“Nothing surprises me,” says Vincent. “We were on a sugar high in 2021 and 2022, fed by essentially free money. Now with middle single-digit loan rates, we’re getting back to a more normal market.”

Adds Ron Epstein, senior equity analyst at Bank of America: “The COVID recovery was kind of a weird thing. We’re getting back to a normal [growth] trajectory pre-COVID.”

Rising interest rates haven’t yet been much of a damper on new aircraft sales, as up to 60 percent to 70 percent of purchases now are all cash or 50 percent cash down/50 percent financing. Less than one-third involve a large loan. Some buyers look at 6 percent aircraft loan rates in relation to the 8 percent returns they’re making on investments, so they’re choosing to finance aircraft purchases rather than tying up cash.

The current market cooldown is more related to supply chain snags, particularly as noted by the heads of Bombardier, Dassault, and Gulfstream. Éric Martel, Bombardier’s CEO, says fewer of the firm’s suppliers have problems, but the remaining ones have systemic issues that need remedial work. Bombardier has its own specialists embedded with key suppliers to provide support should issues arise.

Dassault chief Éric Trappier points out that supply chain issues in 2023 are worse than last year, partly from the fallout of Russia’s invasion of Ukraine. Some materials, such as titanium, are in short supply, and European aerospace manufacturer’s energy costs have soared. In mid-July, Trappier disclosed that sales had slowed in the first half of 2023 as compared to the same period in 2022 in large part because of the war in Ukraine.

Gulfstream president Mark Burns says that while supply chains are constricted, the Savannah, Georgia, firm began reordering parts and materials two years ago, resulting in fewer challenges. Phebe Novakovic, CEO and chairman of General Dynamics, Gulfstream’s parent company, has modestly scaled back projected deliveries for 2023.

There’s an upside to supply chain snags, says Epstein, because “it prevents anybody from spoiling the party because it forces production discipline.” Simply put, manufacturers cannot flood the market with an oversupply of airplanes.

Market growth also is being constricted by aircraft certification delays. Similar to many other organizations, the FAA encouraged many employees to work remotely during the COVID-19 pandemic. Several staff members have been reluctant to move back to FAA offices after experiencing the freedom and flexibility of their remote workplaces. Industry observers claim sparsely staffed FAA certification offices are creating long delays in paperwork processing.

In addition, the FAA has doubled down on its aircraft certification checks in the wake of the Boeing 737 Max debacle, delaying by several months the type certification of the Dassault Falcon 6X and Gulfstream G700 and G800, plus potentially the Beechcraft Denali in 2025.

Prospects for smaller turbofan aircraft already in production remain bright. Cirrus, for instance, delivered 90 single-engine SF50 Vision Jets in 2022, according to the General Aviation Manufacturers Association (GAMA) aircraft shipment report. Demand for the entry-level Vision Jet remains strong because it’s an easy step up from Cirrus’ piston singles, owing to its combination of docile handling, human-centered flight deck design, passenger amenities, and top-notch customer support. It’s very similar to the success that Cessna enjoyed 50 years ago when it introduced the mild-performing, twin-turbofan Citation 500 as a modest step-up product from its 300- and 400-series piston twins.

The Vision Jet is the only turbofan aircraft as of yet to offer both a standard airframe parachute system and Garmin Autoland—branded Safe Return—providing unsurpassed peace of mind to occupants. Similar to the long-term growth plan that Cessna had with its Citation500 family, Cirrus is expected to develop faster, higher, and farther-flying turbofan aircraft as follow-on products to the Vision Jet. As FLYING previously reported, Cirrus Aircraft filed for a $300 million initial public offering on the Hong Kong Stock Exchange to provide funds for new aircraft development and increased pro-duction capacity, among other growth goals.

• READ MORE: We Fly: Cirrus Vision Jet G2+

Deliveries in the light jet twin-turbofan market continue slowly to decline, in large part because of the steep drop in demand for Embraer Phenom 100-series aircraft, once the most popular light jet by a wide margin.

Phenom 100 deliveries soared during its first two full production years (2009-2010) for the 100, with Embraer producing nearly 200 units. The Phenom 100 completely eclipsed its archrival, the Cessna Citation CJ1+, a light jet that was $1 million more expensive and somewhat slower. The Phenom 100’s introductory price was on par with the Cessna CE-510 Mustang, but its cabin cross section was nearly as big as the Learjet 45. The Phenom 100’s tall stance and airstair door made it look even larger than its actual size, adding to its perceived value. Owner pilots also favored the Phenom 100’s Garmin G1000 avionics package over the CJ1+’s Collins Pro Line 21 system.

Three years later, Textron Aviation responded by delivering Citation M2, a CJ1 variant with more thrust, Garmin G3000 avionics, a plusher interior than the Embraer, a 40-plus-knot cruise speed advantage, 160 nm more range, and a more attractive price tag than CJ1+. Within a few years, M2 took the sales lead from Embraer in this class and it clearly has maintained it. M2 steadily is catching the Phenom 100 in total sales, with Textron now having delivered more than 340 Citation M2 jets compared to Embraer’s 400-plus Phenom 100 aircraft.

M2 deliveries also surpass those of HA-420 HondaJet, despite the latter’s having a roomier cabin, higher cruise speeds and, arguably, the quietest interior in the light jet class. The Citation, however, offers superior runway performance and a roughly $800,000 lower price.

Veteran buyers also are keen on product support, giving Textron Aviation a major competitive edge over Embraer and Honda Aircraft, according to some industry observers. Textron Aviation delivered nearly double the number of M2 jets in 2022 compared to the HondaJet, and it’s on track to preserve a similar margin in 2023. Phenom 100 comes in a distant third.

Competition in the upper end of the light jet market is far different. Three competitors, Embraer’s Phenom 300E and Textron Aviation’s Citation CJ3+ and CJ4 Gen2 face off. The Brazilian offering has compelling advantages—biggest cabin volume, lowest cabin altitude, longest range, highest cruise speed, and smallest price. Phenom 300/300E deliveries, as a result, now exceed those of CJ3+ and CJ4 Gen2 combined. The Phenom 300 also siphoned off so many Learjet 75 orders that Bombardier was compelled to shut down production. Notably, the Phenom 300 has been the best-selling light jet for more than a decade. And it’s the only light jet to be purchased by all three major fractional aircraft operators—NetJets, Flexjet, and Airshare.

The upmarket Pilatus PC-24 resides in a class of its own, straddling the boundary between light jets and midsize aircraft. Its 18,300-pound max takeoff weight, fuel efficiency, single-pilot certification, and runway performance make it competitive. Its 500-cubic-foot cabin volume, flat floor, standard autothrottles, and 400-knot block speed nudge it into the midsize niche. The right engine has a special low idle rpm ground mode that enables it to double as an APU, thereby providing heating, air conditioning, and electrical power when the aircraft is parked. The PC-24 is the only jet in either class to have a 4.2-foot high by 4.1-foot wide aft cargo door. It can use unpaved runways, just like the PC-12 NGX turboprop. That increases the number of landing facilities it can use from 10,650 to 21,000.

Textron Aviation’s Citation Ascend, the fifth-generation Citation CE-560XL, is the last remaining truly midsize class jet. Gone are Citation III/VI/VII, Hawker800, Gulfstream G150, and Learjet 60. None had the 560XL’s blend of short-field performance, cabin comfort, operating economics, and low purchase price—though it won’t reach the market until 2025.

Ascend could be the last member of the venerable CE-560XL family, a placeholder to buy time for Textron Aviation to develop a clean-sheet replacement aircraft with more speed, more range, and more cabin volume. At nearly $17 million, Ascend’s price point puts it close to the $18 million Embraer Praetor 500, a super-mid-size aircraft with 70 percent more range, 40 to 70 knots more speed, and half again more cabin volume.

• READ MORE: Citation Ascend Mock-Up to Debut at NBAA

The Praetor 500 can fly nonstop between almost any two U.S. continental coastal cities at Mach 0.80 against winter winds. It has the lowest cabin altitude in its class, 5,800 inside while cruising at 45,000 feet. It boasts full-tanks, full-seats loading flexibility. It has a wet galley, vacuum lavatory, and optional Viasat KA-band SatCom connectivity. It’s the least expensive jet in FLYING’s Buyers Guide to boast fly-by-wire flight controls, a technology that used to be available only on the most expensive jets from Bombardier, Dassault, and Gulfstream. Topping all that, it beats Citation Ascend’s short-field performance on equal length missions. However, being much heavier than Citation Ascend, Praetor 500 burns 20 to 25 percent more fuel.

• READ MORE: We Fly: Embraer Praetor 500

The super-midsize class remains one of the most hotly contested sectors with offerings from Bombardier, Gulfstream, and Textron, as well as Embraer. All contenders feature two cabin sections, typically configured with double-club seating or a single-club section up front and a divan plus two facing chairs at the rear. Bombardier Challenger 3500, the latest variant of the Challenger 300 that entered service in 2003, sports a cabin with nearly the same cross section as a Gulfstream V, lower cabin altitudes to reduce fatigue, more comfortable and stylish Nüage chairs and numerous connectivity and convenience upgrades.

The Challenger 300 series has been the bestseller in class for two decades because of its combination of cabin comfort, performance, operating economics, and dispatch reliability. With fat margins and fuel problems, it’s a cash cow for Bombardier. However, some industry analysts maintain Challenger 3500 is due for a major refresh to keep it competitive in the long term.

