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Issue 07 | 2026

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AFRICA 2026

SPECIAL EDITION IN PARTNERSHIP WITH

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PUBLISHER Abdelmajid Jlioui abdelmajid.jlioui@elite-wings.com

DIRECTOR CONTENT STRATEGY Viswanath Tata viswanath.tata@elite-wings.com

EDITOR-IN-CHIEF Jane Stanbury jane.stanbury@elite-wings.com

EDITOR AT LARGE Claude Draillard claude.draillard@elite-wings.com

BUSINESS DEVELOPMENT Achraf El Boustani achraf.elboustani@elite-wings.com

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ELITE WINGS MAGAZINE (ISSN 2816-4040) IS PUBLISHED BY ELITE WINGS MEDIA INC, MONTREAL, CANADA. Any information of a technical nature contained in this document may contain inaccuracies and is subject to change and should never be relied upon for operational use. Copyright © 2026 All rights reserved. Reproduction in whole or in part without permission of Elite Wings Media is strictly prohibited.

Forward from Dawit Lemma, Chairperson AfBAA.

MOVING THE NEEDLE, CHANGING THE NARRATIVE. For years, African business aviation stakeholders have argued for the value business aviation brings to the continent. To demonstrate its continuous evolution, economic contribution, and why business aviation matters, we have often relied on anecdotes shared with colleagues, drawn from our own experience, or what we may have seen online. This year we decided as an Association that we needed to stop debating and start sourcing facts based on empirical evidence. As a result, AfBAA has commissioned the most comprehensive independent study of African business aviation ever undertaken. The three-phase study is already in process. Trends are emerging, although we still have much analysis to undertake. Our motivation? To clarify what business aviation looks like today, to define the strengths and identify the weaknesses, and subsequently create a pathway for a stronger business aviation future. Despite the need for research, there are facts we already know. Over the last six years, Africa has become the secondfastest-growing business aviation region globally, lagging only behind South America. We know we are growing, but we also know we are missing opportunities. In fact, we have talked about opportunities for more than a decade; now we want to convert them into investment, business evolution, and commercial growth. To achieve this, we know we need to be data driven.

take you anywhere. That is the operating reality in Africa. Vast distances, challenging terrain, increasingly dramatic weather, inconsistent regulations, and limited commercial airline schedules serving the 55 nations recognized by the African Union mean that business aviation is the only way to efficiently connect the disconnected. Think about the diverse applications business aviation supports. Mining and energy crews reaching sites with no tower; medevac aircraft serving communities without a scheduled network; anti-poaching patrols protecting the assets that make this continent unique; humanitarian teams flying the needed in to a disaster zone and those in need, out. And looking to the future of flight, business aviation in Africa also encompasses unmanned aerial systems that can cost-effectively map farms, survey mines, and inspect infrastructure. We know that business aviation is an important part of the international air transport system, and we recognize that African business aviation does not operate in isolation. To ensure the world understands this continent’s position, we are engaging influential organizations worldwide and sharing our story. In the last twelve months, we’ve met with the EBAA, NBAA, MEBAA, IBAC, and ICAO. We are also discussing collaborations that are mutually beneficial with our colleagues at AfRAA, AfCAC, and CAASA to name a few.

We can only move forward by making informed decisions, which requires reliable, unbiased, and authenticated data. This will support regulatory changes, policy definition and impact, and consequently attract more business aviation operations to the continent. We know this research is an essential cornerstone for our future longevity. We know too that business aviation is necessary, relevant, and integral to the continent’s longevity.

We know that business aviation in Africa moves the doctor, the engineer, the investor, the blood unit, and the harvest. It reaches the places scheduled airlines do not. It proves the route before the route exists. Sitting at the heart of the African aero-ecosystem, business aviation moves the proverbial needle, which is why we are committed to strengthening AfBAA. However, we know we can only do this in collaboration with others, so I make the following requests.

There is a piece of aviation lore we regularly refer to: a mile of road will take you a mile, but a mile of runway will

Join us, talk to us, work with us to discover, network, and succeed.

CONTENTS

Photo: Dassault Aviation

AFRICA 2026 SPECIAL EDITION INTERVIEWS

8 ACCELERATING TRADE, INVESTMENT, AND GROWTH ACROSS AFRICA Dawit Lemma Chairperson of AfBAA

BUSINESS AIRCRAFT RECORDS Larry Hinebaugh Executive Director of the Foundation for Business Aircraft Records Excellence

BUSINESS AVIATION IN AFRICA RESEARCH PROJECT Craig Middleton Vice Chair AfBAA

GETTING TO GRIPS WITH CONNECTIVITY Michael Skou Christensen Chief Revenue Officer of Gogo

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Business Jets

Pre-Owned Aircraft

Turboprops

Connectivity

Bizliners

WELCOME TO THIS ELITE WINGS SPECIAL EDITION - AFRICA

SHINING A LIGHT ON AFRICAN BUSINESS AVIATION. Anecdotes and perceptions have shaped the reality of African business aviation, yet across a continent defined by vast distances, multiple cultures, diverse geopolitics, and shifting economies, business aviation has quietly evolved, transforming and redefining nations, travel, culture, and economies. With this special edition, and to mark ten years of Aviation Africa, we are delighted to work alongside AfBAA to illuminate the sector and shine a light on what is arguably one of Africa’s most important transport systems. We want to highlight the value business aviation brings to Africa and show how its beating heart touches every coastline on the continent, from north to south and east to west. Read on to discover how business aviation is an economic force multiplier, transport enabler, technology innovator, data driver, and much more. Dawit Lemma, AfBAA Chair, assesses the value business aviation brings to Africa, and explains what has driven the ambitious AfBAA research project. “We don’t know what we don’t know,” says Lemma, but we do know that data informs decision-making and enables regulators to review existing and shape future policy. As the first phase of research continues, we’re pleased to share early emerging themes.

Across 11.7 million square miles, business aviation is essential to connecting communities, markets, and regions that would otherwise remain disconnected— which is why strengthening the sector matters. Gogo’s Michael Skou Christensen, CRO, explains how airborne connectivity can transform operational safety, passenger experience, and overall efficiency, while Larry Hinebaugh highlights the critical role of accurate record-keeping in maintaining the value of business jets. And this is what Elite Wings is about. We want to support African business aviation growth by providing structured, validated, unbiased, and relevant business aviation intelligence. This is our first African Special Edition but not our last. For more information on how to be a part of the next Elite Wings Africa please speak with the AfBAA team, or contact us directly on Jane. Stanbury@elite-wings.com We look forward to hearing from you.

Jane Editor-in-chief, Elite Wings.

BUSINESS AVIATION Accelerating Trade, Investment, and Growth Across Africa

Dawit Lemma, Chairperson of AfBAA, talks with Jane Stanbury about the business aviation landscape in Africa, how it is supporting development, the challenges, and what AFBAA is doing to help national and international aviation organizations optimize the potential.

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What does African business aviation bring in terms of value to the continent? Africa is a vast continent, comprising more than 50 nations, each with its own economic, social, and cultural differences. What unites them is the challenge of transport. For African countries, both established and emerging, business aviation bridges those distances far more effectively than commercial aviation, which is often restricted by regulatory constraints on freedom of flight. For example, travelling from east to west Africa will likely require long commercial flights; if I want to fly from Addis Ababa, Ethiopia, to Banjul in The Gambia, I’d probably have to go via Marrakesh or even a European city.

