Deliveries of piston aircraft totaled 761 units, an increase of 7.3 percent over Q2 of 2023, according to GAMA. Bizjet deliveries were up 8.8 percent to 322 units, and the value of all airplane deliveries through the second quarter was up 24.2 percent to $11.3 billion. Among the fixed-wing segment, only turboprops lagged with a decrease in shippings of 3.4 percent to 280 units.

Piston helicopters increased 2.7 percent to 115 units, while turbine rotorcraft sagged to 313 units, a decrease of 7.7 percent from 2023. Overall value of helicopter deliveries was $1.7 billion.

“Through the first half of 2024, we continue to see robust demand for new aircraft, as indicated by the impressive backlogs and plans for facility expansion by many of our OEMs,” said GAMA president and CEO Pete Bunce.

Bunce cited as constraints ongoing supply chain and workforce recapitalization issues that are “routinely compounded by unacceptable turn times in terms of responsiveness and lack of decision making by the FAA specialists on such things as issue papers, certification plans and regular correspondence.”

“Our industry is the incubator of safety enhancing and aviation sustainability technology, which in turn serves as a catalyst for economic growth and exemplary employment for millions around the globe,” added Bunce. “It is vital that our regulators continue to improve effectiveness and efficiency of certification and validation processes, appropriately apply the safety continuum across the spectrum of general aviation products and respond to applicants in a timely manner. For the continued vitality of our industry and to facilitate all the great innovations that are taking place, it is imperative that we tackle these ongoing challenges.”

Editor’s Note: This article first appeared on AVweb.

The post GAMA Q2 Numbers Reveal Strong Market appeared first on FLYING Magazine.

XTI on Monday announced it signed a capital distribution agreement with investor FC Imperial Limited worth as much as $55 million, giving the firm a post-money valuation of around $275 million should the transaction go through.

“Assuming the completion of the proposed investment, we believe the additional capital will help accelerate the development of the TriFan through several major milestones, including completion of the updated preliminary design review along with launching the critical design review phase in preparation for the assembly of XTI’s Test Aircraft No. 1,” said Scott Pomeroy, chairman and CEO of XTI.

XTI, which is publicly traded on the Nasdaq, was borne out of a merger between manufacturer XTI Aircraft Company and Inpixon, a developer of real-time location systems. That transaction went through in March.

The company’s proprietary aircraft design has received patents in the U.S., Canada, Japan, China, and Europe. In 2019, a two-thirds scale prototype aircraft made its maiden voyage.

The TriFan design was inspired by the hummingbird using its wings to suspend itself in air while collecting nectar: fast, quiet, and able to hover. In the same way, the aircraft uses tilting fans to easily transition from hover to forward flight, much like the tiltrotors on the Bell Boeing V-22 Osprey or Leonardo AW609.

Unlike the cylindrical shape of most commercial airliners, the design takes the form of a bird in flight to provide lift, similar to the Boeing B-52 or Lockheed SR-71 Blackbird.

The TriFan seats a pilot and as many as six passengers. It can operate from a helipad, airport, or any “improved surface,” with no need for new infrastructure or airspace regulations.

Two massive ducted fans on either side of the aircraft’s fixed wing aid in hover and cruise flight, while a third rear fan—which stows during flight—provides power and stability during vertical takeoff. The fans are controlled using simple fly-by-wire controls and powered by a pair of turboshaft engines. The company says it will later switch to hybrid-electric and eventually full electric power to enable zero-emissions operations.

According to XTI, the aircraft’s 700 sm (600 nm) range from helipad to helipad—equivalent to the distance between Dallas and Denver or San Francisco and Portland, Oregon—is double that of most helicopters and seven times that of battery-only VTOL designs. It can also use its fans to perform a short takeoff and landing (STOL) from an airport runway for increased range (750 nm) and payload.

XTI says the TriFan’s 345 mph (300 knots) cruise speed is also twice that of a typical helicopter and will save passengers time compared to business jets and airliners. It will fly at around 25,000 feet and have a configurable fuselage for executive, commuter, and medical use cases.

At the same time, the aircraft is expected to be affordable. In 2021, XTI estimated that an eight-passenger TriFan configuration flying from Manhattan to John F. Kennedy International Airport (KJFK) would cost 80 cents per seat-mile, compared to $3.19 for the average eVTOL and $3 for the typical Uber ride.

The TriFan will be certified as a single-pilot design with IFR permissions, including flights in inclement weather. XTI is collaborating with AVX Aircraft Company on the aircraft’s design, development, and certification.

As of March, the company has a total of more than 700 conditional aircraft purchase agreements, non-binding deposit agreements, options, and letters of intent for the model.