The Gulfstream G280 is the performance leader, capable of flying four passengers 3,700 nm at Mach 0.80, and eight passengers 3,500 nm at the same speed. Its cabin is slightly narrower than Challenger 3500, but it’s longer, so the volume is virtually the same. The G280 features a wing derived from the GV airfoil, albeit one with different twist and improved winglets. Fuel efficiency rivals the best class, a result of the low drag wing, fuel-efficient HTF7250G turbofans and comparatively high cruising altitudes. For example, it can climb directly to 43,000 feet on an ISA+10 degree Celsius day. Demand for G280 is getting stronger, with Gulfstream delivering 24 aircraft in 2022, according to GAMA.

Textron Aviation’s Citation Latitude is the firm’s bestselling jet, with 42 deliveries in 2022. Passengers love this airplane, especially its roomy aft lavatory. This low-risk derivative of the Model 680 Sovereign+ offers the largest cabin cross section of any Citation yet to enter production but one with impressive structural efficiency. Its increase in empty weight is less than 360 pounds compared to Sovereign+, while its cabin is 4 inches higher and 11 inches wider. It features the first flat floor in a Citation, a 9.66 psi pressurization system that maintains cabin altitude below 6,000 feet and a Garmin G5000 flight deck. Cabin width is about 5 inches narrower, and floor width is 7 inches less than in the Praetor 500, thus its cross section is the leanest in class. The Latitude’s typical block speed is 400 knots, so it’s optimized for two- to three-hour trips even though it has a 6.5-hour endurance.

• READ MORE: We Fly: Cessna Citation Latitude

The Latitude’s fraternal twin, the Citation Longitude, shares its cabin cross section, low cabin altitudes, and G5000 avionics package, but little else. The wing has a super-critical airfoil with 28.6 degrees of sweep at one-quarter chord. It’s powered by Honeywell HTF7000 series turbofans, considered best in class by Bombardier, Embraer, and Gulfstream. Normal cruises peed is Mach 0.80, so mission block times are nearly identical to those of Gulfstream G280.

The jet will fly four passengers 3,500 nm and eight passengers 3,400 nm at that speed, enabling it to cruise from New York to Paris, but not necessarily Paris to New York against winter headwinds. On typical two-to three-hour missions, the Longitude burns less fuel than the Latitude and its takeoff and landing distances are only slightly longer. Textron Aviation’s asking price is nearly $30 million, the highest in the super-midsize class, but that’s not dampening sales, again boosted by the company’s renowned product support and the air-plane’s unsurpassed low cabin noise levels. Textron Aviation delivered 26 units in 2022.

Embraer’s Praetor 600 is the value leader in this market niche. With a $21.5 million base price, it’s less than $2 million more than the Citation Latitude, yet it offers an extensive list of standard features. Along with the Praetor 500, it’s the only super-mid to have fly-by-wire flight controls. Its cabin cross is slightly smaller than either the Bombardier Challenger 3500 or Gulfstream G280 but larger than the Latitude or Longitude. Similar to the Citation Latitude and Praetor 500, there is no access to the unpressurized aft baggage compartment in flight. With a highest-in-class, 16,000-plus-pound fuel capacity, it can fly eight passengers 3,900 nm at long-range cruise. At Mach 0.80, range is close to 3,700 nm.

While orders are strong at all the jet manufacturers in FLYING’s Buyers Guide, storm clouds rapidly are forming in Europe. Climate change activists cut the airport security fence at Geneva International Airport (LSGG) in May and chained themselves to aircraft on display at the European Business Aviation Convention& Exhibition, calling for a total ban on private jets, decrying them as “toxic objects” and carrying signs that read, “Warning: Private Jets Drown Our Hope.”

Another environmental group sprayed orange paint on a Citation CJ1 at Sylt, Germany, in June, and a third splattered yellow paint over an Embraer Phenom 300E at Ibiza, Spain, in July, unfurling a banner that read, “Your Luxury = Our Climate Crisis.”

Dassault fully understands the threats posed by environmental protesters in Europe, warning that aviation bashing often translates into government regulatory policies. Amsterdam’s Schiphol Airport (EHAM), for instance, plans to ban private jets after 2025. Dassault officials counter that all 2,100 Falcon Jets in service produce the same emissions as a single day of internet video streaming.

To put business jet aviation emissions into perspective, it’s constructive to first look at global energy-related carbon dioxide emissions. In 2022, the total was 36.8 billion metric tons, according to the International Energy Agency. IAE says aviation represents 2 percent of total CO2 emissions, or 736 million metric tons. ICAO also quotes a 2 percent aviation share, based upon research conducted by the Intergovernmental Panel on Climate Change. GAMA claims that business aviation represents 2 percent of all aircraft emissions, or 14.7 million metric tons.

The World Health Organization, in contrast, reports the tobacco industry emits 84 million metric tons of CO2 every year, more than 5.7 times as much as business aviation. FLYING knows of no climate change activists who are protesting cigarette smoking.

“There’s [an] angle of class warfare here,” says Epstein, the Bank of America analyst.

Says another business aviation veteran: “Business jet owners are targeted as fat cats that don’t have to go through TSA. It’s not yet an existential threat in the U.S. But what happens in Europe eventually comes here.”

In light of growing public sentiment regarding the carbon impact of private jets, the business aviation industry has committed to slashing total CO2 emissions by 50 percent by 2050 compared to 2005. Transitioning from fossil fuel to sustainable aviation fuel (SAF or bio jet-A) can reduce overall aircraft CO2 emissions by 80 percent, according to the International Air Transport Association. Some SAF advocates claim up to 90 percent reduction, depending upon the bio feedstocks and production processes.

The challenges to making the jump from fossil jet-A to SAF are immense. Currently, the aviation industry uses close to 100 billion gallons of jet-A annually but only 14 million gallons is SAF, the majority of which was purchased by business jet operators, according to Timothy Obitts, CEO of Alder Fuels, a leading sustainable fuels company in Virginia. One big hurdle to scaling up SAF production is price. The wholesale cost of biojet is up to three times as much as fossil fuel, so FBOs are bound to charge a substantial premium for it, squeezing the already tight budgets of many light jet operators.

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

“Scaling up production of SAF is beyond the scope of business aviation,” says Epstein. “It’s not happening anytime soon. It’s going to take a massive investment by government. And then business aviation can ride on the coattails.”

However, the underpinnings of the business jet sector remain strong.

“People want to travel by air,” Epstein says. “The industry needs to be aware of climate change pressures and manage them. Climate change activists aren’t the ones buying business jets.”

The post Jets: Reaching the Service Ceiling appeared first on FLYING Magazine.

Ultralong-range, large-cabin aircraft run a close second in delivery quantities, but score more than 60 percent of the sales revenue. The five largest purpose-built business jet manufacturers now have 18 to 24 month backlogs, says Vincent. Gulfstream, Bombardier, and Dassault have $40 billion in total orders, 80 percent of the first half of 2023 market. 

Textron Aviation comes in fourth with a $6.8-billion backlog. Embraer trails in fifth place, but Vincent notes his data does not include NetJet’s order for up to 250 3,200 nm range Praetor 500 jets worth more than $5 billion. NetJets says that the Embraer Phenom 300 is its top requested light jet, helping to bolster Embraer’s order backlog. 

Vincent says that iQ produces “independent, quarterly” research. Four to five hundred owner-operators are contacted four times per year to ask about operations, mood, and purchase intentions. Currently, 55.9 percent of those surveyed believe the market has passed its low point, clearly reflected in the “white hot” demand for business aircraft in 2021 and 2022. 

A soft market correction is in progress. Used aircraft retail transactions have declined to about 2,500, and there are nearly 1,500 pre-owned aircraft on the market in 2023. Aircraft inventories are beginning to correct to historically normal 6.6 percent of the fleet for sale on the used market. But pricing remains strong, notes Paul Carderelli, Jetnet iQ’s sales vice president. 

Vincent believes that taxes, regulation, risk, and border violence in Ukraine, Israel, and possibly Taiwan could be major factors in the future health of the business aviation industry. Operators gradually are becoming more optimistic, and the outlook for 2023 and 2024 is positive. He’s ruled out the risk of a major recession in the U.S. because of strong employment numbers and other indicators, but says that Europe, owing mainly to the economic downturn in Germany, is in a slight recession. 

Business aviation’s main challenges are to create a “sustainable future,” reconstruct “talent pipelines,” improve the “industry’s image,” and adapt to requirements of younger buyers who like the mobility provided by business aircraft but don’t necessarily want to own and operate them. 

A large majority of Jetnet iQ respondents believe that the benefits of business aviation are not well understood by the general public and new entrants into the market will have different requirements and priorities than those over 45 years of age.

The post $270 Billion Jet Deliveries Anticipated in Next Decade appeared first on FLYING Magazine.

TBM 900-series aircraft are the best selling single-engine turboprops in the 33-year history of the TBM 700 program. Total deliveries now exceed all the previous TBM 700- and TBM 800-series aircraft produced from 1990 to 2014. Daher has a 100-plus aircraft backlog for TBM 960, representing more than two years of production.

Nicolas Chabbert, senior vice president  of Daher’s aircraft division, says that the firm constantly looks for product improvements, seeks to enhance operational efficiency, and listens to customers’ concerns. “We are constantly listening to our customers feedback,” said Chabbert in a press briefing at the National Business Aviation Association’s Business Aviation Conference and Expo, “and thanks to our major suppliers and any of the vendors that are following this program, we are in constant evolution, and we are able to make step changes on the aircraft—some are minor, some are major,” like the Pratt & Whitney PT6E-66XT on the TBM 960.