What makes business aviation in Africa different from other regions? Business aviation is often referred to as «the use of an aircraft as a business tool to save time.» For many, this inspires an image of corporate jets shuttling CEOs, celebrities and government officials, and yes they do make up a small percentage of business aviation users in Africa. However, across the continent, the narrative is somewhat different, as business aviation plays a varied and vital logistical role. The true workhorse of African skies is not a jet flying a boardroom or a presidential figure, but smaller, often turboprops, undertaking daily cargo, passenger, and medevac missions. The sector is incredibly diverse and endlessly varied. African business aviation includes the farmer flying his Cessna 172 from his rural fields to city trading posts; the anti-poaching units patrolling with helicopters and small fixed-wings to mitigate threats to wildlife; medevac teams and flying doctors serving rural and disconnected communities; the tourists visiting game reserves and beach resorts; the humanitarian teams reaching remote communities cut off by floods; and increasingly remotely piloted aerial systems RPAS, mapping farms, conducting oil and gas production surveys, mining and infrastructure inspections and providing essential medical support to deliver life-saving blood and medicines.

This makes business aviation an essential enabler of development by linking vast geographic distances, overcoming infrastructural gaps, and creating economic, social, and geopolitical impact. It serves as a crucial tool for intra-African tourism, trade, and investment by connecting business hubs and enabling faster movement of goods and people. It also supports the growing investment from international companies, which we increasingly see arriving in business or first-class cabins, then switching to private charter for internal travel. The economic impact of the sector is well established. There is a long history of business aviation supporting the tourism industry in East Africa. Business aircraft have also played a pivotal role in the development of the oil and gas and mining industries in Central and West Africa, by transporting staff and operating emergency and medevac flights. This will continue to evolve as Africa becomes more attractive as a key location for emerging industries such as agritech, telecommunications, space, fintech, and biotech. What opportunities is the growth in business aviation creating? The industry drives job creation, both directly and indirectly, creating long-term, secure career opportunities for Africans and expatriates. It directly employs aviation professionals, such as pilots, aircraft technicians, aircraft operations and maintenance teams, ground handlers, and managers. Also, it creates opportunities for supporting roles in related industries such as tourism, logistics, and commerce. The growth of business aviation is a force multiplier; it leads to demand for new infrastructure, training programs, and support services. Investment in local

B US I N E S S AV I AT I O N | Af BAA

bardier delivered one of its first Global 8000 aircraft to Nigeria earlier this year, yet for decades, Africa has been dismissed as the ‘dumping ground’ for older aircraft.

training facilities and programs is expanding the pool of skilled aviation professionals within Africa. An increase in business aviation activity necessitates the development and expansion of airport facilities, including hangars, FBOs (fixed-base operators), and helipads. More jobs in construction, airport management, and security follow. It is a ripple effect, as money is spent within the broader economy. There is a famous lore in Africa that states: «A mile of road will take you a mile, but a mile of runway will take you anywhere». Never has a more relevant statement been made about the opportunities for business aviation in Africa. How do you see business aviation developing in Africa? African economies are changing. In the last decade, six or seven African economies, including Ethiopia, regularly feature in lists of the top ten fastest-growing countries in the world. In June, the New York Times cited that African tourism has grown 8% in the last year, the fastest growth anywhere in the world. This is driven not just by visitors from outside the continent but also, internally, by a burgeoning middle class. In parallel, new regulatory initiatives are supporting the industry’s development. The Single African Air Transport Market (SAATM) project aims to liberalise air services and boost growth by improving connectivity and reducing travel times. To date, 34 countries have signed up to SAATM, representing over 80% of Africa’s existing aviation market. While the ink is dry, implementation has been mixed, but a willingness to create more liberal skies bodes well for the whole aviation community. Simultaneously, the business aviation fleet in Africa is growing and is increasingly modern. For example, Bom-

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Historically, Africa has never really been seen as an important business aviation market. That narrative is outdated. Today, Africa holds its own with South America and Asia in terms of growth. And unlike those regions, African nations represent a cluster of fast-growing, emerging markets. We are seeing countries across the continent improving their airport facilities, expanding maintenance, repair, and overhaul (MRO) capabilities, and introducing more transparent regulatory frameworks to meet the growing demand. Respected industry forecasts also show that Africa is expanding and evolving into a viable business aviation sector. How does AfBAA engage with the global aviation network to share in its success? We’ve already made inroads with international business aviation associations and have participated in major events. Our strong presence at Aviation Africa this year in Nairobi, with a pavilion hosting 12 members, stands as a testament to our commitment to integrating with the wider aerospace network and supporting our members who want to raise their profile. We’re also attending NBAA-BACE and IBAC meetings, which complement increased activity on our social media platforms, targeted PR, and media engagements. Direct personal outreach by our committed Executive Team, has resulted in a marked increase in engagement and positive recognition from stakeholders across the continent and beyond. Recognizing that aviation doesn’t work in isolation, we’ve also initiated discussions with key African aviation orga-

B U SIN ESS AVIATIO N | A f BAA

nizations. Conversations have begun with the African Civil Aviation Commission (AFCAC) to share business aviation data and insights. The signing of Memoranda of Understanding (MoUs) with both the Commercial Aviation Association of Southern Africa (CAASA) and the Airlines Association of Southern Africa (AASA) indicates our willingness to share resources for the betterment of all African Aviation. Planning is also underway to host an IBAC meeting in Africa in 2027. AfBAA is supporting IBAC’s CORE project, which has recently launched its new IS-BAH Self-Declaration Conformance Option which allows an organization to state it conforms with certain standards without the need for an external audit. We will help our members to meet the requirements through our relationship with IBAC. This is an important step towards elevating our local standards by adopting and adapting existing successful approaches to support our member organizations. What about advanced air mobility and future flight – does this have a place in Africa? Yes, we see great potential for the rapidly developing UAV and AAM markets, which form a growing part of our general aviation (GA) sector. Africa presents significant opportunities for this emerging segment and has

become a testbed for many next-gen aviation operations. Our lack of traditional transport infrastructure, combined with our vast distances, makes UAVs a natural solution to many transport challenges. AfBAA is working to ensure that we welcome members from this burgeoning sector and see many benefits of encouraging them to work alongside the more traditional elements to support the entire industry. We see it as important enough to have launched the first AfBAA RPAS Committee. Launched in September 2025 at Aviation Africa in Kigali, the committee is dedicated to enabling the integration of UAVs and Advanced Air Mobility aircraft within the African aviation network. What challenges need to be addressed, and how are you going about making change? As with any business aviation sector, there are many challenges to overcome. Since launching AfBAA more than twelve years ago, significant advances have been made, yet there is much work to do. Flight administration and trip planning can be complex. Lengthy permit processes, a lack of regulatory liberalization in some countries, and inconsistencies in established operational guidelines can be confusing. Fee structures, airport opening hours, fuel pricing, lack of transparen-

