seen many improvements, from FADEC-controlled state-of-the-art Honeywell engine integration to the latest generation of avionics powering the Dassault signature EASy II flight deck.
The latest iteration marketed under the Falcon 900LX designation was Introduced in 2010. It features Aviation Partners blended winglets that extend the range to 4,750 nm.
The Falcon 900 cabin offers standard configurations for between 12 and 19 passengers in three distinct seating areas. The redesigned cabin offers the latest cabin technologies, including high-speed internet and telephone, a convenient and capacious baggage compartment, and a large forward galley.
The Falcon 900 was the first aircraft developed using 3D digital tools. Dassault's 3D interactive software, CATIA, developed to support the 900's design, is now the standard for designing not just airplanes but automobiles and even commercial buildings. The 900 is also one of the first commercial aircraft to use lightweight composite material.
First
The Legacy 600 is the marketing designation of the Embraer EMB-135BJ model, an ultra-large business jet derivative of Embraer’s ERJ135 regional jet model.
Introduced in 1999 with launch operator Continental Express, the 37-passenger ERJ135 is a shortened version of the 50-seater ERJ145.
Launched in 2000 as the “Legacy 2000,” the new business jet was designed to carry 13 passengers in a three-zone configuration for 3,000 nm by adding auxiliary fuel tanks, winglets, and an extended wing-to-body fairing to the original regional jet model.
The Legacy 600 received its FAA certification on August 23, 2002. The original model was powered by Rolls-Royce AE 3007A1E engines, each producing 9,020 lbf of thrust, and featured Honeywell Primus Elite avionics.
The longer-range Legacy 650 version was introduced in 2011 and featured increased take-off weight and fuel capacity. The cabin also had a lowered alley with increased headroom.
The model's latest iteration was introduced in 2017 and marketed under the Legacy 650E designation. The latest model features a standard autothrottle, a restyled interior, and a synthetic vision system in the cockpit.
After allowing its entry into the business jet market, Embraer announced it was ending production of the Legacy 650 in July 2020 to focus on its line of purpose-built business jet families, the Phenom 100 and 300 and the Praetor 500 and 600. In the 18-year production run, Embraer delivered 289 Legacy 600 jets.
Challenger 600 (CL-600-1A11)
AVCO Lycoming ALF-502L
First Flight: 1978
Certification: 1980
` Stand-up cabin
` Supercritical wing
Challenger 601 -1A (CL-600-2A12)
GE CF34-1A
Certification: 1983
Challenger 601-3R (CL-600-2B16)
GE CF34-3A1
Certification: 1993
CRJ100 (CL-600-2B19)
GE CF34-3A1
First Flight: 1991
Certification: 1992
` 50-seat regional jet
CRJ200 (CL-600-2B19)
GE CF34-3B1
First Flight: 1991
Certification: 1992
Challenger SE (CL-600-2B19)
GE CF34-3B1
Certification: 1996
` Challenger Special Edition
Challenger 850 (CL-600-2B19)
GE CF34-3B1
Certification: 2006
` Green CRJ200
` STC interior (Factory authorized completion centers)
The Challenger 850 is the marketing designation of the business jet derivative of Bombardier’s CRJ200LR (CL600-2B19 type model) 50-seat regional jet. The ultra-large jet has been marketed under the Challenger SE (Special Edition) since 1996 and was rebranded in 2006 as the Challenger 850 to better align with Bombardier's mid-size cabin product line that included the super-mid-size Challenger 300 and the large cabin Challenger 600. The Challenger 850 shares the same fuselage cross-section and type certification as the Challenger 600, since the 600 series was the base for the popular Canadair Regional Jet program launched in 1989. The CRJ200 uses a 19-foot stretched Challenger 600 fuselage, a larger wing, and more powerful engines.
The Challenger 850, or CRJ SE, was delivered green from Bombardier’s production line in Montreal and subsequently completed with an interior approved under STC by third-party completion centres. The completion network included Midcoast Aviation (an affiliate of the Jet Aviation Group) in St. Louis, Missouri, Lufthansa Technik in Hamburg, Germany, and Flying Colours in Peterborough, Canada.