To this end, TBM 900-series aircraft incorporate several aero upgrades, including a ram recovery engine air inlet that boosts power output in climb and cruise, stability enhancements, winglets to cut induced drag, and a Hartzell five-blade scimitar prop that improves takeoff performance and reduces noise.

The TBM 960 is powered by a 850 shp, EPECS (FADEC)-equipped PT6E-66XT that provides carefree handling by means of a single power lever that controls both prop and engine. Chabbert quipped in the briefing that no longer can jet operators boast that turbofan aircraft are easier to fly than turboprops. “A lot of our customers—as you can see, 92 of them—are super happy to have this edition, which basically makes them equal to all of their friends who are flying jets,” said Chabbert. “So now, turboprops first!” The 960’s touchscreen GTC-controlled Garmin G3000 avionics system features an autothrottle, upset recovery function, emergency descent mode, and HomeSafe emergency safe return auto landing system.

TBM Speed, Efficiency—and SAF

Top speed is 330 ktas, endowing the TBM 960 with light jet-like block times on everyday 300 nm missions, but with 40- to 50-percent fuel savings. Daher is striving to provide sustainable aviation solutions, including starting flight tests of its Ecopulse TBM hybrid-electric aircraft, developed jointly with Airbus and Safran, in 2024. Chabbert also is a strong proponent of switching from fossil-based jet fuel to sustainable aviation fuel as the most promising short-term means of achieving zero net aircraft emissions by 2050. 

“We need people to invest and to trust the future and to make that aviation fuel available on a large scale,” said Chabbert. “We just cannot go neutral on a very small portion; we need major investment from petroleum companies first but we also have to have all of the users adopt SAF—this is the key to success.”

The post TBM 900 Series Marks 500 Deliveries for Daher appeared first on FLYING Magazine.

The campaign is considerably broader in scope than NBAA’s and the General Aviation Manufacturers Association (GAMA)’s No Plane, No Gain advocacy program, which launched in February 2009 in the wake of the big three automakers being skewered by Congress and the media for using business jets to fly to Washington, D.C., to seek federal bailouts to avoid bankruptcy. Climbing Fast now replaces No Plane, No Gain.

• READ MORE: No Plane, No Gain

Climbing Fast seeks to educate the public and promote a positive image of business aviation as an ecological means of flying people where they need to go, when they need to go for the benefit of all sectors in the community. It was announced and explained by Bolen, NBAA chairman Monte Koch, GAMA president and CEO Peter Bunce, and GAMA chairman Eric Hinson at a Tuesday morning press breakfast at NBAA-BACE in Las Vegas. Bolen said that coalition includes the Aircraft Owners and Pilots Association, the Experimental Aircraft Association, the Helicopter Association International, the International Aircraft Dealers Association, the International Business Aviation Council, the National Aircraft Finance Association, the National Air Transportation Association, and Women in Corporate Aviation, among advocacy organizations. 

Bunce said business aviation is under attack by European legislators who seek to prohibit any new investment in corporate aircraft. He pointed to the role that GA agricultural aircraft, converted into water bombers, have played in helping to suppress the 2023 Greek wildfires. Bolen added that helicopter operators volunteered to transport more than 35 tons of relief supplies to survivors in Lahaina in the aftermath of its devastating 2023 wildfires. GA aircraft thus provide benefits to entire communities, not just those who operate them. 

Hinson highlighted business aviation as an “innovation incubator,” citing its being an early adopter of ADS-B In, satellite navigation, and sustainable aviation fuel (SAF/bio-jet). Bolen said that business aviation is well on its way to attaining net-zero carbon emissions by mid-century, noting that business aircraft emissions have been slashed by 40 percent in the past four decades and that today’s new jets are 30 percent more fuel efficient than the aircraft they replace.

• READ MORE: Net-Zero Emissions Target Set By ICAO for 2050

Achieving net zero is critically dependent upon boosting production of bio-jet SAF, the green replacement fuel for fossil jet-A. Currently SAF production stands at about 0.1 percent of all jet fuel consumed, close to 100 million gallons per year of the 100 billion gallons consumed by all aviation users. Hinson suggests that a federal government mandate to blend in a small percent of SAF—for example, 5 percent—into fossil jet fuel by 2030, similar to the federal government mandate to blend in ethanol to auto gas, would provide a strong incentive for fuel producers to increase SAF production. He further suggests that future “blend creep” mandates, increasing the required proportion of SAF in jet-A by a series of deadlines, would enable the aviation industry to achieve 100 percent use of SAF by 2050. As for available bio-jet feedstocks, he cited the U.S. Department of Energy’s Billion Ton Update, a report that provides clear and convincing evidence that the U.S. has well in excess of a billion tons of dry mass biofuel feedstock, part of which could be refined into bio-jet SAF. 

Bunce said U.S. farmers are potential strong allies of SAF advocates, citing U.S. Secretary of Agriculture Tom Vilsack’s September 12 statement urging conversion of part of ethanol production for SAF. Vilsack says 16,700 farms, mostly small family owned, and 6.9 millions acres of arable land have been lost in less than seven years. That land could be used to produce millions of tons of biofuel feedstocks. Bunce says that ethanol-to-jet promises a 40 percent reduction in carbon dioxide emissions, perhaps greater as conversion processes are improved. 

Bolen added that now there are eight, not just six, primary SAF feedstock “pathways,” including ethanol-to-SAF, municipal solid waste, cellulosic waste, camelina, jatropha, halophytes, salt water algae, power-to-liquid conversion, and sun-to-liquid. 

Michael Amalfitano, president and CEO of Embraer Executive Jets, commented that 54 percent of respondents in a recent survey of business aircraft operators say they intend to use SAF, if it’s available. This is up from 31 percent of respondents in Embraer’s 2019 operator survey. 

All panelists agreed that federal government incentives and international agreements will be needed to scale up production to meet increasing demand and reduce the eye-watering price disparity between SAF jet-A and fossil jet-A. Panelists also noted that commercial airlines will be the largest consumers of SAF by wide margins in the future, making it even harder to supply SAF to small GA airports.

The post Climbing Fast Soars Past No Plane, No Gain appeared first on FLYING Magazine.

New business aircraft operators account for 500 of the sales from 2024 to 2033, increasing fleet
utilization by about 6 percent. Nineteen percent of existing business jet operators say that they will replace or add aircraft in their fleets in the next five years, accounting for more than 4,000 new aircraft deliveries.This is almost three times the replacement rate operators planned from 2010 to 2020. The purchasing expectation expectation also is 2 points higher than in 2022, reflecting operators’ optimism about the state of the industry and world economy. Almost two-thirds of respondents say they will fly as much in 2024 as they did in 2023. Twenty-nine percent say they will fly more hours next year. The overall size of the fleet will grow by 3 percent, according to Honeywell.

During the next five years, 64 percent of new aircraft will be delivered to North American customers, 14 percent to European operators and 11 percent to Asia-Pacific. Deliveries to the Middle East and Africa increase to 6 percent, but Latin America declines to 5 percent of global deliveries.

Jimenez-Serrano says that while fractional aircraft operators are not part of the survey, inputs from Part 91K operators, among other sources, help bolster the accuracy of the forecast. Sample size this year was a scant 100 operators, down from more than 1,500 in previous years. However, the Honeywell data closely parallels the projections of Rolland Vincent Associates of Plano, Texas, long considered one of the most credible market research firms in the business aviation industry. Jimenez-Serrano concedes that sampling error could approach +/-5 percent with only 100 respondents.

Working Through Backlogs, Supply Chain Recovery

The next three years will witness a strong surge in deliveries, as the supply chain fully recovers from the COVID slump and OEMs work off order backlogs. OEMs missed 350 deliveries from 2020 to 2022 because of COVID-induced supply chain snags. Deliveries plateau somewhat in 2028 and 2029 before slowly increasing to 930 deliveries in 2022. Jimenez-Serrano notes that total estimated deliveries during the next decade will be the highest in nearly a decade.

Midsize and super-midsize aircraft deliveries should increase about 15 percent in 2024. Long term, large cabin and ultra-long range aircraft deliveries, while only representing about 10 percent of the total, account for 69 percent of the sales revenues during the next five years. Jimenez-Serrano notes that Gulfstream’s GVII series, G400, G500 and G600, plus the Dassault Falcon 6X in the large cabin class, along with the Bombardier Global 7500/8000, Dassault Falcon 10X, and Gulfstream G700/G800, are well positioned to capitalize on this surge.

Honeywell’s Take on Sustainability

Sustainability increasingly is on the minds of business aircraft operators, with two-thirds of respondents saying they plan to embrace or increase efforts to reduce emissions. Current steps include flying fewer missions and using the airlines in lieu of their own business jets. Only 12 percent presently use biojet. Longer term, 39 percent say they plan to use sustainable aviation fuel (SAF) and another 28 percent will buy carbon offset credits.