B US I N E S S AV I AT I O N | Af BAA

cy in quoting, and access to the right type of ground handling – it is very different managing an Embraer Phenom 300 than a Boeing 747, and many airports don’t necessarily differentiate - can make operations challenging, particularly for international operators. Perception is a consistent threat, making financiers wary of committing to aircraft financing. Insurers apply restrictive registration mandates, and cross-border banking regulations can slow international transfers. Yet despite all these challenges, we remain very optimistic about the future of business aviation on the continent. That seems like a lot to change. How is AfBAA addressing these challenges and supporting the growth of business aviation in Africa? The African Business Aviation Association, AfBAA, was created in 2012 with a vision: to establish business aviation as an asset that is recognised, valued, and supported by governments, regulators, and industry leaders across Africa. This has not changed. Our immediate goals are to increase the association’s visibility, foster a positive perception of our sector, and strengthen our influence by welcoming new members from within Africa and beyond. We aim to add value for our existing and future members by providing access, knowledge, and data that can enhance and augment their daily operations. We want to safeguard good governance across all areas to ensure the future stability and longevity of African business aviation. Committees focused on training, safety management, and infrastructure improvement, as well as on identifying ways to attract new human resources to the industry, are also now evolving. Rules and manuals create continuity. People manage systems. Systems manage organisations. That’s how we build a resilient aviation future. We are optimistic and we believe that a modern AfBAA can support the industry and help it grow. We would like to see aviation become the great connector of the continent — economically, socially, and politically. Until teleportation arrives, aircraft are still the fastest way to move people, goods, and hope. Courtesy VIPAERO © VIPAERO

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Elite Wing - Duncan Aviation - September 3 - Complete Services.indd 1

9/5/2025 2:04:20 PM

Lagos ramp - Courtesy of EAN Aviation

Business Aviation in Africa

SOME KEY FACTS AND EMERGING FINDINGS A deep market, with more opportunity than perceptions suggest. AfBAA is undertaking a multi-phase research program into African business aviation, combining analysis of JETNET and WINGX data with a stakeholder survey to better understand changing market dynamics, emerging needs and the sector’s role in supporting economic activity. New industry research is providing a fact-based view of the market’s size, activity, characteristics and evolving opportunities. Preliminary analysis reveals a dynamic market that is rapidly diverging from conventional perceptions of African business aviation.

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The market at a glance* Growing use of business aircraft In 2026, there are over 1,380 business aircraft based in Africa. This number significantly understates the actual number of business aircraft flying on the continent, which has increased substantially, especially by aircraft based outside the continent.

Significant increase in business aviation traffic overall Annual business aviation departures across the continent have increased by a 15.7% compound annual growth rate since 2019.

Intra-African business aviation traffic outpacing already robust international growth Business aircraft travel within Africa has grown faster than already strong international traffic to and from the continent, averaging 20.4% annual growth since 2019.

World’s second fastest-growing region for business aviation activity While still relatively small compared with more mature business aviation markets, Africa’s business aircraft activity has grown faster over the past six years than any region except Latin America.

* Source: Seefeld Group analysis of WINGX flight activity data [2016–2026], using consistent aircraft categories and geographic definitions across regions.

EAN Hangar Lagos Airport - Courtesy of EAN Aviation

B US I N E S S AV I AT I O N IN AF RICA | Af BAA

Five interesting findings about the African business aviation market

African business aviation is more than utility flying and head-of-state travel. Most identified business aircraft activity is associated with private and corporate operators rather than government or Head-of-State flying. This activity has grown dramatically over the past decade.

Global providers increasingly supplementing African flying capacity. Leading global providers of charter, aircraft management and fractional ownership—including VistaJet, NetJets and Solairus—are increasingly complementing African-based operators in supporting international travel to Africa and flights within the continent.

Potential for African fleet growth in key aircraft segments. Africa’s long distances and limited commercial airline service suggest a strong opportunity for ‘midsize’ business jets. While popular in other markets, they are underrepresented among aircraft currently operating in Africa and, on average, older than Africa’s turboprop, light jet, and long-range aircraft fleets.

Charter-based access to business aviation remains limited While privately operated business aircraft activity has grown dramatically in Africa over the past several years, commercial business aviation, including for-hire charter, has not kept pace. Consequently, foreign operators have entered the market to fill the domestic void. At the same time, African airline passenger demand continues to grow strongly, with Africa projected by IATA to be the world’s fastest-growing region for airline traffic in 2026—pointing to substantial underlying demand for air travel and connectivity.

Perception and reality do not always align Africa continues to face challenges involving infrastructure, regulation, operating complexity and access to services, but these should not be mistaken for a lack of demand for business aviation. Perceptions that the market is too small to justify investment can themselves constrain growth. Overcoming this misperception can help unlock business aviation’s potential to support economic development across a region containing many of the world’s fastest-growing economies.

What this means for Africa’s aviation industry and business aviation. For OEMs Being ready to sell and support aircraft in Africa presents an opportunity to strengthen long-term market access and brand preference. Building visibility, market presence, and relevance to the continent’s needs— including potentially through midsize aircraft—can help stimulate and capture growing demand.

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For service providers Growing use of business aviation in Africa means increasing requirements for more locally based aircraft support. This includes pilot & maintenance training, MRO facilities, ground and flight support, among others. Build it, and operators will likely come.

For governments, policymakers & industry associations Improved regional connectivity, harmonized regulation and aviation infrastructure can amplify business aviation’s contribution to regional economic development. Business aviation infrastructure such as FBOs, hangars and MRO are also typically less costly to establish and more readily funded by private investment than new airport terminals and commercial airline infrastructure.

BU SIN ESS AVIATION IN AFR IC A | A f BAA

BUSINESS AVIATION IN AFRICA

RESEARCH PROJECT The executive of AfBAA launched an ambitious research project in June of this year to clarify the current state of business aviation across the continent. Craig Middleton, AfBAA Vice-Chair, talks with Jane Stanbury, talks with Jane Stanbury about why this research needs to be done, why now, and what outcomes it will support. It’s been notoriously difficult to source accurate information about business aviation activity in Africa, so why is AfBAA conducting this research now, and what makes it valuable to today’s Africa? It starts with The Economist, which around sixteen years ago led with a front-page feature called Africa Rising. It detailed the potential for Africa and suggested that economies would strengthen, the service industry would expand, a new generation of leaders would create a burgeoning middle class, citizens would live longer, and great regional integration would become a fact that would alter markets and inform governance. Much of this has now come to fruition. In addition, there has been increased foreign investment, notably from China, which has also generated consumer demand and infrastructure growth. The potential is being slowly fulfilled, and in the last decade or so at least six or seven African nations have regularly featured in the lists of fastest-growing global economies. Domestic intra-continental travel and tourism is also increasing as social and economic growth stimulate commerce and investment. This all drives the need for greater movement within the continent, yet traveling the vast expanses of Africa is still challenging. Road and rail infrastructure simply cannot connect the nearly 12 million square miles of landmass. Air travel is the only effective means of joining the African dots. For travelers, commercial flights are improving, yet there are still many restrictions; city pairs are limited, freedom of flight is still restricted, and intercontinental connectivity is still at the bottom of the upward curve This is where business aviation fills the gaps. Tourists, business executives, farmers, NGOs, and a plethora of other passengers need to travel seamlessly to fulfill their