In 1995, PATS, in partnership with Bombardier, developed an auxiliary fuel system to enable the range increase of the CRJ SE. Bombardier installed the structural provision and the auxiliary fuel systems in the production line.
Although it suffers from lower speed and range capabilities than purpose-built jets, the Challenger 850’s three-zone cabin has proved very popular in some markets where the range is not that important.
Production of the Challenger 850 ended in 2012 following the completion of 71 deliveries.
Gulfstream II
RR Spey 511-8
First Flight: 1966 Certification: 1967
Gulfstream III RR Spey 511-8
First Flight:1979
Certification: 1980
` Stretched fuselage ( +2')
` Increased wingspan
` Increased MTOW
GIV-SP (G300) RR TAY MK611-8
Certification: 2002
` Shorter range version
` Reduced fuel capacity
GIV-X ( G350) RR TAY MK611-8C
Certification: 2004
` Shorter range version
` Reduced fuel capacity
Gulfstream IV RR Tay 611-8
First Flight:1985
Certification: 1987
` Stretched fuselage (+4')
` New higher thrust RR engines
GIV-SP (G400) RR TAY MK611-8
Certification: 1992
` Increased MTOW
` Enhanced cabin
` Upgraded avionics
GIV-X ( G450) RR TAY MK611-8C
Certification: 2004
` Enhanced engines (FADEC)
` Honeywell advanced flightdeck
Launched in 1983, the Gulfstream IV was developed as a re-engined, stretched fuselage derivative of the Gulfstream III. Gulfstream ended up redesigning the wing and introducing a new entirely glass cockpit. The original model was certified on April 22, 1987.
In 1992, Gulfstream introduced the GIV-SP, an enhanced version of the GIV. This “special performance” GIV aircraft featured increased takeoff and landing weights that allowed for heavier payloads and more flexibility in outfitting. It also included an upgraded landing package with a new braking system and improved wheels and tires.
On March 3, 1993, the GIV-SP earned a place in the world record books for the first time, the “Spirit of Savannah” flew 5,918 nm from Tokyo to Albuquerque, New Mexico, in 10 hours and 12 minutes at an average speed of 579.87 miles per hour. The GIV/GIV-SP has subsequently established 84 world speed and performance records, including both eastbound and westbound around-the-world speed records.
A short-range version of the GIV-SP was certified in 2002 and marketed under the G300 designation. The same year, Gulfstream decided to rebrand the GIV-SP to the G400 marketing designation starting from S/N 1500. The G400 also had more standard equipment, including a captain HUD, more flexibility in the cabin configuration, and an improved warranty. The GIV-SP/G400 features two Rolls-Royce Tay Mk611-8 engines, each supplying 13,850 pounds of thrust. The GIV-SP/G400 possesses a maximum range of 4,220 nm and a maximum speed of Mach 0.88. The Gulfstream IV and its derivatives were manufactured for 16 years, with the last of the 535 GIV/GIV-SP family entering service on Sept. 13, 2003.
In 2001, Gulfstream launched an improved version marketed under the G450 designation. The new model featured a one-foot-stretched fuselage, new electrical and environmental control systems, upgraded engines and nacelles, exterior aerodynamic enhancements, new thrust reversers, the Honeywell PlaneView cockpit, and the Gulfstream Enhanced Vision System (EVS). A short-range version was also certified in 2004 and marketed under the G350 designation.
The Bombardier Global Express (BD-700) was first announced at the 1991 NBAA annual convention as part of a new class of ultralong-range, high-speed, large-cabin business jets. These jets were designed to fly long distances at a high speed between any two points on the globe and need only one refuelling stop.
The clean-sheet design jet used the same large fuselage cross-section as the Challenger 600 and Bombardier CRJ regional jets, combined with a high-speed 35-degree swept supercritical wing equipped with winglets. The early cockpit featured the then very advanced Honeywell Primus 2000XP with six CRT displays and a highly redundant set of navigation sensors optimized for long-range missions. The new airplane quickly adopted the newly developed BMW Rolls-Royce (BRR) BR700 powerplant, which was initially designed to power the Gulfstream V.
When entering service in 1998, the Global Express had an eight-passenger range of 5,960 nm.