But, jet fuel suppliers have been slow to increase production of SAF to meet a sharp increase in demand from both business aircraft operators and the airlines. The civil jet industry consumes nearly 100-billion gallons per year and SAF production amounts to only 100-million gallons. David Shilliday, vice president and general manager of Honeywell Power Systems, believes that the industry can boost output to 10-billion gallons per year by 2030, using existing refineries and feed stocks. If the industry is going to make the transition to 100 percent SAF by 2050, Shilliday believes that major U.S. federal government investment will be needed to help jet fuel suppliers achieve that goal. Without government aid, it’s unlikely that large scale increases in feedstock supply, SAF production and cost-per-gallon affordability can be achieved.

The post Honeywell Releases 2023 Business Aviation Market Forecast appeared first on FLYING Magazine.

The Falcon 6X is, by far, Dassault’s largest, heaviest, and most powerful business jet in the 60-year history of its business jet production line.

The 6X represents a sea change in Dassault’s design focus. Falcons always have appealed to pilots, engineers, and technicians—lean, nimble, and hyper fuel-efficient.

Now, passenger comfort has become the top priority. The latest Falcon jet offers a wider floor and taller cabin than any other purpose-built private jet in current production and promises to have mid 40 dBA super-low interior noise levels. 

This results in a nearly 38-ton aircraft at max takeoff weight, so I wanted to find out if it still had the famous agility of previous Falcon jets, ones quite clearly inspired by Dassault’s famed Mirage and Rafale fighters. Or, considering its apparent heft, would it handle more like a tour ’Bus from Toulouse?”

A. Single or dual FalconEye head up displays with40-degree wide and 30-degree vertical fields of view are highly desirable options.

B. EASy IV primary flight displays provide 3D depictions of airport environments, including sign posts for taxiways, runways and ramps. Sirius XM satellite radio weather, ADS-B IN traffic advisories, and Honeywell ROAAS also are available.

C. The fly-by-wire sidestick commands pitch and roll attitude. Dassault uses path stable pitch control law for “carefree” handling.

D. Left and right tablet computer docking stations provide a full range of electronic flight bag functions.

E. The 6X is one of few business jets to have both all-en-gine and one-engine-inoperative autothrottle functions.

Setting New Standards

For the record, the Falcon 6X actually grew to be bigger in cabin volume, heavier overall, and more powerful than originally intended. Development began in 2009 as Falcon 5X when Dassault abandoned plans to develop a new super-midsize aircraft in favor of a much larger and longer-range next-gen model. The Falcon 5X was announced in October 2013. Dassault planned to deliver the aircraft to the first customers in late 2016.

Dassault’s design goals were to create a new standard in cabin comfort by offering business aviation’s widest and tallest cabin, to achieve 15 percent better fuel-efficiency than competitors, and to preserve competitive speed and range. When launched in 2009, the Falcon 5X’s main competitors were the 4,200 nm range, Mach 0.80 [459 ktas] Gulfstream G450; and the 5,100 nm range, Mach 0.82 [470 ktas] Bombardier Global 5000. Dassault targeted 5,200 nm with eight passengers at 459 knots true for the Falcon 5X, enabling it to fly from Los Angeles to Paris on the same fuel that a G450 would need to fly from Los Angeles to Reykjavik.

Being a Falcon, it would be a technological tour-de-force, starting with its digital fly-by-wire flight controls. Dassault pioneered FBW in business jets with its Falcon 7X that entered service in 2007, borrowing heavily from technologies it had used for 40 years in its fighter jets, including its Mach 2-class Rafale.

Fly By Wire

Stability and performance are classic trade-offs in both military and civil aircraft designs. The more agile performance, the more stability must be sacrificed. The Rafale that I flew 16 years ago is a classic example. It’s so frenetically unstable that without digital flight controls, it’s nearly impossible for anyone other than a skilled test pilot to fly. Fit a Rafale with FBW, and it becomes as docile as a Falcon 10.

Unlike the Falcon 10, though, the Rafale will maintain its flight path if you let go of the controls, even with changes in speed or aircraft configuration. The Rafale also has full flight envelope protection. Yank and bank until you nearly black out. If you reef back the stick to the stops, you can’t overstress it, stall it,or cause it to spin. Dassault’s term is “carefree handling.” The pilot is free to concentrate on higher priority tasks, such as navigating around threats, checking six for bandits, delivering ordnance on target, or shooting down the bad guys.

• READ MORE: Dassault Wins EASA and FAA Certification on the Falcon 6X

Unlike the latest fighter jets, all Falcon jets are inherently stable. But, as with its military aircraft, Dassault upgraded its newer Falcon jets with FBW controls to slash pilot workload, incorporate flight envelope protection, and improve passenger comfort. Simply put, FBW makes the Falcons easier, safer, and more comfortable to fly. 

The Falcon 5X would have Dassault’s latest version of FBW flight controls, integrating nose wheel steering, plus slats and flaps. It also would be the first business jet to be fitted with flaperons, trailing edge devices that combine flap and aileron functions. When deflected in harmony with the ailerons, flaperons increase roll control authority, thus improving controllability at low speeds. When the flight spoilers are used, the flaperons deflect downward while the ailerons deflect upward to increase drag, minimize buffeting and unload the outboard wing sections. Note to self: The flaperons could make it lither than it looks.

Transforming Tech

Two enabling technologies were the keys to the Falcon 5X’s success. First was Dassault’s unmatched ability to build lightweight, low-drag airframes. TheFalcon 5X’s empty weight would be 5,000 pounds less than a G450 and 12,000 pounds lighter than a Global 5000. Second was Safran’s new 11,450 lb.-thrust Snecma Silvercrest turbofan engines, which promised 15 percent better fuel efficiency than competitive engines, along with considerably lower emissions.

The Silvercrest would be Safran’s first fully homegrown civil aircraft turbofan. The challenges proved too daunting, especially in developing the core or high-pressure section. After Silvercrest failed to meet a series of performance benchmarks, causing unacceptable delays in the Falcon 5X certification campaign, Dassault fired Safran as engine supplier and halted the Falcon 5X program in late 2017.

Safran subsequently settled with Dassault for €250 million. But, Dassault had already invested several million more euros in the Falcon 5X, so it wasn’t about to cancel the program entirely. It swiftly moved to morph the Falcon 5X into a new model, soon to be launched as the Falcon 6X.

Time was of the essence, as Bombardier planned to replace the Global 5000 with the faster and more fuel-efficient Global 5500, and Gulfstream was about to drop the dated G450 for the 30-knot faster, higher flying, roomier, and more fuel-efficient G500, first of the G-VII family. Bombardier also added more fuel capacity to the Global 5500, stretching its range to 6,000 nm. The Gulfstream G500 could fly 5,400 nm, 1,200 nm more than G450. The competitive landscape obviously had undergone a revolution in the years since the Falcon 5X was announced.

To prevent its next-gen Falcon from becoming an also-ran in the race with the Canadians and Americans—or worse yet, a still-born—Dassault needed to find a suitable replacement engine without delay. It also needed to give the aircraft more range to keep it in the running with the updated Global 5500 and clean-sheet G500.

By the end of 2017, Dassault found an engine for the Falcon 6X. It was the 13,500 lb.-thrust Pratt & Whitney PW812D turbofan, essentially a scaled-down version of the PW814GA Pure Power engine used on the Gulfstream G500. Of prime importance, PW800 series engines were a low-risk choice, as they use the same high-pressure sections as Pratt & Whitney’s geared turbofan engines. In airline use, the GTFs have logged more than 18 million hours of fleet time. The engine core has proven to be rock-solid reliable.

The PW812D produces 2,000 pounds more thrust than the Silvercrest engine, but a pair add 900-plus pounds of installed weight. Dassault countered this weight by stretching the Falcon 6X fuselage 20 inches ahead of the wing and adding an extra cabin window on each side. The stretch makes the cabin 4 percent longer, affording passengers more comfort.

Dassault also added 5,590 pounds more belly tank fuel ca-pacity to boost maximum range by 300 to 5,500 nm. However,that’s at Mach 0.80 or 459 ktas, compared with Mach 0.85 for the competition. The Falcon 6X’s range at Mach 0.85 drops to 5,100 nm.

The PW812D engines, fuselage stretch, and bigger belly tanks boost the Falcon 6X’s empty weight by 2,700 pounds. With extra fuel, max takeoff weight is increased 7,860 pounds compared to the 5X. The considerably more powerful Pratt & Whitney engines endow the Falcon 6X with a better thrust-to-weight ratio than the Falcon 5X with Silvercrest turbofans, so the aircraft still is a strong performer. Even though wing area remains the same and wing loading goes up 11 percent, the Falcon 6X takeoff distances at max take-off weight are very close to those of the competition. On more typical 2-hour trips, the Falcon 6X needs less than 3,000 feet of pavement when departing a sea-level, standard-day airport. That’s on par with a Beechcraft King Air 360.

Suiting Up To Fly

I traveled to Dassault’s flight test facility at Istres-LeTubé to fly the Falcon 6X a few months before it was slated for FAA and EASA certification. A visit to LeTubé is always a treat because you’re up close to the Mirage 2000, Rafale, and C-135 air refueler operations. The day I flew the Falcon 6X, we had to share the runway with Rafale pilots in the “bounce pattern”—field carrier landing practice in preparation for carrier qualification. 