objectives. Other business aviation applications such as humanitarian, wildlife protection, or critical medevac flights are also growing. It is no coincidence that AfBAA was formed just one year after The Economist article – the needs were obvious, and an industry organization was vital to represent stakeholders’ demands. The only way we can effectively support this growing sector is to understand where we are today, and where we need to be tomorrow. To meet the demands of African transformation, we need to know where the gaps are and what the future holds. This is why now is the optimal time to conduct research. We want to continue supporting our continent’s growth, but without knowing where we are now, it is hard to move forward. How are you going to successfully collect and collate the data to be sure it’s useful for the sector as a whole? The research project is ambitious, but we must learn more about how the industry works across the continent, where the gaps are, how we can improve investor confidence, and how we can change policy. We also want to learn how Africa can contribute to aerospace sustainability ambitions, and the only way we can do this is through independent research. To ensure meaningful results, we’re also taking a multi-phase approach so that, as we learn from each phase, we can adapt the next phase accordingly. We have retained the services of the highly experienced Seefeld Group, which has conducted numerous research projects in business aviation, has a global vision, and understands the nuances of different cultures and sectors. Their

B U S I N E S S AV I AT I O N IN AF RICA | AF BAA

knowledge of strategic marketing and behavioral economics means they understand how to efficiently source data, analyze it, and present it in meaningful ways. Through a combination of research techniques, the holistic study will explore multiple aspects of the sector to identify new markets and opportunities and create more resilient business operations. There are many misinformed perceptions about what African business aviation comprises, and this independent data will reframe the narrative and establish a comprehensive picture of the current landscape. You talk about perception, and I know that’s a genuine issue for African business aviation both from within Africa and internationally. How do you anticipate the new data will change perceptions, and in turn the industry? You are completely right; there are all sorts of myths about business aviation in Africa, and we hope with the research to do a bit of “myth-busting”. The fact is that accessing data about commercial airlines and carriers is relatively straightforward, easily verifiable, and publicly available, and therefore putting an economic value, whether that’s dollars or jobs created, on a commercial airline is quite straightforward. Unfortunately, for business aviation, data points are lacking, and, consequently, anecdotes remain our baseline for perception. Perception has been a challenge since AfBAA’s inception, but things are changing, and we are actively changing it. We’re messaging that Africa is not a dumping ground for old aircraft; that there is a growing homegrown workforce; and that corporate jets are not acquired through ill-gotten gains. We anticipate that the data will tell a more accurate story about the positive applications, domestic workforce professionalism and a fleet comprising a diverse set of modern as well as older aircraft. The data will replace assumptions with facts, enabling informed decision-making, more efficient fleet operations, and partnerships in a region where demand is fragmented, regulations vary, and infrastructure quality is uneven. It will change the way in which business aviation is perceived, operated, and delivered and we hope that it will expand the worldview of the sector.

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What types of business aviation are being included in the research – is it just looking at corporate jets, for example? Africa is not just a platform for jets but is a springboard for many advanced air mobility solutions. Remotely piloted aerial systems, hybrid-powered aircraft, helicopters, and eVTOLs are all considered part of the business aviation sector. We want to actively encourage members of these communities, as well as those from general aviation, to get involved with the association, so we want to include them in our research too. Maybe not at the beginning, but as we move through to the third phase, it will be important to know where these parts of the ecosystem intersect with business aviation. The adage that “necessity is the mother of invention” is often applied here as we look at new and exciting ways to cover the continent’s vast size. We believe that innovation will play a major part in our future flight opportunities. So what is a successful outcome for the research? What will this enable that does not yet exist? We all know that competition breeds improved services, competitive fees, and stimulates supply and demand. We think that generating transparent benchmarks will encourage healthy competition among service providers and enable them to make more informed decisions about strategy. We know that with better information, more stakeholders will have a better understanding of the industry’s needs. For example, it will enable airports to better understand the needs of business aviation, and will help regulators distinguish, for example, between an airline’s Boeing 787 and a tourist operator’s Pilatus PC12. Right now, many suppliers are unaware of the very different needs of a diverse collection of operators, which means that the same ground handler that is sent out to service a commercial aircraft will then be asked to switch to a business aircraft. The needs of these customers vary, and if we can help the suppliers understand this, they can adapt their services accordingly. We also believe that independent data will be important for regulatory intelligence. Quantifying the economic uplift from streamlining permits or harmonizing rules will

BU SIN ESS AVIATION IN A FR IC A | A FBA A

enable us to strengthen our industry advocacy within the SAATM and AfCFTA frameworks. It will support the dovetailing of business aviation with national objectives and highlight how we do not compete with but complement the commercial sector. What challenges do you think the research will help solve? What does successful research give AfBAA and also the wider industry? As we’re in the very early stages of the research, we still don’t know what we don’t know. However, we are aiming to provide stakeholders with data that will enable business aviation transformation in a positive way. Access to finance, registration, and insurance is notoriously difficult across the continent, but with rigorous data, we anticipate that acceptability and access to these key pillars of the industry will increase. This will support local operators to refinance older fleets, build fleets

around more efficient aircraft, support those seeking power-by-the-hour and parts pooling, and help regulators understand what the needs are. These are the basics of operations, whether you’re the owner of a single-engine turboprop, a helicopter, or a fleet. Better data means better operations, stronger advocacy, and profitable, resilient growth for African business aviation. Once we have the data in hand, our strategy will be to encourage those who can influence business aviation, both across Africa and beyond, to use the findings to shape perception, understanding, and operational access. If we can influence large representative organizations as well as smaller local regulatory bodies, we will raise the game for business aviation. It’s time to reframe African business aviation, and with the new research, AfBAA will have access to credible & easy-to-understand advocacy tools to change the narrative.

MORE ABOUT THE RESEARCH AfBAA, in collaboration with Seefeld Group — a long-standing behavioral economics consultancy specializing in business aviation — is conducting independent, objective market analysis to provide a more accurate and contextualized understanding of business aviation in Africa. The research examines market size and growth, evolving priorities, and perspectives on future development to help inform policy, investment, and industry decision-making. As the next phase, Seefeld Group will conduct a comprehensive survey of operators, industry providers and stakeholders to identify market priorities, unmet needs, barriers to growth, and what is required for business aviation to better support Africa’s economic development. Keen to learn more, participate, or become a survey sponsor? Visit AfBAA at the African Pavilion, Aviation Africa 2026 Contact Sam Keddle – General Manager, AfBAA sam.keddle@afbaa.org, +27 63 717 3460

Elite Wings business aviation guides aggregate knowledge from industry leaders, shapers, and analysts to deliver relevant information about the current state of the market and its future direction in each segment of our industry. We identify the key points to consider when selecting solutions, what to ask, and who to ask. Our motivation is to enable readers to make informed decisions when selecting, acquiring, and managing their business aviation strategies and decisions.