In 2004, Bombardier introduced the shorter fuselage Global 5000, which was priced $10 million lower than the larger Global Express. This lower-range version was designed to compete against Gulfstream IV and Dassault Falcon 900 in the 5,000 nm subcategory. The 5000 short fuselage maintained the three living areas but removed the crew rest area and had a smaller galley adapted to shorter missions.
In 2005, Bombardier introduced the Global Express XRS, an improved version of the original Global Express aircraft. It offers increased range at higher cruise speeds and improved cabin layout and lighting. The range increase was achieved by adding a 1,500 lb fuel tank at the wing root. Bombardier also introduced changes in cabin pressurization controls that effectively lower the cabin altitude during the cruise phase of flight allowing for a 5,700 ft cabin altitude at 51,000 ft.
The third major upgrade was introduced in 2011 with the certification of the new Bombardier Global Vision cockpit (GVFD), which is based on the Collins Aerospace Pro Line Fusion avionics suite. Bombardier rebranded the XRS with GVFD to Global 6000.
In 2019, Bombardier introduced the latest improved versions marketed under Global 6500 and Global 5500. The major modification was the introduction of more efficient Rolls-Royce BR710 Pearl engines, which greatly improved the aircraft economics and mission capabilities.
Gulfstream V GV-SP (G550) GV-SP (G500)
Gulfstream III RR Spey 511-8
First Flight: 1979
Certification: 1980
` Stretched fuselage ( +2')
` Increased wingspan
` Increased MTOW
Gulfstream IV RR Spey 611-8
First Flight:1985
Certification: 1987
` Stretched fuselage
` Higher thrust RR engines
GIV-SP (G300) RR Spey 611-8
Certification: 1992
GV-SP ( G500) RR BR700-710A1-10
Certification: 2003
` Short range version
` Reduced fuel capacity
Gulfstream V RR BR700-710A1-10
First Flight:1995
Certification: 1997
` Stretched fuselage ( +5')
` New RR engines (FADEC)
` Wingspan increase
` Increased MTOW & MLW
GV-SP ( G550) RR BR700-710A1-10
Certification: 2003
` Honeywell Primus Epic Avionics
` Improved cabin
` Relocated cabin main door
` Addition of a 7th cabin window pair
The Gulfstream V (GV) is Gulfstream’s first ultra-long-range business jet, developed from the Gulfstream IV. It introduced higher-thrust Rolls-Royce BR700 engines, a 25% increased wingspan, and a five-foot stretched fuselage.
The original model was certified on April 11, 1997. It had a 6,500 nm range, a Mach 0.885 maximum speed, and a maximum cruise altitude of 51,000 feet. The GV was a direct competitor to Bombardier’s Global Express ultra-longrange jet, certified in 1998. The GV offered a longer range and better fuel efficiency but had a relatively smaller cabin.
Gulfstream produced 193 GVs before its replacement by the improved G550 (GV-SP model) in 2003.
Announced in 2000, the G550 entered service in 2003 as the launch platform for the transformational Gulfstream PlaneView flight deck. Its tremendous range and high-altitude capabilities put the aircraft at the top of its class as evidenced by its more than 55 speed records.
In addition to the new flight deck based on the Honeywell Primus Epic avionics suite, the G550 benefited from a 500 lbs MTOW increase and a drag reduction program. The cabin saw the addition of a seventh pair of windows and the relocation of the entry door two feet forward.
The Gulfstream G550's cabin volume is 1,812 cubic feet. A typical configuration features 16 passengers and four crew seats, but this can vary based on the specific interior configuration chosen by the owner or operator. It boasts a lavish interior divided into up to four living areas, including private staterooms, conference areas, and entertainment zones.
In July 2021, Gulfstream announced the delivery of the final commercial Gulfstream G550 after more than 600 deliveries, nearly two decades after it first entered service.
A short-range version marketed under the G500 marketing designation (GV-G500 model) was introduced in 2004, this 5,800 nm version shared the same cabin as the G550 with reduced fuel capacity and optional HUD and EVS systems.
The G550 model was very popular, with government customers in special mission roles, including VVIP and head-of-state transport, medevac and airborne intelligence, surveillance and reconnaissance missions.