Serial Number 4, the aircraft I would fly, is intended to be a customer demo aircraft, so it was equipped with a whole raft of options, including the FalconEye wide field-of-view HUD and combined vision system, one of the best with which I’ve yet flown; optional Iridium and KA-band SATCOM for high-speed WiFi and VOIP mobile phone calling for the passengers; cabin humidifier; HEPA air conditioning filters; extended galley, and several other items that added 1,237 pounds to its empty weight. Even so, the tanks-full payload was 1,750 pounds, enough for eight passengers and their bags, plus plenty of catering and beverages. For my demo flight, I would fly left seat, Dassault’s chief test pilot Phillipe Duchateau would be in the right seat as my instructor, and Fabrice “Tom” Valette—lead Falcon 6X test pilot—would occupy the jump seat as safety pilot. As the aircraft was still in experimental status, the uniform of the day would be blue Nomex flight suits for the three of us.

The demo was also the 54th test flight, so we carefully briefed the maneuvers on the test card [aka “the dance card”]. The main purpose of the mission was to provide me with the opportunity to evaluate the aircraft’s stability and agility.

Filled with 17,000 pounds of jet-A and accounting for start and taxi fuel burn, our computed takeoff weight was 59,000 pounds. That was enough fuel to fly from Istres-Le Tubé to Gander, Newfoundland, or Dubai, UAE. If the aircraft had been full of fuel and with eight passengers aboard, we could have flown from Le Tubé to Seattle, São Paulo, or Ho Chi Minh City [aka Saigon].

Ready to Taxi

Using the normal slats and flaps 2 position for takeoff, our V speeds were 117 knots for the V₁ takeoff decision speed and V_R rotation speed, 121 knots for the V₂ one engine inoperative climb speed, and 151 knots to retract slats and flaps. Those comparatively low V speeds are worth noting because the Falcon 6X has the highest wing loading of any current production purpose-built business jet. Without Dassault’s signature full-span leading edge slats, those V speeds would have been at least 20 knots higher.

Belting into my seat, I was immediately impressed with the size of the flight deck windows and room for pilots. The window area is a third larger than in the Falcon 8X. I’ve not flown a business jet with bigger windows or better visibility outside of a Cirrus Vision Jet.

Dassault’s flight test ground crew already had the APU running, so everything up front had electrical power when we entered the flight deck. Duchateau was busy programming the aircraft’s EASy IV [enhanced avionics system, fourth-generation] computer with crew weights, fuel load, and allowances for spares and stores.

The 6X has much shorter checklists than previous Falcons because several systems are more automated. But the flow pattern of checks and flight deck layout closely resemble those of its predecessors that I’ve flown. There just are fewer switches, buttons, and knobs that need to be touched during normal operations. When necessary, however, it’s easy for pilots to intervene and exercise adult supervision over the computers. Dassault takes special steps to avoid pilots having to ask, “What’s it doing now?”

To start the engines, I needed only to move the throttles to idle and turn one central knob to “start.” That would automatically initiate start, first for the right engine, then for the left. For this flight, though, we overrode the automatic two-engine start feature and started one engine at a time to allow the ground crew to make some post-start checks related to flight test.

Once the main entry door was closed, I was impressed with the low interior sound levels. Releasing the parking brake, it took just a little thrust to start the aircraft moving. All the FBW Falcons do away with steering tillers. It’s all done through the rudder pedals, with nose wheel steering progressively increasing with pedal movement and decreasing with taxi speed. I found the brakes to be a little touchy, but my technique got better with practice.

EASy IV, similar to Gulfstream’s Symmetry avionics package, provides 2D airport moving maps and 3D synthetic vision of the airport environment, including signposts for ramps, taxiways, and runways; depictions of buildings; and, eventually, ADS-B In images of proximate aircraft and ground service vehicles. Upgraded EASy also supports Sirius XM weather and Honeywell’s Runway Overrun Awareness and Alerting System.

These aren’t gimmicks. Every pilot with whom I’ve spoken raves about Sirius XM satellite weather as a strategic planning tool. ROASS warns pilots of landing fast, touching down long, or braking too gently. And importantly for me, taxiing between ramp and runway in poor visibility and/or darkness is much more challenging than flying it from takeoff to touchdown. Dense fog increases the risks of getting lost on the ramp, rolling off the pavement, or having to slam on the brakes. EASy IV’s 3D airport moving maps take a lot of the stress out of ground maneuvering.

For flight, in contrast, I like to spend most of my time looking out of the aircraft, not head down, hawking the instrument panel. That’s when the optional FalconEye HUD showed its value. All imagery is focused at infinity, so it enhances distance vision that’s so critical to spotting risks. Aircraft attitude, flight path trajectory, heading, and bank angle, among other essentials, all are displayed 1:1 with the outside world, so the HUD promotes situational awareness using basic visual references. You only have to glance down occasionally to check fuel quantity, engine instruments, and systems status. The FalconEye also has multi-spectral infrared and visible light sensors that provide certified enhanced vision system credit, along with synthetic vision, enabling the crew to earn approval to fly down to 100-foot ceilings on instrument approaches. For me, the HUD is the greatest safety breakthrough since the advent of the windshield.

On The Takeoff Roll

Once cleared for takeoff, we used a FOD prevention technique to reduce the chance those pricey PW812Ds would swallow debris that could damage them. I advanced thrust to 52 percent N1 fan speed, waited until the aircraft was rolling at 45 kias, and then pushed forward on the power levers to the stops. At our relatively light weight, the aircraft’s weight-to-thrust ratio was nearly 2:1. Acceleration was a whole lot sportier than the Falcon 8X I last flew a few years ago.

When Duchateau called “V1, Rotate!”, mild back pressure on the sidestick was all I needed to set 15 degrees nose up. With a positive rate of climb, we retracted the gear. As the FBW system uses path-stable pitch control law, I didn’t need to move the sidestick as the 6X accelerated, automatically trimming the horizontal stab. At V₂ + 30 knots, we retracted the slats and flaps, turned toward the Mediterranean, engaged the autothrottles, and settled into a 250-kias climb to 15,000 feet.

Impressively Agile

Once leveled at 15,000 feet, it was time to begin the big dance. This would start with baby steps, progressing to break dance moves. I first used gentle sidestick pressure to roll the aircraft into a left 30-degree angle of bank and then reversed it to the right. With a light touch, the Falcon 6X moved with the uber-soft restraint. If passengers had been aboard, there was no chance of rattling silverware, shifting china plates, or spilling that 2010 Chateau Dassault St. Emilion.

Then, I started making more assertive sidestick inputs, rolling the aircraft rapidly between 60 degrees left and right. Healthy springs inside the sidestick control boxes prevent pilots from making such spirited moves inadvertently, but if you muscle this aircraft around at 250 knots like a 25-year-old Rafale pilot, it responds with alacrity and aplomb.

Slow-speed agility usually is more of a challenge for a large-cabin jet. I disengaged the autothrottle and let the airplane decelerate until the sidestick was on the backstop. The outboard slats automatically extended,and we were alerted by aural and visual warnings that we should lower the nose and recover. We kept the sidestick firmly against the stops as the aircraft stabilized at VMIN, the highest angle of attack allowed by the FBW system, which is just a few knots above aerodynamic stall. Nose attitude eased down to just below the horizon and the VSI plunged.

With the sidestick fully aft, I started rolling the aircraft 30 degrees left and right. In spite of the abuse, the Falcon 6X sank as gracefully and obediently as with a dozen other Falcons I’ve flown. High alpha maneuvering is as dramatic as in a Piper J-3 Cub.

Next, we configured the aircraft for landing with gear down and slats/flaps extended, stabilizing it at the 125-knot V_REF landing reference speed, plus 10 knots padding for maneuvering.

Starting with gentle banks, I progressed to full sidestick deflection rolls to 40 degrees left and right. Whoa. That’s when the flaperons revealed their true roll control power. The Falcon 6X may look plump on the ramp, but in the air I found it as impressively agile as older Falcons.

Crisp, Precise, Confident

After our stability and control checks, it was time to return to Istres-Le Tubé for abbreviated pattern work. To hasten our descent, I pulled the air brake lever back to position 1 [AB1]. The ailerons deflected up and the flaperons deflected down, creating plenty of drag without changing nose attitude significantly. There was almost imperceptible airframe buffeting. Dassault plans to certify the use of AB1 with gear, slats, and flaps extended to stabilize aircraft descent rate for steep approach approval, needed for London City and Lugano, Switzerland, airport operations. I’ll wager it will be just as valuable for flying into Aspen, Colorado, with its 6.49-degree or 6.59-degree final approach glide paths.

If maximum drag is required, say for an emergency descent, pulling the lever back to AB2 causes all four spoiler panels on the wings to extend, resulting in a high rate of descent. Normally, the spoilers only are used during landing roll to dump lift, thus improving main wheel traction and braking effectiveness. All the trailing edge high lift devices also deflect upward onlanding to enhance lift dump.

As we approached the airport, we noted a 20-knot overshooting left crosswind on Runway 33. Not a problem in this aircraft. I just crabbed into the wind until 50 feet above the concrete, where I pulled the thrust to idle, held the nose attitude relatively flat, pushed in a little right rudder, and settled in for a feathery touchdown. That surely was a reflection of the aircraft’s long-travel, soft oleo main landing gear, not my flying finesse. Duchateau commented that it’s nearly impossible to embarrass yourself by crunching down in this aircraft, even for newbies.

We reconfigured on the roll for a touch-and-go and flew around for a second landing. This time, Duchateau had me offset 500 feet to the right of centerline. About 1,000 feet above touchdown height, he had me make an aggressive alignment maneuver to centerline. The aircraft responded crisply, precisely, and confidently. At 500 feet, we were stabilized on centerline and VASI glidepath. Using the same landing technique as before, the aircraft touched the runway as though I had logged 2,000 hours in type, not two.