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M A N U FAC T U R E RS O F F E R I N G M A P

VERY LIGHT ENTRY LEVEL CIRRUS AIRCRAFT

HQ: Duluth, Minnesota Founded in 1984

LIGHT VLJ

LIGHT

HONDAJET ELITE II

HONDAJET ECHELON 2028 Expected

SUPER LIGHT

G3 VISION JET 2016 | 2026

HONDA AIRCRAFT HQ: Greensboro, North Carolina Founded in 2006

2015 | 2022

PILATUS AIRCRAFT

PC-24

HQ: Stans, Switzerland Founded in 1939

2018

EMBRAER

PHENOM 100EX

HQ: Sao Paulo, Brazil Founded in 1969

2008 | 2023

PHENOM 300EV 2009 | 2026

CITATION CJ3 GEN3

TEXTRON AVIATION CESSNA

CITATION M2 GEN3 1992 | 2027 Expected

HQ: Wichita, Kansas Founded in 1927

2004 | 2027 Expected

CITATION CJ4 GEN3

CITATION ASCEND 2025

2010 | 2026 Expected

DASSAULT AVIATION HQ: Paris, France Founded in 1929

BOMBARDIER

HQ: Montreal, Canada Founded in 1942

GULFSTREAM

HQ: Savannah, Georgia Founded in 1958

BUSINESS JET MODEL Year 1 | Year 2

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Year 1: Original model certification year Year 2: Latest updated model certification year

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M A N U FAC T U R E RS O F F E R I N G M A P

MEDIUM MIDSIZE

SUPER MIDSIZE

PRAETOR 500E

PRAETOR 600E

CITATION LATITUDE

CITATION LONGITUDE

2015 | 2026

2015

LONG RANGE LARGE

5,000 nm <

6,000 nm <

7,000 nm <

FALCON 6X

FALCON 8X

FALCON 10X 2027 Expected

GLOBAL 5500 2005 | 2019

GLOBAL 6500

GLOBAL 7500

G500

G600

G700

8,000 nm <

2015 | 2026

2019

FALCON 2000LXS

1995 | 2013

FALCON 900LX

2023

2016

1986 | 2010

CHALLENGER 3500 2004 | 2022

G300 2012 |

2027 Expected

CHALLENGER 650 1980 | 2015

G400 2026 Expected

2018

1999 | 2019

2019

2018

2024

GLOBAL 8000 2025

G800 2025

I N - P RO D U C T I O N B U S I N E S S J ET S

2 0 2 5 WO R L DW I D E D E L I V E R I E S * Very Light – Entry Level

106

2024

101

SF50 Vision Jet

Very Light

HondaJet

Phenom 100EX 72

Light

Citation M2

31 24 Phenom 300E

PC-24

Citation CJ3+

Super-Light

Citation XLS+ Gen 2 / Ascend Midsize

47 40

39 28

Praetor 500 2 2 / E L IT E W I N G S M AGA Z I N E © 2 0 2 6

Citation Latitude

Citation CJ4 Gen 2

I N - P RO D U C T I O N B U S I N E S S J ET S

2 0 2 5 WO R L DW I D E D E L I V E R I E S * 58

2024

Praetor 600

60 Super Midsize

Citation Longitude Challenger 3500

G280 Large

14 13 9 7

Falcon 2000LXS

Falcon 900LX

Challenger 650 27

Long Range | 5,000 nm

16 13 11

10 Falcon 6X

Global 5500

G500

34 Long Range | 6,000 nm

11 8 Falcon 8X

Global 6500

G600

Long Range | 7,000 nm

30 14

13 0 G700

Global 7500

G800

Global 8000

G650

* Deliveries estimate based on GAMA annual shipment report and data from Swiss aviation intelligence provider ch-aviation | www.ch-aviation.com