The G500 and G600 are part of a new Gulfstream GVII family offering launched in 2014. This new family introduces a newly designed wide cabin and a G650 derivative highspeed supercritical wing allowing for Mach 0.925 maximum speed. Both jets are powered by new generation PW800 engines from Pratt & Whitney Canada. The shorter fuselage G500 first flew on May 8, 2015, prior to entering service in September 2018. The longer fuselage G600 first flew on December 17, 2016, prior to entering service in August 2019.
The new wide cabin benefited from the highly optimized four circular arcs cross-section fuselage design, which was complemented by 14 Gulfstream signature large panoramic oval windows.
Both the G500 and G600 feature three living zones, allowing for great configuration flexibility. The option of a forward or aft galley and an aft fully enclosed stateroom is also available.
The G600 interior can be configured in three living zones with a crew rest area optimized for long-haul operations or a generous four living zones for increased seating capacity.
Certification: 2007
` Stretched Falcon 900 fuselage
` New high speed wing
` Fly-by-wire
` New P&W C engines
` EASy flight deck (Honeywell Primus EPIC)
Certification: 2016
` Stretched fuselage
` EASy III cockpit
` Enhanced engines
` Increased MTOW
The Falcon 7X is a trijet wide-cabin long-range jet developed by French-based aerospace conglomerate Dassault Aviation.
Launched in 2001, by combining a stretched Falcon 900 fuselage with a newly designed high-speed wing, the Falcon 7X completed its first flight on May 5, 2005, prior to entering service in June 2007.
The Falcon 7X new wing design has been highly optimized for both high cruise speed where it delivers 30% increased efficiency over the previous generation, and low speed allowing for safe operation in challenging short-field airports. The 7X was also among the first to introduce a state-ofthe-art digital fly-by-wire technology with sidestick controls, benefiting from Dassault Aviation’s long experience in fighter jets design. The Falcon 7X inherited the Falcon 900 generous cabin cross-section with the addition of nine linear feet, allowing for three more spacious seating areas.
The current Dassault Aviation flagship Falcon 8X is a 3.5 feet longer derivative of the Falcon 7X model featuring slightly improved wings and engines.
Announced in 2014, the Falcon 8X first flew on February 6, 2015, prior to entering service in October 2016. Introducing a 5% thrust increase on 2% more fuel-efficient Pratt & Whitney Canada PW307D engines as well as a redesigned ultra-efficient wing coupled with redesigned winglets. The Falcon 8X offers a 500 nm range increase compared with the 7X with improved fuel efficiency.
The Falcon 8X cabin is over three feet longer compared with the Falcon 7X allowing for greater cabin configuration flexibility, especially for long-haul operations. The three spacious seating areas can now be complemented with an optional crew rest section, bigger galleys, and an aft standup shower installation, all part of the over 30 cabin layouts offered by Dassault Aviation.
When entering service in 2012, the G650 (model GVI) was the largest and fastest purpose-built business jet ever built. It is currently dethroned by the Bombardier Global 7500.
Although in development since 2005, the 7,000 nm G650 was first unveiled in 2008, and the first flight was on November 25, 2009.
With the G650, Gulfstream was able to bring to market the most incredible high-speed wing. The 36-degree sweep, highly clean wing enabled one of the flight test vehicles to reach Mach 0.995 during flutter testing as early as December 27, 2009.
The G650 was powered by a pair of new Rolls-Royce BR725 engines, offering higher thrust and lower Specific Fuel Consumption (SFC), while being quieter than the previous BR710 models.
In 2014, Gulfstream introduced the higher MTOW G650ER model, busting the traditional 100,000 lbs business aircraft MTOW limit. The ER additional 4,000 lbs fuel capacity enabled an additional 500 nm of range compared with the standard model.
The G650 cabin was 14 inches wider than the G550, offering 28% more cabin volume and 30% more floor area. The longer seating areas allowed for more seat recline, better leg room, and larger stateroom capability. The cabin also features 16 windows optimized to seating pitch and 16% larger than on previous Gulfstream models.