Last month, regional airline Mesa Airlines, which works with United Airlines, placed a conditional preorder for up to 100 aircraft, the value of which XTI estimates at $1 billion. The firm also became an investor. The pending transaction represents one of the most significant so far for the young company.

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The post XTI Lands Up to $55M to Develop VTOL Business Aircraft appeared first on FLYING Magazine.

The company showcased its Sirius CEO-Jet and Sirius Adventure Jet—the initial entrants into what it claims will be the first family of hydrogen-powered, zero-emission, vertical takeoff and landing (VTOL) capable aircraft—on Thursday at the Move Expo in London.

The models will be powered by a hydrogen-electric powertrain and fuel tank—a propulsion system designed to extend flight time compared to fully electric models. Similar to the Lilium Jet, the aircraft will feature electric ducted fans embedded in fixed wings and canards to provide vertical lift.

Both the CEO-Jet and Adventure Jet are expected to emit less than 60 dBA of noise at a distance of 100 meters—about the volume of a typical conversation—using what Sirius describes as a “deflected vectored thrust” propulsion system. The company claims they will reduce noise by about 95 percent compared to helicopters.

The CEO-Jet, designed to seat three passengers, will serve the private business aviation segment, combining zero-emission flight with luxurious, customizable amenities.

The Adventure Jet, on the other hand, is designed primarily for passenger and cargo transport but can also handle medical evacuations, search and rescue, firefighting, surveillance, and offshore operations. It seats up to two pilots and as many as five passengers, with a maximum takeoff weight of about 7,700 pounds, handling point-to-point trips to remote destinations such as jungles or mountaintops. It will even have an inflatable pontoon, allowing it to glide over water.

The latter design comes equipped with GPS, Doppler radar, very high frequency (VHF) and ultra high frequency (UHF) radio, and a digital autopilot system capable of hover and approach.

“The CEO-JET offers an eco-friendly option for business travel, while the Adventure Jet opens new horizons for global tourism and exploration,” said Alexey Popov, CEO of Sirius.

Founded in 2021, Sirius set out to design an aircraft that could combine the aerodynamics of an airplane with the versatility of a helicopter. The concept for a family of hydrogen-powered business jets first emerged in January, and the company shared more information in the weeks leading up to Move Expo.

The Sirius Jet’s calling card is its propulsion system—a hydrogen-electric powertrain that energizes 28 electric ducted fans, 20 embedded in the wings and eight mounted in the canard. Together with a pressurized cabin, these fans are designed to help the aircraft reach an altitude of 30,000 feet.

The fans are linked individually to one of 28 electric motors, each weighing about 21 pounds and containing a proprietary thermal management system. Air drawn through the jet’s intake passes through a cooling system and into onboard liquid hydrogen tanks. It is then channeled to a fuel cell stack, which has a high weight-to-power density ratio ideal for storing hydrogen.

Within the fuel cell, hydrogen and oxygen react to create water and electricity, the latter of which is directed to a set of battery packs that power the electric motors. The packs recharge during flight, are active for only 90 seconds per flight cycle, and do not need to be replaced, Sirius says. Water, a byproduct, is released through the exhaust valve.

By Sirius’ estimate, it would cost only $500 to fully refill the fuel tank. The company further claims the propulsion system makes its aircraft more efficient than electric VTOL (eVTOL) counterparts.

The Lilium Jet, for example, has a range of about 155 sm (135 nm); the Sirius CEO-Jet will max out at around 1,150 sm (1,000 nm), while the Adventure Jet can reach that range using its additional fuel tanks. Further, the CEO-Jet’s cruise speed and Adventure Jet’s top speed—323 mph (280 knots)—is more than double the Lilium Jet’s (155 mph, or 135 knots).

A potential CEO-Jet network in the U.S. could encompass New York City, Chicago, Kansas City, Missouri, New Orleans, and Miami. The Adventure Jet, meanwhile, could connect San Francisco, Los Angeles, Las Vegas, and Phoenix. According to Sirius, the network would offer “a 4-[time] improvement in travel efficiency compared to conventional methods” such as car or traditional airplane.

At the same time, the hydrogen-powered aircraft are billed as offering the luxury of a conventional business jet. Customers have the option, for example, to customize interior colors, upholstery, amenities—including champagne fridges, custom bathrooms, art installations, and kitchens—lighting, and flooring materials such as marble, hardwood, or carpet. Passengers can even pick the scent they smell when they enter the aircraft.

Both models are equipped with an airframe parachute system that deploys automatically in case of emergency, which Sirius claims reduces risk to “virtually zero.”