2 0 2 6 P U R P O S E - B U I LT | B U S I N E S S J ET S G U I D E

M A N U FAC T U R E RS O F F E R I N G M A P Very Light Jets

CIRRUS AIRCRAFT | G3 VISION JET

Very Light Jets

EMBRAER | Phenom 100EV

Very Light Jets

TEXTRON CESSNA | Citation M2 Gen3

Max Range*

1275 nm

Max Range*

1,178 nm

Max Range*

1,550 nm

Max Cruise Speed

311 KTAS

Max Cruise Speed

406 ktas

Max Cruise Speed

404 ktas

Takeoff Distance

2,036 ft

Takeoff Distance

3,190 ft

Takeoff Distance

3,210 ft

Landing Distance

1,628 ft

Landing Distance

2,430 ft

Landing Distance

2,590 ft

Max Cruise Altitude

31,000 ft

Max Cruise Altitude

41,000 ft

Max Cruise Altitude

41,000 ft

Avionics Garmin Manufacturer Engines manufacturer Williams International

Avionics Garmin Manufacturer Engines manufacturer Pratt & whitney

Avionics Garmin Manufacturer Engines manufacturer Williams International

Max passengers

6 + 1 Pilot

Max passengers

7 + 1 Pilot

Max passengers

7 + 1 Pilot

Cabin Volume

163 cu.ft

Cabin Volume

212 cu.ft

Cabin Volume

199 cu.ft

* 3 Occupants, 240 ktas, NBAA IFR reserves, Single Pilot

* 4 Occupants, LRC, NBAA IFR reserves

Very Light Jets

Light Jets

*Ferry mission, LRC, NBAA IFR reserves

Light Jets

HONDA AIRCRAFT | Hondajet ELITE II

TEXTRON CESSNA | CITATION CJ3 Gen3

HONDA AIRCRAFT | Hondajet Echelon

Max Range*

1,547 nm

Max Range*

2,040 nm

Max Range*

2,625 nm

Max Cruise Speed

422 ktas

Max Cruise Speed

416 ktas

Max Cruise Speed

450 ktas

Takeoff Distance

3,639 ft

Takeoff Distance

3,180 ft

Takeoff Distance

3,300 ft

Landing Distance

2,795 ft

Landing Distance

2,770 ft

Landing Distance

2,500 ft

Max Cruise Altitude

41,000 ft

Max Cruise Altitude

45,000 ft

Max Cruise Altitude

47,000 ft

Avionics Garmin Manufacturer Engines manufacturer GE-Honda

Avionics Garmin Manufacturer Engines manufacturer Williams International

Max passengers

7 + 1 Pilot

Max passengers

Cabin Volume

238 cu.ft

Cabin Volume

284 cu.ft

Cabin Volume

*4 Occupants, LRC, NBAA IFR reserves

*Ferry mission, LRC, NBAA IFR reserves

Light Jets

TEXTRON CESSNA | CITATION CJ4 Gen3

*1 Crew + 4 Pax, LRC, NBAA IFR reserves

Light Jets

PILATUS AIRCRAFT | PC-24

10 + 1 Pilot

Light Jets

EMBRAER | Phenom 300E

Max Range*

2,165 nm

Max Range*

2,040 nm

Max Range*

2,010 nm

Max Cruise Speed

451 ktas

Max Cruise Speed

440 ktas

Max Cruise Speed

464 ktas

Takeoff Distance

3,410 ft

Takeoff Distance

3,090 ft

Takeoff Distance

3,209 ft

Landing Distance

2,940 ft

Landing Distance

2,410 ft

Landing Distance

2,212 ft

Max Cruise Altitude

45,000 ft

Max Cruise Altitude

45,000 ft

Max Cruise Altitude

45,000 ft

Avionics Garmin Manufacturer Engines manufacturer Williams International

Avionics Honeywell Manufacturer Engines manufacturer Williams International

Avionics Garmin Manufacturer Engines manufacturer Pratt & Whitney

Max passengers

11 + 1 Pilot

Max passengers

10 + 1 Pilot

Cabin Volume

313 cu.ft

Cabin Volume

498 cu.ft

Cabin Volume

324 cu.ft

*Ferry mission, LRC, NBAA IFR reserves

2 4 / E L IT E W I N G S M AGA Z I N E © 2 0 2 6

*4 Passengers, 1 Pilot, LRC, NBAA IFR reserves

*5 Occupants, LRC, NBAA IFR reserves

2 0 2 6 P U R P O S E - B U I LT | B U S I N E S S J ET S G U I D E

M A N U FAC T U R E RS O F F E R I N G M A P Super Light Jets

TEXTRON CESSNA | Citation Ascend

Midsize Jets

TEXTRON CESSNA | Citation Latitude

Midsize Jets

EMBRAER | Praetor 500E

Max Range*

1,900 nm

Max Range*

2,700 nm

Max Range*

3,340 nm

Max Cruise Speed

441 ktas

Max Cruise Speed

446 ktas

Max Cruise Speed

466 ktas

Takeoff Distance

3,660 ft

Takeoff Distance

3,580 ft

Takeoff Distance

4,222 ft

Landing Distance

2,480 ft

Landing Distance

2,086 ft

Max Cruise Altitude

45,000 ft

Max Cruise Altitude

45,000 ft

Landing Distance Max Cruise Altitude

45,000 ft

Avionics Garmin Manufacturer Engines manufacturer Pratt & Whitney

Avionics Collins Aerospace Manufacturer Engines manufacturer Honeywell

Max passengers

Cabin Volume

501 cu.ft

Cabin Volume

701 cu.ft

Cabin Volume

705 cu.ft

*4 Passengers, LRC, NBAA IFR reserves

*4 Passengers, HSC, NBAA IFR reserves

*4 Passengers, LRC, NBAA IFR reserves

Super Midsize Jets

TEXTRON CESSNA | Citation Longitude

EMBRAER | Praetor 600E

BOMBARDIER | Challenger 3500

Max Range*

3,500 nm

Max Range*

4,018 nm

Max Range*

3,400 nm

Max Cruise Speed

483 ktas

Max Cruise Speed

466 ktas

Max Cruise Speed

M 0.83

Takeoff Distance

4,810 ft

Takeoff Distance

4,717 ft

Takeoff Distance

4,835 ft

Landing Distance

3,170 ft

Landing Distance

2,165 ft

Landing Distance

2,364 ft

Max Cruise Altitude

45,000 ft

Max Cruise Altitude

45,000 ft

Max Cruise Altitude

45,000 ft

Avionics Garmin Manufacturer Engines manufacturer Honeywell

Avionics Collins Aerospace Manufacturer Engines manufacturer Honeywell

Max passengers

Cabin Volume

761 cu.ft

Cabin Volume

826cu.ft

Cabin Volume

862 cu.ft

*4 Passengers, M 0.80, NBAA IFR reserves

*4 Passengers, LRC, NBAA IFR reserves

Super Midsize Jets

GULFSTREAM | G300

*4 PaX, 2 Crew, M 0.77 , NBAA IFR reserves

Large

BOMBARDIER | Challenger 650

Large

DASSAULT AVIATION | Falcon 2000LXS

Max Range*

3,600 nm

Max Range*

4,000 nm

Max Range*

4,000 nm

Max Cruise Speed

M 0.85

Max Cruise Speed

M 0.85

Max Cruise Speed

M 0.86

Takeoff Distance

4,780 ft

Takeoff Distance

5,640 ft

Takeoff Distance

4.675 ft

Landing Distance

2,720 ft

Landing Distance

2,402 ft

Landing Distance

2,260 ft

Max Cruise Altitude

45,000 ft

Max Cruise Altitude

41,000 ft

Max Cruise Altitude

47,000 ft

Avionics Honeywell Manufacturer Engines manufacturer Honeywell

Avionics Collins Aerospace Manufacturer Engines manufacturer GE Aerospace

Avionics Honeywell Manufacturer Engines manufacturer Pratt & Whitney

Max passengers

Cabin Volume

935 cu.ft

Cabin Volume

971 cu.ft

Cabin Volume

1,024 cu.ft

*4 Passengers, 2 Crew, M 0.80 , NBAA IFR reserves

*6 Passengers, LRC, NBAA IFR reserves

*6 Passengers, M0.80, NBAA IFR reserves

2 0 2 6 P U R P O S E - B U I LT | B U S I N E S S J ET S G U I D E

M A N U FAC T U R E RS O F F E R I N G M A P Large

DASSAULT AVIATION | Falcon 900LX

Large

GULFSTREAM | G400

Long Range | 5,000 nm

DASSAULT AVIATION | Falcon 6X

Max Range*

4,750 nm

Max Range*

4,200 nm

Max Range*

5,500 nm

Max Cruise Speed

M 0.87

Max Cruise Speed

M 0.90

Max Cruise Speed

M 0.90

Takeoff Distance

5,360 ft

Takeoff Distance

5,000 ft

Takeoff Distance