First Flight: 2016
First Flight: 2023
In-Development
` Extended speed enveloppe
` Software optimisation
The ultra-long-range Global 7500 originally launched as the Global 7000 is the top-end offering from Canadian aircraft manufacturer Bombardier. Combining a unique four-zone cabin, a state-of-the-art transonic wing, and advanced flyby-wire technology.
Launched in 2010, the prototype flew on November 4, 2016, and achieved certification in December 2018 with a delay of two years due to a mid-certification wing redesign.
The Global 7500 is the only business jet powered by the General Electric (GE) Passport engine. This 20,000 lbf class engine combines the latest technologies from GE’s extensive portfolio of commercial and military engine programs, boasting an industry-leading pressure ratio of 45:1.
The Global 7500 is the first and only fly-by-wire equipped business jet from Bombardier, which took advantage of the technology developed on its commercial aircraft side with the CSeries (now Airbus A220) program. The Vision cockpit, based on the proven Collins Aerospace Pro Line Fusion avionics suite, incorporates all the latest communication, navigation, and surveillance technologies on four 15-inch high-resolution displays in a T-shape configuration.
The four-zone cabin of the Global 7500 offers limitless customization possibilities ranging from a fully private master suite next to a stand-up en suite shower to the elegant six-seating conference suite, allowing for business lunch or family dinner.
Engines Manufacturer GE Aerospace
Engines Model Passport 20-19BB1A
Engines Thrust
Avionics Manufacturer Collins Aerospace
Avionics Model Pro Line Fusion
BY AUTUMN ELISABETH DESIGN
To complement the clients' love for entertaining, a custom galley was built, housing their favorite libations, all enveloped in a sleek, minimal design with a monochromatic color palette. Fun custom sheepskin and lumbar pillows, boasting rich textures and a touch of sparkle, elevate the overall aesthetic for a "fast and sexy" look in the air.
starting your cabin refurbishment project
As your aviation interior designer, my goal is to get to know you and your style in a short amount of time! Anything you can do to help me understand what things, places, and styles you love will be really helpful!
The process is about you and your style, so if something isn’t feeling right, be sure to let your interior designer know! Design is so personal. It’s about what you love and what makes you happy. It’s my goal to make sure the end product exceeds your expectations.
If you have unique design challenges, that’s the time to lean on your interior designer for guidance. This may be trying to combine multiple people’s styles or finding the right balance of durable and custom. Having an expert lead you through these tough design decisions will ensure your aircraft is both beautiful and functional.
Don’t be intimidated by working with an interior designer. Your sense of style is a very personal thing, and even if you aren’t sure what you’re style is, I’m here to act a judgment-free guide to help you find it.
Start talking to an aviation interior designer at least 6 months out if you’re thinking about a refurbishment. The sooner, the better! To plan and accommodate all the design options, you want to allow yourself as much time as possible. Custom samples can take a long time, and some material lead times can take longer than expected.
Beware of what I like to call option fatigue. Sometimes when customers aren’t sure what they’re looking for, they want to see lots of options and become overwhelmed by all the choices. But don’t fear! I’ve looked at hundreds of options, so you don’t have to. I will present you with only the best options, guiding you along the way.
With more than a decade of experience in interior design and the aviation refurbishment process, Autumn learned how to combine sophistication and craftsmanship with the practicality of aircraft guidelines and restrictions.
Autumn started her career in business aviation as an intern at a major OEM manufacturer during her senior year of college and fell in love with it. She always knew she wanted to work in a niche market, and aviation was the perfect fit. After she graduated college, she was hired by the team she interned with and began to really hone her skills.
“I held various roles that allowed me to develop a holistic approach to interior design for aircrafts. Viewing the project from a visualization perspective, a design perspective, and also learning more about the connectivity and user experience in the cabin. I love the extra level of problem-solving required to negotiate the intricacies of planes and associated regulations, and it’s allowed me to provide the best possible recommendations for my clients during the design process.”
Autumn started her own aviation interior design company in June of 2019.
“I knew I could provide my clients a more white-glove experience for their refurbishments, and was compelled to share more about aviation interior design and all the amazing aspects of this small portion of interior design”
This newly refurbished Gulfstream V is a show piece that emulates the creativity and artisanship of Duncan Aviation. Some of the interior details include two-tone leather seats with a fabric insert, port hole window surrounds, vinyl-wrapped sidewalls, carbon fiber table boxes, and a stone look used throughout the aircraft that really makes it a one-of-a-kind masterpiece.