The Falcon 6X, as with all other aircraft, has its design trade-offs. A 5,500 nm trip flown at the Falcon 6X’s Mach 0.80 long-range cruise speed takes 45 minutes longer than one flown in a competitor cruising at Mach 0.85. Push it up to Mach 0.85, and the range drops to 5,100 nm, still sufficient for Paris to Portland, London to Tokyo, or Beijing to San Francisco.

Unrefueled short-haul missions are this aircraft’s strong suit because of its comparatively high max landing weight. Depart Van Nuys for a five-leg trip to Tucson, El Paso, Salt Lake City, Portland, and back to Van Nuys, and you’ll never tap the fuel truck until you’re back in Southern California.

You can also fly from Washington, D.C., to Teterboro, then on to Rome—across the pond—without refueling. That’s a nice flight plan to consider.

Crème de la Crème 

Passengers, not pilots, buy most large-cabin airplanes. Along with speed and range, comfort and convenience weigh heavily on the purchase decision. Falcon 6X’s high wing loading and flexible wing structure, along with the stability controls built into its FBW system, should make it tops in class for a pillow-soft ride.

The cabin has 30 windows, each about 10 percent bigger in area than on older Falcons, that flood the cabin with daylight and that make it feel larger than it measures. Just ahead of the galley, there’s a crew lavatory and swiveling third crewmember seat.

The 10.2 psi pressurization system assures cabin altitudes at or below 4,800 feet at typical cruising altitudes. The 155 cubic foot aft baggage compartment is fully accessible in flight. There is another 76 cubic foot unpressurized compartment for golf clubs, skis, snow-boards, or mountain bikes.

The standard 12-seat floor plan includes a typical four-chair club section up front, a four-seat conference grouping in mid-cabin, and a three-place sofa sleeper plus single chair in the aft cabin. There are power outlets throughout the cabin for tablets, laptops, and phones. The optional satcom WiFi system provides dozens of channels of audio/visual entertainment and full-time broadband connectivity.

Quite clearly, the Falcon 6X delivers a crème de la crème passenger experience befitting a Comtesse de Champagne. Up front, I’ll wager that pilots will find that it provides that it tops any Falcon they’ve previously flown for handling ease, situational awareness, and low workload. As Dassault’s first foray into ultra-large private jets, the Falcon 6X retains top honors as one of the nicest flying airplanes ever to wear rouge, blanc, et bleu.

Dassault Falcon 6X

• Price (as tested, estimated): $56 million
• High Cruise Speed: 505 ktas
• Max Mach Number: 0.90 MMO
• NBAA IFR range (2 crew + 4 pax): 5,570 nm
• Takeoff Distance, 1,000 nm/NBAA IFR: 2,915 ft.
• Landing Distance, Unfactored/NBAA IFR: 2,460 ft.
• Max Operating Altitude: 51,000 ft.
• Length: 84 ft., 3 in.
• Wingspan: 85 ft., 1 in.
• Height: 24 ft., 6 in.
• Cabin Length*: 40 ft., 4 in.
• Cabin Width*: 8 ft., 6 in.
• Cabin Height*: 6 ft., 6 in.
• Maximum Payload: 3,803 lb.
• Payload, Full Fuel: 1,753 lb.
• Pressurized Stowage: 155 cubic ft.
• Aft Cargo Stowage: 76 cubic ft.*preliminary figures

This article was originally published in the May 2023 Issue 937 of  FLYING.

The post We Fly: Dassault Falcon 6X appeared first on FLYING Magazine.

There are 30 purpose-built business jet models in current production, starting with $4.5 million, 1,000-nm-range light turbofan airplanes, all the way up to $85 million-plus, 8,000 nm-plus uber cruisers. Add in the $100 to $200 million air yachts from Airbus and Boeing, and the total count jumps to 36. The sheer number of these machines, along with notable differences in cabin comfort, speed, range, airport performance, and fuel economy, suggest there’s a perfect fit for every customer.

In reality, though, some segments have considerable overlap, while others are sparsely populated. There’s a long-term trend, for instance, by private jet manufacturers to migrate upmarket, expanding their product portfolios to include bigger, faster, and farther-flying airplanes. They’ve been moving up from 1,000-to 1,500-nm-range light jets into 1,500- to 2,000-nm mid-size business aircraft, then migrating from mid-size into 3,000-nm-plus super-midsize jets. Embraer, with its Praetor 500 and 600 jets, and Textron Aviation, with the Citation Latitude and Longitude, are two OEMs that have recently moved upmarket into super-midsize.

This has created hot competition in the super-midsize jet class. The super-mids were originally envisioned three decades ago as more economical alternatives to fuel-thirsty trans-continental-range Lockheed JetStars and Gulfstream GIIs.

Upmarket Climbs

The trend began in the early 1990s, when Israel Aircraft Industries (IAI) started design work on the first super-midsize jet, the Astra IV—an evolution of the IAI 1125 Astra light jet onto which IAI grafted a much larger-diameter fuselage. The Astra IV, indeed, was almost the same diameter as a GII. But the program was chronically underfunded, delaying development for several years.

A few years later, the Astra IV was branded as the Galaxy when the Pritzker organization infused money into its development. Gulfstream bought into the program in 2001, and the Galaxy was eventually rebranded as the G200.

Despite the Astra IV/Galaxy/G200 being the first in this class, its ongoing development woes, including several increases in girth, enabled Bombardier to seize the sales lead with its Challenger 300 (née Continental) in 2003. Learning lessons from Gulfstream, Bombardier endowed the Challenger 300 with a big wing and big engines, thus providing margins for weight gain.

Gulfstream, however, wasn’t about to cede the super-mid segment to Bombardier. Capitalizing on its partnership with IAI, it completely transformed the G200 into the G280 in 2012. The revamped aircraft has a considerably longer cabin, a new larger and higher-speed wing that holds more fuel, more powerful engines, a characteristic Gulfstream T-tail, and a fresh aircraft type certificate. But Bombardier’s nine-year lead enabled it to cement its position as the mid-size class leader. It now owns the largest share of this market with the Challenger 300, along with its updated, more capable, and more comfortable Challenger 350 and 3500 models.

Embraer’s Praetor 500 and 600, Textron’s Latitude and Longitude, and the G280 now vie for the rest of the pie. All the super-mids have two-section cabins, mostly with four chairs in club configuration in the forward and aft seating areas, accommodating eight passengers. Some models offer two-facing chairs and a three-place side-facing divan in the aft cabin in lieu of the four-chair club section. A few have four club chairs up front and six narrower chairs in the aft cabin.

These $20- to $30-million aircraft offer comfortable trans-continental U.S. range for 8 to 10 passengers. The newest versions can fly 3,400 nm to 3,900 nm, enabling them to cross oceans, as well. The longest-range models can fly Paris-to-New York non-stop missions that once were the exclusive province of spacious, large-cabin aircraft, with three seating sections providing ample passenger comfort for international flights. In contrast, a 9-hour trans-Atlantic trip in a two-section super-mid can be a physical endurance event for passengers.

The uppermost end of the private jet market is becoming increasingly crowded as business aviation’s three top titans, Bombardier, Dassault, and Gulfstream vie for building the biggest, fastest, and farthest-flying models, proportionately priced at $70 to $85 million.

The ultra-jet race started in 2008 when Gulfstream launched the 7,000-nm G650—larger, faster, and farther-flying than its predecessor, the G550. The G650 also cruised nearly 30 knots faster and 500 nm farther, plus it offered superior fuel efficiency at Mach 0.85 compared to the G550.

Speed Sells

When the G650 entered service in 2012, Gulfstream had racked up nearly 500 orders. Two years later, Gulfstream introduced the G650ER, featuring increased fuel capacity delivering 7,500 nm of range. Speed sells.

Bombardier countered the G650/G650ER in 2016 by introducing an even larger flagship, the 7,400-nm-range Global 7000, the largest purpose-built business aircraft ever launched. This giant offered a four-section cabin in place of the G650’s three-section cabin. Not to be outdone, Gulfstream countered by announcing the 7,500-nm-range G700, a stretched version of the G650 with four seating sections, plus a lower drag wing, more fuel-efficient engines, active sidestick controls, and an updated interior.

Bombardier’s Global 7000 proved to have 300 nm greater range than expected, so Montreal renamed it the Global 7500, and then launched the Global 8000,a close derivative with more fuel capacity, thereby increasing its range to 8,000 nm.

Gulfstream parried Bombardier’s Global 8000 thrust by creating the 8,000-nm-range G800, are placement for G650 that incorporates all the G700’s technical improvements to boost range by 500 nm. However, it retains the G650’s three-section cabin.

Dassault remained conspicuously absent from this end of the market for more than a decade. Then, in mid-2021, it officially launched the Mach 0.85-cruise, 7,500-nm-range Falcon 10X, claiming the distinction of having the biggest cabin in the class, which is considerably larger in volume than either the Gulfstream G700 or Bombardier Global 7500/8000. It’s the first Falcon to be powered by Rolls-Royce engines, the first to sport a T-tail, and the first Falcon flagship in more than four decades to have two engines—not three.

The top-most jets in this class can cruise 8,000 nm, enabling them to fly from Singapore to San Diego, Boston to Bangkok, or Prestwick to Perth. Push up the speed to Mach 0.90, and some will still fly 7,000 nm, making city pairs such as Toronto to Taipei, Buenos Aires to Brisbane, or Jacksonville to Johannesburg, to be flown in less than 14 hours.