5,115 ft

Landing Distance

2,415 ft

Landing Distance

3,000 ft

Landing Distance

2,440 ft

Max Cruise Altitude

51,000 ft

Max Cruise Altitude

51,000 ft

Max Cruise Altitude

51,000 ft

Avionics Honeywell Manufacturer Engines manufacturer Honeywell

Avionics Honeywell Manufacturer Engines manufacturer Pratt & Whitney

Max passengers

Cabin Volume

1,264 cu.ft

Cabin Volume

1,441 cu.ft

Cabin Volume

1,843 cu.ft

*6 Passengers, M0.80, NBAA IFR reserves

Long Range | 5,000 nm

GULFSTREAM | G500

*8 Passengers, 3 Crew, M 0.85 , NBAA IFR reserves

Long Range | 5,000 nm

BOMBARDIER | Global 5500

*8 Passengers, 3 Crew, M 0.80 , NBAA IFR reserves

Long Range | 6,000 nm

DASSAULT AVIATION | Falcon 8X

Max Range*

5,300 nm

Max Range*

5,900 nm

Max Range*

6,450 nm

Max Cruise Speed

M 0.925

Max Cruise Speed

M 0.90

Max Cruise Speed

M 0.90

Takeoff Distance

5,300 ft

Takeoff Distance

5,340 ft

Takeoff Distance

5,880 ft

Landing Distance

3,100 ft

Landing Distance

2,207 ft

Landing Distance

2,240 ft

Max Cruise Altitude

51,000 ft

Max Cruise Altitude

51,000 ft

Max Cruise Altitude

51,000 ft

Avionics Honeywell Manufacturer Engines manufacturer Pratt & Whitney

Avionics Collins Aerospace Manufacturer Engines manufacturer Rolls Royce

Avionics Honeywell Manufacturer Engines manufacturer Pratt & Whitney

Max passengers

Cabin Volume

1,715 cu.ft

Cabin Volume

1,589 cu.ft

Cabin Volume

1,695 cu.ft

*8 Passengers, 3 Crew, M 0.85, NBAA IFR reserves

Long Range | 6,000 nm

BOMBARDIER | Global 6500

*8 Passengers, 3 Crew, M 0.85, NBAA IFR reserves

Long Range | 6,000 nm

GULFSTREAM | G600

*8 Passengers, 3 Crew, M 0.80, NBAA IFR reserves

Long Range | 7,000 nm

BOMBARDIER | Global 7500

Max Range*

6,600 nm

Max Range*

6,600 nm

Max Range*

7,700 nm

Max Cruise Speed

M 0.90

Max Cruise Speed

M 0.925

Max Cruise Speed

M 0.925

Takeoff Distance

6,145 ft

Takeoff Distance

5,700 ft

Takeoff Distance

5,760 ft

Landing Distance

2,236 ft

Landing Distance

2,900 ft

Landing Distance

2,237 ft

Max Cruise Altitude

51,000 ft

Max Cruise Altitude

51,000 ft

Max Cruise Altitude

51,000 ft

Avionics Collins Aerospace Manufacturer Engines manufacturer Rolls Royce

Avionics Honeywell Manufacturer Engines manufacturer Pratt & Whitney

Avionics Collins Aerospace Manufacturer Engines manufacturer GE Aerospace

Max passengers

Cabin Volume

1,690cu.ft

Cabin Volume

1,884 cu.ft

Cabin Volume

2,633 cu.ft

*8 Passengers, 4 Crew, M 0.85, NBAA IFR reserves

2 6 / E L IT E W I N G S M AGA Z I N E © 2 0 2 6

*8 Passengers, 4 Crew, M 0.85, NBAA IFR reserves

2 0 2 6 P U R P O S E - B U I LT | B U S I N E S S J ET S G U I D E

M A N U FAC T U R E RS O F F E R I N G M A P Long Range | 7,000 nm

GULFSTREAM | G700

Long Range | 7,000 nm

DASSAULT AVIATION | Falcon 10X

Long Range | 8,000 nm

GULFSTREAM | G800

Max Range*

7,750 nm

Max Range*

7,500 nm

Max Range*

8,200 nm

Max Cruise Speed

M 0.935

Max Cruise Speed

M 0.925

Max Cruise Speed

M 0.935

Takeoff Distance

6,250 ft

Takeoff Distance

< 6,000 ft

Takeoff Distance

5,812 ft

Landing Distance

3,250 ft

Landing Distance

< 2,500 ft

Landing Distance

3,250 ft

Max Cruise Altitude

51,000 ft

Max Cruise Altitude

51,000 ft

Max Cruise Altitude

51,000 ft

Avionics Honeywell Manufacturer Engines manufacturer Rolls Royce

Max passengers

Cabin Volume

2,603 cu.ft

Cabin Volume

2,780cu.ft

Cabin Volume

2,138 cu.ft

*8 Passengers, 4 Crew, M 0.85, NBAA IFR reserves

*8 Passengers, 4 Crew, M 0.80, NBAA IFR reserves

*8 Passengers, 4 Crew, M 0.85, NBAA IFR reserves

Long Range | 8,000 nm

BOMBARDIER | Global 8000 Max Range*

8,000 nm

Max Cruise Speed

M 0.95

Takeoff Distance

5,760 ft

Landing Distance

2,237 ft

Max Cruise Altitude

51,000 ft

Avionics Collins Aerospace Manufacturer Engines manufacturer GE Aerospace Max passengers

Cabin Volume

2,633 cu.ft

*8 Passengers, 4 Crew, M 0.85, NBAA IFR reserves

LATEST BUSINESS AVIATION GUIDES

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2 0 2 5 P R E - OW N E D G U I D E

B U S I N E S S J ET S O F F E R I N G T I M E L I N E PRODUCTION YEARS

1997

Manufacturer

Family

Eclipse Aerospace

Eclipse 500 / 550

Cirrus Aircraft

SF50 Vision Jet

Textron Aviation (Cessna)

CE-510 Citation Mustang

Textron Aviation (Cessna)

CE-525 Citation CJ1 / M2

Embraer

Phenom 100E/EV

Honda Aircraft Company

HA-420 HondaJet

Manufacturer

Family

Textron Aviation (Beechcraft)

Premier I

Textron Aviation (Cessna)

CE-525A Citation CJ2

Textron Aviation (Cessna)

CE-525B Citation CJ3

Textron Aviation (Beechcraft)

Hawker 400

Bombardier

Learjet 31A

Textron Aviation (Cessna)

CE-550 Citation Bravo

Textron Aviation (Cessna)

CE-560 Citation Encore

Textron Aviation (Cessna)

CE-525C Citation CJ4

Embraer

Phenom 300

Pilatus Aircraft

PC-24

Bombardier

Learjet 40 / 70

Manufacturer

Family

Textron Aviation (Cessna)

CE-560XL Citation XLS

Bombardier

Learjet 45 / 75

Manufacturer

Family

Textron Aviation (Cessna)

CE-650 Citation VII

Bombardier

Learjet 60

Gulfstream

G100 / 150

Textron Aviation (Beechcraft)

Hawker 800

Textron Aviation (Cessna)

CE-680 Citation Sovereign

3 0 / E L IT E W I N G S M AGA Z I N E © 2 0 2 6

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

VERY LIGHT Eclipse 500 265

Citation CJ1 433

LIGHT Premier I 133

Citation CJ2 243

Hawker 400A

Hawker 400XP 264 (All Models)

Learjet 31A 209

Citation Bravo 336

Citation Ultra

Citation Encore

279

169

Learjet 40

Learjet 40/XR 132

SUPER LIGHT Citation Excel

Citation XLS

370

330

Learjet 45

Learjet 45XR 454

MIDSIZE Citation VII 118

Learjet 60 316

IAI 1125 Astra SPX

G100

G150

126

Hawker 800XP

850XP

494

118

Sovereign 349

2 0 2 5 P R E - OW N E D G U I D E

B U S I N E S S J ET S O F F E R I N G T I M E L I N E 2008

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021

2022

2023

2024

2025

VERY LIGHT Eclipse 550 35

Vision Jet

Vision Jet G2

Vision Jet G2+ All models: 615

Citation Mustang 479

Citation CJ1+

Citation M2

102

M2 Gen2

309

Phenom 100

Phenom 100E

272

80 (in prod)

Phenom 100EV

Phenom 100XT

HondaJet

HondaJet Elite

18 (in prod)

Elite S

Elite II

All Elite models: 259

LIGHT Premier IA 165

Citation CJ2+ 226

Citation CJ3

CJ3+ Gen 2

Citation CJ3+

416

288

Hawker 400XP 264 (All Models)

Models

LEGEND:

Total produced

Citation Encore+ 66

Citation CJ4

CJ4 Gen2

113

Phenom 300

Phenom 300E

591

243 (in prod)

PC-24

282 (in prod)