Duncan Aviation-designed, one-piece PSU overlay panels in Falcon aircraft: "We developed the PSU overlay panels to provide an updated and streamlined look to the cabin interior and integrate with existing or new LED lighting. They also allow for easy removal and installation compared to traditional PSU panels."
Prizm Lighting allows passengers to change the color and temperatures to get warmer and cooler lighting.
Modernized the drinkrails in Falcon aircraft to create an updated look in the cabin that is also functional: "We designed the updated drinkrails to have a streamlined profile that modernizes the interior and gives it contemporary appeal and accommodates the cabin switch panels. The cupholders can also be customized to fit the passengers mugs/cups."
This Gulfstream G550 was a recent purchase that reflected the previous owner’s branding and interior styling, highlighted by predominantly blue tones, navy blue seats, blue carpet with swirls, and details of outdated design trends. Although the interior was in great condition, the owner was ready to make it their own.
“When we first reviewed the project, the owner indicated he wanted to see emerald green or burgundy red seats,” said Designer Jack Bauder. “We used that as our guidance, and built complete materials palettes around each color.”
The highlight of the interior is the emerald green seats that were hand stitched up by Duncan Aviation’s upholstery shop in Battle Creek.
The carpet pattern was a unique choice, adding visual interest to the cabin without being overpowering.
The existing veneer was in very good condition upon arrival. It was stripped and stained a darker color to match the new beige color palette. The solid surface countertops were updated to a whiter material with marbling and veining, offering a cleaner, more modern look. The new countertops were designed to use a simulated white quartz finish, which provides a nice contrast with the dark veneer tone.
In a nod to what awaits inside, the interior was complemented by a striking customised exterior paint scheme in a striking black and white pattern, also designed by Tim Callies, who collaborated with the FAI inhouse team to apply the paint. That work alone took six weeks to apply the complex paintwork.
The global business aviation sector is renowned for generating innovative design and technology to deliver eye-catching aircraft, inside and out. In the majority of cases, this applies to factory fresh, new aircraft, where a charter operator, or private owner, will select a cabin designer to take a green aircraft direct from the manufacturer and bring their design vision to life. It takes imagination, creativity and immense skill to apply the same look to a pre-owned aircraft.
The team at FAI Technik GmbH achieved just that when they rolled out a revamped Bombardier Global Express, named Project Pearl in 2020. Representing a multi-million Euro investment, Global D-AFAL (MSN 9016) represents one of the most extensive refurbishment projects for the popular aircraft model. It involved approximately 10,000 manhours to complete, including 15/30/60, 120 and 240-month heavy inspections.
For the customized interior, FAI turned to specialist aviation interior design partner, award-winning German designer, Tim Callies. With his roots firmly based in business aviation he is known for his work with Boeing, Airbus to create beautiful interiors for executive airliners. His vision transfers simple to new Bombardier Globals and FAI joined forces with him for this very special project. Together, the team planned a luxurious, completely refurbished interior based on 12 VIP seats with two tone grey leather and two three seat sofas upholstered with Armani fabric. Heated, grey-white marble stone flooring was applied in the galley and VIP toilet areas to create an outstanding stylish look. Granite countertops in the galley and bathroom were appointed to match and modern amenities installed included a wine cooler, barista coffee maker and oven.
FAI selected the latest cabin management and entertainment systems provided by Collins Aerospace’s newest VenueTM so that passengers can access HD movies and listen to enhanced digital audio throughout the cabin. Connectivity is increasingly the number one criteria for customers when flying privately, so FAI selected Honeywell’s Ka-Band broadband technology, JetWave solution which connects to the Viasat GX constellation to deliver ultra-high speed satellite Wi-Fi throughout the cabin.
The aircraft was well received with passengers, guests and business executives lauding its sophisticated style around the world whether flying for business or leisure. FAI Technik went on to scoop the Innovation in Engineering Category award at the 2021 Middle East Aviation Awards for its work on Project Pearl. Siegfried Axtmann, FAI Group Chairman applauded the unified success of his own team, and Tim Callies as architect of a most challenging project for a pre-owned business jet.