Sirius hopes to set up serial manufacturing and obtain certification for the Sirius Jet family before 2028. Next year, it expects to complete an inaugural flight using a demonstration plane and open sales of 50 business jets, with deliveries beginning in 2028. By the end of the decade, it intends to launch a shuttle network across the Americas, European Union, and Gulf Cooperation Council (GCC) countries.

So far, Sirius has received an order from Indian seaplane operator Mehair for 50 Adventure Jets plus 50 options, with another from Indonesian tourism firm Parq Development for five CEO-Jets and Adventure Jets apiece.

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The post Sirius Unveils 2 Hydrogen-Powered Luxury Business Jets appeared first on FLYING Magazine.

“This is a transformative time for Signature, and our partnership with Neste is helping us take another significant step towards net zero by providing a 100 percent supply of blended SAF at our Los Angeles location,” said Derek DeCross, chief commercial officer at Signature Aviation. “This collaboration exemplifies how we’re working together with both our guests and our partners to accelerate the adoption of environmentally friendly practices and paving the way for a more sustainable future in aviation.”

• READ MORE: Boeing Ready to Buy 7.5 Million Gallons of SAF

The blended SAF offering provided by Signature at its LAX location includes 30 percent of Neste MY SAF and 70 percent conventional jet fuel, enabling partners to achieve a 24 percent decrease in greenhouse gas (GHG) emissions from air travel. SAF is approved for use blended up to 50 percent with conventional jet fuel.

Neste’s SAF is made from sustainably sourced, 100 percent renewable waste and residue raw materials, such as used cooking oil and animal fat waste. 

Signature and Neste have been in a partnership since 2020 designed to help accelerate the industry’s adoption of SAF. Signature plans to expand the availability of Neste MY SAF to the rest of its California locations. Neste is expanding its SAF production capability to 515 million gallons of SAF annually in 2024 to meet the growing demand.

Signature said it recently passed the 30 million-gallon mark in terms of total SAF delivered throughout its network, describing it as a substantial leap toward reducing carbon emissions and helping the aviation industry reach net zero by 2050.

• READ MORE: Business Aviation Industry Groups Aim to Speed Adoption of SAF

“We are proud to continue expanding our collaboration with committed partners like Signature Aviation, who recognize the key role sustainable aviation fuel can play in reducing GHG emissions from air travel,” said Carrie Song, senior vice president of commercial renewable products at Neste. “Offering blended Neste MY Sustainable Aviation Fuel to all of its customers at LAX is a shining example of how the business aviation community can work together with fuel producers to accelerate SAF adoption and emission reductions.”

The transition to SAF at KLAX was completed on April 1. It is the second location on the West Coast to offer the more environmentally friendly fuel. The first Signature location to provide SAF was San Francisco International Airport (KSFO).

In addition, the growth in SAF availability at Signature LAX will also expand the location’s role as a key component in Signature’s book-and-claim program. Under the program, travelers and operators are able to purchase SAF in areas where it isn’t physically available.

“When an operator utilizes book and claim, they are able to claim the environmental benefit, while the physical SAF is provided for different aircraft at Signature LAX,” Signature said.

The post Signature Aviation Pumping Blended SAF at LAX Terminal appeared first on FLYING Magazine.

The move brings the engine one step closer to entry into service, the company said.

Last year Textron Aviation announced it planned to use the PW545D to power its new Cessna Citation Ascend business jet.

• READ MORE: Textron Aviation Unveils Cessna Citation Ascend in Geneva

“As the latest derivative in the PW500 engine family, we look forward to the Ascend’s entry into service,” said Cedric Gauthier, vice president of sales and marketing for GA at Pratt & Whitney Canada. “Certification was granted following 630 hours of engine testing, in addition to 230 hours of flight testing on the Ascend prototype test aircraft.”

Pratt & Whitney has been making aircraft engines since 1925, when the company, which was established as a precision machinery manufacturer in the 1860s, built its first aircraft engine, the Wasp. 

About the PW545D

According to Pratt & Whitney, the PW545D engine uses an advanced mixer and efficiency improvements in the compressor and turbine sections. This allows for a lower fuel burn, thus reducing operating temperatures.

The new engine is also equipped with Full Authority Digital Engine Control (FADEC) technology which is included with many PW500 models. The engine enables the Citation Ascend to integrate new autothrottle technology for simplification of engine operation, reducing pilot workload while maximizing efficiency.

The post Transport Canada Awards Pratt & Whitney Engine Type Certification appeared first on FLYING Magazine.