But how frequently will passengers use these aircraft for 14-hour—let alone 15.5- to 16.5-hour—trips? The average mission length for this class of aircraft is about three hours—1,300 to 1,400 nm. That isn’t stopping Bombardier, Dassault, and Gulfstream, however, from betting billions on these flagships. A sizable number of customers will likely be ultra-high-net-worth individuals, billionaires seeking the most exclusive, bespoke air yachts, more for country club bragging rights than pure air transportation needs.

Enter the Gap

This upmarket thrust by Bombardier, Dassault, and Gulfstream is creating a noticeable gap in entry-level large-cabin business aircraft, ones with 4,000- to 6,000-nm range. Currently, there are seven players in this field: the Bombardier Challenger 650 and Global 5500, Dassault Falcon 2000LXS, Falcon 900LX and Falcon 6X, and Gulfstream G400 and G500. Each offers some features buyers expect in a 21st-century large-cabin aircraft. None offer them all.

Each of the seven models merits a close look to identify its strong points and disadvantages. Dig deeply into the numbers, and the size of the large cabin chasm becomes quite apparent. 

The senior citizen of this class is the Bombardier Challenger 650. It’s grandfathered onto the original 1980 Challenger 600 FAA type certificate. It’s the least expensive large-cabin aircraft, but it offers the widest cabin, measuring almost eight feet wide at elbow height and nearly seven feet wide at the floor. It’s six feet high in the center, so this is one of the most comfortable large-cabin aircraft, at least among those with only two seating sections.

The 650’s floor plan most commonly has a four-chair forward club section and an aft four-seat conference grouping flanked by a three- or four-seat divan on the opposite side. Virtually all aircraft are completed with a forward galley ahead of the main two-section seating area, and a single aft lavatory with a rear door that provides inflight access to the aft baggage compartment. There isn’t a second forward lavatory for the crew.

The Challenger 650 is the fifth iteration of the legacy design, featuring larger cabin windows, updated avionics, and plusher interior furnishings. It makes the grade as a long-range large-cabin aircraft because you can squeeze out 4,000-nm legs, but only if you’re willing to slow down to Mach 0.74 (425 knots) average cruise speed. A 4,000-nm trip takes 9 hours, 30 minutes aboard this aircraft.

Push the Challenger 650 up to Mach 0.80, and its range drops to 3,700 nm, smack in the middle of the current generation of super-mids. Climb performance isn’t something Challenger 650 operators brag about, either. When departing at maximum takeoff weight, it’ll only reach 37,000 feet on initial climb. It’s also limited to a 41,000-foot ceiling, so you’re stuck in the organized track systems with Boeings and ‘Buses most of the time when crossing oceans. Plus, the cabin altitude at FL 410 is nearly 7,000 feet. The Challenger 650’s comparatively high wing loading, lack of leading edge high-lift devices, and 30-year-old engine technology also result in relatively long runway requirements, particularly when departing from high-density-altitude airports.

Performance Gains

The Dassault Falcon 2000LXS, in contrast, offers sprightly airport performance because of its full-span leading-edge slats, blended winglets, high-lift flaps, and sporty 7,000-lb.-thrust Pratt & Whitney Canada engines. It’s the fuel-efficiency leader in the large-cabin class because of its comparatively lightweight airframe and fine-tuned aerodynamics. It too, has a two-section cabin that is slightly longer, but a few inches narrower than the Challenger 650’s. Typical floor plans feature a forward, four-chair club section, and an aft four-seat conference grouping with two facing chairs on the opposite side. There is a forward galley and aft lavatory. As with the Challenger, there is no forward crew lavatory.

The Falcon 2000LXS will fly 4,000 nm with six passengers while cruising at Mach 0.80, according to Dassault. But its actual average cruise speed, as shown by the accompanying chart, is 430 ktas. Plan on 9 hours, 18 minutes for such trips. This aircraft can fly as high as 47,000 feet. The 9.3-psi pressurization system provides a maximum cabin altitude of 7,200 ft. at that altitude.

Spoiler alert: Gulfstream G400 arrives in less than two years. The smallest member of the GVII family is designed for a long-range cruise speed of Mach 0.85 because of its highly swept, super-critical wing, powerful engines, and high-altitude cruise capability. Its maximum range is 4,200 nm. We predict an average cruise speed of 481 ktas, so it will shave an hour off of a 4,000-nm trip compared to the Challenger 650 orFalcon 2000LXS. Its cabin cross section is very close to that of the Falcon 2000LXS, but it’s considerably longer, making room for 2½ seating sections, thus providing seating for up to 12 passengers. Each seating section is longer than either the Challenger 650 orFalcon 2000LXS, yielding more legroom for each passenger.

If buyers opt for shorter, two-section cabins, it makes space available up front for an optional forward crew lav. All models are equipped with a forward galley and aft lavatory. These aircraft have the highest pressurization in the class, thus cabin altitude never exceeds 4,850 ft., even at the 51,000-ft. Maximum cruising altitude. As a bonus, the G400 is the only entry-level large-cabin to boast fly-by-wire flight controls. This aircraft promises to bruise sales of both the Challenger 650 and Falcon 2000LXS.

Next up in Dassault’s product line is the Falcon 900LX, a distant derivative of the 1979 Falcon 50 trijet. It shares its fuselage cross section with the Falcon 2000LXS, but its main cabin is 6 feet 5 inches longer, sufficient for three comparatively short seating areas. Many aircraft have both forward crew and aft passenger lavatories, a welcome feature on long trips. All current production aircraft have forward galleys. Maximum cabin altitude is similar to that of the Falcon 2000LXS.

The Falcon 900LX shares its wing contours with the Falcon 2000LXS, along with full-span slats and high-lift flaps, providing excellent airport performance. But sharing the same wing aerodynamics also means its average cruise speed on the longest missions is only 420 ktas. A 4,650-nm trip takes slightly more than 11 hours.

Turn Up The Volume

The Bombardier Global 5500 is the heavyweight in this class, with the largest dimensions. It provides the second-largest cabin volume of any aircraft in this segment. The three-section cabin is typically configured with a four-chair club up front, a four-seat conference grouping on the left, an optional chaise on the right in the midsection, and a private stateroom in the aft section. Almost all aircraft have forward galleys and an aft lavatory, plus a second forward crew lavatory. The 10.3-psi pressurization system ensures cabin altitude never exceeds 5,700 feet.

The Global 5500 is a derivative of the Global 5000, a shortened version of the original 1998 Global Express. The newest model has upgraded Rolls-Royce engines with improved efficiency and a drag-reduction package that boosts its range to 6,000 nm. Powerful engines and full-span leading-edge slats endow it with excellent runway performance.

But shortening the Global Express didn’t save much weight. The Global 5500’s relatively ample girth hurts its fuel efficiency. It consumes 15 to 50 percent more fuel than other three-section large-cabin competitors. That’s damaging its popularity among large cabin jet buyers in today’s eco-conscious environment.

Gulfstream’s G500 is the closest competitor to the Global 5500. Its three-section cabin gives up 4 inches of maximum width, but all members of the GVII family have a non-circular cross-section that makes more room available at shoulder height for seated passengers. The main seating area is also slightly shorter than that of the Global 5500. Like other three-section, large-cabin aircraft, the G500’s interior is typically configured with a forward, four-chair club section, a four-seat conference area and credenza mid-cabin, and a private aft stateroom. All models have forward galleys and crew lavatories, plus an aft lavatory. GVII series aircraft—G400/G500/G600—have the highest pressurization in class with cabin altitude always remaining at or below 4,850 ft. And nothing in the sky has a quieter cabin. Those lower cabin altitudes and noise levels translate into lower fatigue on long-range missions—a critical factor in their long-term operational success.

Powerful engines and an impressively large wing give this aircraft runway performance on par with Global 5500, even though the Gulfstream lacks leading-edge slats. Fuel efficiency is the best of any three-section large-cabin aircraft that cruises at Mach 0.85. Similarly to the G400, the G500 has fly-by-wire flight controls.

Next One Up?

If cabin comfort is your top priority, nothing can touch the new Falcon 6X. This aircraft has the largest cross-section of any current-production, purpose-built business aircraft, netting an 8-foot wide and 6-foot, 4-inch high interior, according to our tape measure. The cabin is also virtually the same length as either the Global 5500 or Gulfstream G500. Thirty windows, each the largest of any Falcon yet built, flood the three-section cabin with bright ambient light. The main seating area has the typical four-chair club section up front, a four-seat conference area and a credenza in mid-cabin, and aft stateroom. All floor plans include a forward galley, crew lav, and an aft main passenger lavatory. There’s even a skylight in the ceiling above the galley.

The 10.2-psi pressurization system ensures cabin altitude never exceeds 6,000 feet. The Falcon 6X will likely cruise in the low forties, so actual cabin altitudes will range from 3,500 to 4,800 feet. Dassault also has made sizable reductions in cabin sound levels in recent years. The goal is to beat Gulfstream for quietest cabin honors. Plan on mid-40 dBA interior noise levels when this aircraft enters service later this year.