The award-winning aircraft was sold to an undisclosed, private, A list celebrity buyer in the US in 2022, was re-registered as N822VP, under the management of leading Part 135 charter and management company Planet Nine, based at Van Nuys, California.
German FAI Aviation Group offers fixed-wing air ambulance, special missions, VIP charter, aircraft management and full MRO services. Its expanding MRO business, FAI Technik GmbH, which launched in 2012, is a one hundred percent subsidiary of FAI Aviation Group Holding. The business operates a full service, carbon neutral FBO and MRO at group headquarters at Nuremberg international Airport.
In 2023, it opened a maintenance base at “Willy Brandt” Berlin Brandenburg Airport, in the country’s capital. This facility includes over 3,400 m² of hangar floor space and another 1,600 m² of workshops, stores and offices and specializes in line and base maintenance for the full line of Hawker HS125 series, Beechcraft Premier 1/1A and King Air series aircraft; as well line maintenance checks up to 1C heavy checks for Gulfstream aircraft including G280, G450, G500, G550, G650 and G650ER models.
FAI Technik in Nuremberg boasts three hangars with a footprint of more than 10,000 m², capable of accommodating up to four BBJ´s or ACJ´s simultaneously. The Nuremberg company specializes in base and line maintenance of the Learjet 60, Challenger BD100-series and Bombardier Global Express 700-series. In addition to interior refurbishment and modifications, its work includes aviation upgrades and component services such as batteries and wheels. FAI Technik’s success builds in part on its recent refurbishment of Project Pearl, a masterpiece in technology and innovation with exceptional ramp presence.
Citation XLS with Garmin G5000
600 with
As technology capabilities continue to evolve, aircraft need to keep up with this modernization. Aircraft also need to adapt to new regulations and airspace infrastructure updates. In addition, old technology is slowly being replaced and, in some cases, is no longer supported.
Examples of Avionics Upgrade Requirements:
` New Airspace Requirement Compliance: FANS 1/A, CPDLC, ATN-B1/CPDLC, WAAS/LPV, TCAS II 7.1, ADS-B Out,…etc
` Enhanced Situational Awareness: Synthetic Vision System (SVS), Enhanced Vision System (EVS), Graphical Charts
` Obsolescence: CRT Display to LCD Display, Navigation system IRU, Avionics processing capabilities, FMS,…etc
Winglets are advanced aerodynamics wing extensions, designed to significantly reduce wingtip vortex, resulting in less drag, lower fuel burn and superior climb and cruise characteristics.
Aviation Partners blended winglets are a good example of innovation in business aviation that benefits to whole aviation industry. Introduced first, for the Gulfstream II in 1992, this patented technology was ultimately installed on over 70 percent of the GII fleet and is now flying on over 8,000 business and commercial aircraft.
Winglet Technology and Cessna Aircraft Company collaborated to develop the world’s fastest winglet for the world’s fastest civilian aircraft with a top speed of 0.92 Mach. Winglet Technology worked closely with Cessna Aircraft Company to develop a Supplemental Type Certificate (STC) permitting the installation of the Elliptical winglets on the Cessna Citation X business jet. Elliptical winglets become standard equipment on the Citation X+.
The active winglets from Tamarack combines three major elements to achieve new levels of aircraft performance, efficiency, and sustainability. A lightweight wing extension, a composite winglet and the autonomous ATLAS® load alleviation system.
The Elite Wings team is glad to once again bring a unique event to the business aviation industry, where leaders, experts, and advisors can share their knowledge, perspective and vision about our industry, making this annual event the perfect venue for discussing the challenges facing our industry and exploring new opportunities for its growth.
With ever-evolving technologies breakthroughs and more and more sophisticated solutions, it pays to understand each other’s vision and how we are turning the industry challenges into innovation-led opportunities. This event is also an opportunity for sharing our knowledge and perspectives with anyone who wants to learn about business aviation.
EWAS2025 will be hosted in beautiful Montréal, Canada. Greater Montréal stands as a cornerstone within the business aviation industry, enjoying a rich tapestry of innovation, expertise, and business opportunity.