The deliveries come less than a month after Gulfstream received FAA type and production certification (March 29 and April 8, respectively) for the new, Rolls-Royce Pearl 700-powered G700. The engines have greater than 18,000 pounds of thrust, each.

• READ MORE: Gulfstream G700 Obtains FAA Certification

The FAA nods, entry-into-service, and as many as 15 deliveries had been expected by the end of last year. But delays in the certification process, largely attributed to FAA staffing woes, have slowed the progress for the new model. The good news for Gulfstream is that this year’s deliveries for all models are expected to spike to as many as 160 aircraft, a boost of some 44 percent.

Mark Burns, Gulfstream president, said, “We appreciate the confidence our customers have demonstrated in our aircraft and look forward to continuing these deliveries in the weeks ahead.”

• READ MORE: New Gulfstream G700 Beats Projections During Testing

The $75 million G700, which Gulfstream says features “the most spacious cabin in the industry,” also features a maximum range of 7,750 nm (at Mach 0.85). The twinjet can cover legs of 6,650 nm at Mach 0.90. Its maximum operating speed is Mach 0.935, making it the fastest business jet in the Gulfstream line. And the G700’s pressurization system enables the “industry’s lowest cabin altitude,” according to the Savannah, Georgia-based manufacturer.

Editor’s Note: This article first appeared on AVweb.

The post Gulfstream G700 Enters Service With First Two Deliveries appeared first on FLYING Magazine.

The Pearl 10X has been selected by French aircraft manufacturer Dassault for its new Falcon 10X, the company’s ultralong-range flagship.

“We are excited to enter into this important next phase of the engine development program with the start of our flight test campaign,”  Philipp Zeller, senior vice president of Dassault’s business aviation division at Rolls-Royce, said in a statement. “All the tests completed to date confirm the reliability of the engine and show it will meet the performance requirements to power Dassault’s flagship, the Falcon 10X.”

• READ MORE: Rolls-Royce Tests Pearl Engines with 100 Percent Sustainable Aviation Fuel 

As part of the test campaign, the engines are fitted to a Boeing 747-200, which serves as Rolls-Royce’s flying test bed (FTB). 

The Tucson, Arizona-based FTB is capable of having a variety of engines fitted to it “to give them a real-life test run in the air, providing valuable performance data,” the company said. “As the aircraft usually has four engines, we can ensure safety at all times by having one test engine operating alongside three other engines that are already established in service.” 

During the latest round of engine tests, the FTB has five engines, according to the company: the Pearl 10X, a Trent 1000, and three RB211s.

Over the course of the coming months, flight testing will include engine performance and handling checks at various speeds and altitudes, in-flight relights, tests of the nacelle’s anti-icing system, as well as fan vibration tests at various altitudes, Rolls-Royce said.

• READ MORE: Rolls-Royce Confirms All of Its Current Engines Can Run On 100 Percent SAF

In October, Rolls-Royce announced it had successfully completed a series of tests for the Pearl 10X, and its Pearl 15 engines using 100 percent sustainable aviation fuel (SAF). The tests, which took place in Germany, “play a leading role in the journey to achieve net-zero flight by 2050,” the company said at the time.

The post Rolls-Royce Launches Flight Testing of Pearl 10X Engine appeared first on FLYING Magazine.

The milestone paves the way for deliveries of the long-awaited business jet—initially projected for the first quarter of 2024—to begin,

• READ MORE: What’s Next in New Aircraft

“We have successfully completed the most rigorous certification program in company history with the G700,” Gulfstream president Mark Burns said in a statement. “The G700 brings a new level of performance and cabin comfort to business aviation and is doing so while meeting the highest certification standards our industry has ever seen.”

• READ MORE: Engine Certification Brings Gulfstream G700, G800 Closer to Market Debut

The G700 is powered by two Rolls-Royce Pearl 700 engines and able to accommodate up to 19 passengers. 

According to the manufacturer, the certification of the G700 confirms new performance improvements, “giving customers increased flexibility and airport availability: a balanced field length takeoff distance of 5,995 feet and a landing distance of 3,150 feet (standard [International Standard Atmosphere] day, sea level), both shorter than originally anticipated.”

• READ MORE: New Gulfstream G700 Beats Projections During Testing

In September, Gulfstream said the G700 had a range up to 7,750 nm at Mach 0.85 or 6,650 nm at Mach 0.90, which represented a gain of 250 nm at both speeds compared to original projections. The aircraft’s top operating speed was Mach 0.935, and its cabin altitude was reduced to 2,840 feet.

The post Gulfstream G700 Obtains FAA Certification appeared first on FLYING Magazine.