The Falcon 6X also vies for having the most advanced aviation technologies. Borrowing heavily from Dassault’s Mach 2 class Rafale strike fighter, the firm pioneered fly-by-wire flight controls in business aircraft with the Falcon 7X in 2007, and has been enhancing its digital flight control systems ever since. This makes the Falcon 6X feel as agile as the Falcon 10, based on our experience flying it. Even more important to both pilots and passengers, there are dozens of subtle enhancements that reduce flight-crew workload, improve situational awareness, and make the aircraft one of the safest ever designed. Note to pilots: This aircraft consistently touches down on the pavement as though it’s nestling into a feather bed.

The tradeoff for the Falcon 6X’s class-leading cabin comfort is comparatively modest performance. The Falcon 6X is a redux of the ill-fated Falcon 5X that was doomed by the development failure of its planned Snecma Silvercrest turbofan engines. When Dassault halted the Falcon 5X program, it elected to re-engine the Falcon 5X with well-proven Pratt & Whitney PW800-series engines while stretching the fuselage and adding fuel capacity. But the wing area remains the same while weight increases by nearly four tons. This results in the highest wing loading of any large-cabin business jet. That doesn’t help high-altitude climb and cruise performance. 

The Falcon 5X also was designed when large-cabin business aircraft mostly flew at Mach 0.80, so Dassault mapped out the wing shape and sweep accordingly. At that speed, the Falcon 6X has a 5,500-nm maximum range. Push up the speed to Mach 0.85, and its range drops to 5,100 nm.

Cruising at Mach 0.80, the Falcon 6X’s fuel efficiency is better than the Global 5500’s, but not as economical as the G500. Cruising at Mach 0.85, the Falcon 6X’s fuel consumption is on par with the Global 5500.

Wing loading also has an impact on runway performance. While the Falcon 6X has one of the best high-lift systems, high wing loading results in the longest takeoff field lengths among direct competitors.

What Does the Market Want?

Perusing the strengths and compromises of this septet reveals the need for a clean-sheet design that offers the best qualities of each of the seven competitors. First, there’s no such thing as too large a cabin. Best-in-class 5,500-nm to 6,000-nm large-cabin jets, such as the Global 5500 and Falcon 6X, have 1,800- to 1,900-cubic-foot cabins by volume. That’s a good start, but that’s still one-third smaller than the four-section-cabin uber jets. Pairs of facing chairs typically convert into lay-flat berths, so three-section aircraft usually comfortably sleep no more than six people. Four-section cabins berth eight sleepers.

Buyers also want pressurized cabin altitude slower than 5,000 ft., and sound levels in the low-to mid-40 dBA range. They want forward and aft lavatories, galleys that can hold four to five full meals, and aft staterooms that afford complete privacy. Future aircraft require a forward lav for the crew, a mid-cabin lav for most passengers, and a third en-suite lavatory adjoining the aft stateroom. 

Connectivity is key. More than one large-cabin jet operator has scrubbed a trip because WiFi and high-speed internet access systemswere inoperative. People in this class of aircraft expect connectivity on par with homes and offices. Worldwide KA-band satcom with WiFi mobile phone calling is almost an iron-clad necessity. Emerging low-earth-orbit KU- and KA-band satcom networks promise to give market leader Viasat hot competition and lead to considerably lower subscription prices. Wideband satcom typically is a $750,000 to $1 million option. Most large-cabin-class operators consider it a necessity.

Cabin comfort, convenience, and connectivity notwithstanding, passengers also expect new 4,000-nm to 6,000-nm large-cabin aircraft to offer more speed. Cruising at Mach 0.80 suddenly seemed so 20th century when the Mach 0.85 G650 debuted a decade ago. Gulfstream anchored the Mach 0.85 cruise speed benchmark with the G400 and G500. New-model large-cabin buyers now expect to cruise at that speed and dash at Mach 0.90 without an excessive increase in fuel consumption. Cruising at Mach 0.90 can shave an hour or more off trans-oceanic trips.

And finally, new large cabin entrants must offer at least 15 percent better fuel economy. GE, Pratt & Whitney, and Rolls-Royce continue to squeeze at least 5 to 7 percent more efficiency out of each generation of new turbofan engines. This puts pressure on airframe designers to develop radically reduced-drag large-cabin airframes—especially as people want much larger three- or four-section cabins.

Large-cabin-jet design challenges will be daunting, considering that such aircraft will also routinely cruise at up to 90 percent of the speed of sound, yet still be able to operate from hundreds of general aviation airports. There’s no point in having an airplane that saves an hour of trans-oceanic trip time if the closest suitable airport is 90 minutes from your home or office.

All of this points to the need for a new generation of entry-level, large-cabin aircraft that combine the cabin comfort of the Falcon 6X and the Global 5500, the speed of the Gulfstream G400/G500, and the fuel efficiency of the Falcon 2000LXS. That’s a stratospheric stretch in capabilities, but one that could yield soaring sales in the large-cabin segment.

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The $16.725-million Ascend will be the fifth-generation Citation 560XL when it arrives in 2025, and its refreshed appearance heralds dozens of improvements aimed at sustaining demand for the best-selling business jet in the last quarter century. Almost 1,100 Excel, XLS, XLS+ and XLS Gen 2 Citations have been delivered since 1998. The Ascend has plenty of qualities aimed at extending this sales performance.

“The Cessna Citation Ascend builds upon more than 20 years of the 560XL series success in the market,” said Lannie O’Bannion, senior vice president, global sales and flight operations for Textron Aviation. “It’s designed to outperform and take our customers further in style.” 

Under New Power

​Most noticeably on the outside, it has a new and larger flight deck and cabin windows, giving it a sleeker, more contemporary appearance. Under the cowls, Pratt & Whitney Canada’s 4,213 lb thrust PW545D engines offer a modest 1 percent thrust increase, but they’ve been upgraded with more efficient high-pressure cores that boost flow rate and improve durability, compared to the PW545C powerplants that propel the Ascend’s predecessor, the Citation XLS Gen2.

The PW545Ds also have enhanced deep-fluted mixer nozzles to mix hot core gas and cold bypass air flows in the exhaust section with less turbulence, resulting in better fuel efficiency and reduced noise. Mid-life inspection and overhaul intervals have been extended to 3,000 hours and 6,000 hours respectively for operators enrolled either Textron Aviation’s pay-per-hour PowerAdvantage or PowerAdvantage+ program, or PWC’s private-label Eagle Service Plans tailored for Textron Aviation’s requirements.

The turbofans’ full authority digital engine controls (FADECs) are specifically designed to link up with PWC’s Flight, Acquisition, Storage, and Transmission (FAST) system that allows all engine perimeters to be monitored and analyzed by the engine manufacturer to spot trends and to identify maintenance actions before they become serious problems.

Into the Interior

Inside the Ascend, there’s a new flat floor made possible by filling in the 8-inch dropped center aisle. The new model has upgraded passenger chairs and beefier acoustical insulation to sop up more sound. Interior sound levels now approach those of Textron Aviation’s super-midsize jets.

The inflight entertainment package features a Bongiovi Acoustics speakerless, surround-sound system and upgraded WiFi connectivity package, including standard Iridium SATCOM and GoGo L3 air-to-ground communications.

READ MORE: Textron’s Citation XLS Gen2 Achieves FAA Certification

The Ascend has dozens of other improvements likely to be appreciated by passengers, including electrically actuated dual-mode translucent / opaque window shades, 19 USB-C charging ports—including at least one for each seat—and 6 wireless PDA charging stations, along with electric push-button release of seat movement mechanisms that make for easier adjustment and a cell phone or PDA app to control the Clairity cabin management system.

Options include a higher speed GoGo L5 internet transceiver, “luxury vinyl” or stone flooring for the galley and lavatory, adjustable lumbar supports for seat backs, and choice of soft, medium or firm bottom seat cushions. Available illuminated cabin window frames create soft halos around the transparencies that make them appear even larger than they are. For customers needing 8 inches more headroom in the main cabin, the previous dropped center aisle configuration is available in place of the flat floor.

On the Flight Deck

The ​Ascend promises to reduce pilot workload in many ways. The APU now is approved for unattended operation, so one pilot can look after passengers while the other focuses on preflight preparations. There’s a new light on the bottom of the left engine pylon to illuminate the aft baggage compartment loading zone at night. Up front, the flight deck has the latest version of the Garmin G5000 integrated flight deck, including autothrottles (all-engine only), four touchscreen control units, and high-resolution synthetic vision.

The Ascend’s G5000 avionics package will be the first to offer Garmin’s 3D exocentric view airport diagrams on PFDs, including runway and taxiway signs, obstacle symbols, and building images. A few years ago, this feature only was available on $50-million-plus jets equipped with Honeywell Primus Epic avionics. Garmin’s plans call for upgrading the 3D airport diagram system to display ADS-B In imagery of proximate aircraft, fuel trucks, and service vehicles. No longer will taxiing safely between the ramp and runway in low visibility conditions be more challenging than flying from takeoff to touchdown in solid IFR.

Textron Aviation confirmed the Citation Ascend will achieve a range of 1,900 nm at high-speed cruise, and 2,100 nm at long-range cruise—the same performance as the last-generation XLS. It will also retain the ability to link city pairs such as London City, England, to Athens, Greece; Helsinki, Finland, to Porto, Portugal; or La Mole, France, to Prague, Czech Republic, with four passengers at high-speed cruise.

EBACE attendees can see the Citation Ascend interior mock-up for themselves at Textron Aviation booth T-26 during the show.

The post Textron Aviation Unveils Cessna Citation Ascend in Geneva appeared first on FLYING Magazine.