The aviation data company reported that 72,223 business jets were flown around the globe in Week 11, ending March 17, a 1 percent drop compared to the previous week. Business jet and turboprop activity has risen 38 percent this year compared to 2019. 

WingX reported from January 1 through March 17: 

• 5.9 million scheduled operations flights, up 15.6 percent from last year. 
• 1.1 million business aviation flights, a jump of 2.1 percent from last year. 
• 225,170 cargo flights, down 2.2 percent from last year.

In the U.S., 49,406 business jets were flown in Week 11, a 2 percent increase from Week 11 in 2023. Business jet departures from the U.S. are 1 percent ahead of March last year and 31 percent ahead of 2019. 

• READ MORE: Jets: Reaching the Service Ceiling

Florida has seen 20,353 business jet departures this month, up 4 percent over March last year. Texas is seeing 4 percent more departures over last March, while California has seen a small dip of less than 1 percent. 

Airports near popular spring break destinations in Florida are seeing growth, such as Fort Lauderdale-Hollywood International Airport (KFLL), Miami International Airport (KMIA), Ocean Reef Club Airport (07FA), and Pompano Beach Airpark (KPMP). 

WingX reported from March 1 through March 17:

• Miami-Opa Locka Executive Airport (KOPF) saw 1,612 business jet arrivals, down 2.3 percent from last year but up 91.4 percent from 2019.
• Fort Lauderdale-Hollywood International Airport had 1,187 business jet arrivals, up 16 percent  from last year and up 62.8 percent from 2019.
• Miami International Airport saw 919 business jet arrivals, up 8.5 percent from last year and a gain of 59.8 percent from 2019. 
• Fort Lauderdale Executive Airport (KFXE) had 845 business jet arrivals, down 1.9 percent from last year but an increase of 48.8 percent from 2019. 
• Northwest Florida Beaches International Airport (KECP) saw 429 business jet arrivals, down 7.3 percent from last year but up 88.2 percent from 2019. 

European business jet activity was down 4 percent in Week 11 compared to this time last year. Activity in France fell 11 percent year over year, while departures in Italy are up 16 percent. 

• READ MORE: New Airplanes, from Business Jets to Experimentals

WingX reported from March 1 through March 17:

• France saw 14,098 business jet departures, down 4.9 percent from last year and 2.6 percent from 2019.
• The U.K. had 13,033 business jet departures, down 1.2 percent from last year but up 2.7 percent from 2019.
• Germany saw 11,770 business jet departures, down 5.2 percent from last year and 9.8 percent from 2019.
• Switzerland had 9,003 business jet departures, down 3 percent from last year but up 7 percent from 2019.
• Italy saw 8,076 business jet departures, up 6.6 percent from last year and 27.5 percent from 2019. 

Business jet activity in the Middle East fell 32 percent in Week 11 compared to 2023. Activity in China is 44 percent ahead of last year. Hong Kong, Japan, and Singapore are the top connections outside of mainland China, WingX reported. 

The post Report: Global Business Jet Activity Up 2 Percent appeared first on FLYING Magazine.

Today’s Top Pick is a 1980 North American Sabreliner.

North American developed the Sabreliner business jet during the mid-1950s and first flew its prototype in 1958. The company also built military versions called T-39s in response to a request from the Air Force for jet utility and trainer designs. Like some early Dassault Falcon jets, the Sabreliner has the sleek look of a fighter. Indeed, the swept-wing aircraft’s name reflects its family resemblance to the F-86 Sabre that rose to fame during the Korean War.

North American and later Rockwell International built several hundred Sabreliners in many versions through the end of production in 1981. The jet for sale here is a 60 series model, which has a longer fuselage with more cabin space than the original design.

This 1980 Sabreliner has 11,470 hours on the airframe, 7,642 cycles since new, and 1,031 hours since the last major periodic service on engine 1, and 7,589 cycles and 165 hours since major periodic on engine 2.

The panel includes a Garmin GTN 750 Xi, Collins FD109 integrated flight system, Primus 400 radar, Collins APS 80 autopilot, dual Collins nav/comms, flight directors and DMEs Fairchild GA100 cockpit voice recorder, Collins ADF, and Skywatch TCAS.   

Customers looking for a high-performance business aircraft designed to cover long distances quickly with a combination of mid-century flair and military precision should consider this 1980 North American Sabreliner, which is available for $500,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: History of Rockwell Collins’ Sabreliner
• FLYING Magazine: Getting Upset in a Bizjet
• Plane & Pilot: Rockwell 75A Sabre
• Plane & Pilot: Plane Facts: Bizjets
• AVweb: Retired Sabreliner Lives On

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