Learjet 40/XR

Learjet 70

132

SUPER LIGHT Citation XLS+

XLS Gen2

311

Learjet 45XR

Learjet 75

454

155

MIDSIZE

Learjet 60XR 114

G150 126

Haker 900XP / Hawker 750 241

Sovereign 349

Sovereign+ 98

2 0 2 5 P R E - OW N E D G U I D E

B U S I N E S S J ET S O F F E R I N G T I M E L I N E PRODUCTION YEARS

1997

1998

1999

2000

2001

2002

2003

2004

2006

2007

MIDSIZE

Manufacturer

Family

Embraer

Legacy 450 / Praetor 500

Textron Aviation (Cessna)

CE-680A Citation Latitude

Manufacturer

Family

Textron Aviation (Cessna)

CE-750 Citation X / X+

Textron Aviation (Beechcraft)

Hawker 4000

Textron Aviation (Cessna)

CE-700 Citation Longitude

Bombardier

Challenger 300 / 350 / 3500

Embraer

Legacy 500 / Praetor 600

Gulfstream

G200 / 280

IAI Galaxy / G200

Manufacturer

Family

LARGE

Dassault Aviation

Falcon 2000

Bombardier

Challenger 600/604/605/650

Challenger 604

Dassault Aviation

Falcon 50

Falcon 50EX

Manufacturer

Family

SUPER LARGE

Dassault Aviation

Falcon 900

Embraer

Legacy 600 / 650

Bombardier

Challenger 850

Gulfstream

Gulfstream IV / G350 / 450

Manufacturer

Family

Dassault Aviation

Falcon 6X

Gulfstream

Gulfstream VII

Bombardier

Global (BD-700-1A11)

Bombardier

Global (BD-700-1A10)

Gulfstream

Gulfstream V / G500 / 550

Dassault Aviation

Falcon 7X / 8X

Gulfstream

Gulfstream VI / G650

Bombardier

Global 7500

Gulfstream

Gulfstream VIII

3 2 / E L IT E W I N G S M AGA Z I N E © 2 0 2 6

2005

SUPER MIDSIZE Citation X 317

Challenger 300 456

248

Falcon 2000

Falcon 2000EX / EX EASy

219

156

365

101

900B

Falcon 900EX / 900C

167

900EX EASy / 900DX

144

145

Legacy 600 192

CRJ Special Edition (SE) 25

GIV-SP

G400|G300

303

G450/G350 365

LONG RANGE

Global Express 148

Gulfstream V 194

LEGEND:

Models

Total produced

Gulfstream V-SP / G550 / G500 625

2 0 2 5 P R E - OW N E D G U I D E

B U S I N E S S J ET S O F F E R I N G T I M E L I N E 2008

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021

2022

2023

2024

2025

MIDSIZE Legacy 450

Praetor 500

90 (in prod)

Citation Latitude 410 (in prod)

SUPER MIDSIZE Citation X

Citation X+

317

Hawker 4000 79

Citation Longitude 128 (in prod)

Challenger 300

Challenger 350

456

CL 3500

429

144 (in prod)

Legacy 500

Praetor 600

117 (in prod)

G280

IAI Galaxy / G200

135

248

LARGE Falcon 2000 LXS / Falcon S

Falcon 2000LX /DX

2000LXS

107

152 (in prod)

Challenger 605

Challenger 650

288

159 (in prod)

SUPER LARGE 900EX EASy / 900DX

Falcon 900LX

145

94 (in prod)

Legacy 600

Legacy 650

192

Legacy 650E

Challenger 850 71

G450/G350 365

LONG RANGE Falcon 6X 10 (in prod)

G500/G600

G500

304 (in prod)

Global 5000

Global 5500

237

Global Express XRS

41 (in prod)

Global 6000

165

Global 6500

327

108 (in prod)

Gulfstream V-SP / G550 / G500 625

Falcon 7X

Falcon 7X / 8X

Falcon 8X

300 / 113

G650

409 (All models)

G650 / G650ER 598

Global 7500 250 (in prod)

G700

124 (in prod)

Typical business aircraft paper records ©Vision Aircraft Records

B U S I N E S S A I RC R A F T R E C O R D S T H E M O ST F R AG I L E C O M P O N E N T O F A J ET VA L U E By Mark Lowe Can you describe the ‘current state’ of business aircraft records? In a word: appalling. Looking at aircraft records and their administration today, we find records and logbooks that are all different shapes, sizes, and formats. We’ll find logbooks that are stuffed full of information that does not belong in the aircraft’s permanent record, as well as ones that are missing critical information that is required by the FAA. We’re not looking at just a few business aircraft. You will find these things to be universal, i.e. fleet wide. Almost every business aircraft based in the US or Canada have these types of inconsistent records. What are the various issues and risks associated with having paper records only?

Larry Hinebaugh Sr. Vice President - Vision Aircraft Records and Executive Director of The Foundation for Business Aircraft Records Excellence

3 4 / E L IT E W I N G S M AGA Z I N E © 2 0 2 6

Aircraft records are both important and valuable. Without records, even if only one is missing; the aircraft violates the regulations concerning its Standard Airworthiness Certificate, and so the aircraft is technically grounded and unairworthy. The industry-accepted value of aircraft records is between 1/3 and 1/2 of the aircraft’s market value.

PRE-OWN ED TR A N SAC TION S | VISION A IRC R A FT R EC OR D S

Additionally, in the 21st century we either back-up or insure valuable assets. With aircraft records we don’t do either. This is a real problem when paper records are easily damaged or destroyed by such things as food, water, coffee, age, wear and tear, sunlight, wind, fire, etc.

This is unacceptable for the leasing companies. Consequently, commercial aviation is way ahead of business aviation when it comes to scanning records to have an electronic back-up of the paper record.

And, of course, paper records can only reside in one place at a time. However, records are often needed in multiple places, by multiple people, working on or managing the aircraft.

What drove your passion to address this topic?

All-in-all paper records represent an archaic and dysfunctional recordkeeping system that was the only one available to us for most of the 20th century. But with the advent of things like the computer, the internet, the cloud, and today’s modern software; the continued use of a system that is so antiquated and out-of-date is simply not sustainable. To illustrate, a few real-life examples come to mind: (1) A Gulfstream 650 flight crew inadvertently left an aircraft logbook in the trunk of their rental car, never to be found again. The aircraft was returned to the leasing company with the logbook missing. Due to a lost FAA 8130 form, the aircraft owner had to pay $30,000 for a nosewheel steering unit that he could not prove had been replaced. (2) A VIP Boeing 727 that had been undergoing maintenance jumped the chocks, impaled itself into a hangar, and broke a fire suppression pipe. The aircraft logbooks were stored in the hangar and were damaged. Ironically this consequently proved to be more costly than the damage to the aircraft itself. Does commercial aviation also have the same issues and risks, or are there differences? Commercial aviation has the same issue of needing an electronic backup for their records. Most commercial operators keep every record and piece of paper generated on the aircraft for as long as they have it. This is because the leasing companies insist on getting all this information back to pass along to the next lessee. You can imagine that after years of operation, this is a sizable number of records (typically several pallets worth). Losing a box or pallet of an aircraft’s records when the aircraft is returned to the lessor can mean a significant financial hit (if not causing the aircraft to be unairworthy) when the leasing company goes to release the aircraft to a subsequent operator.

That’s easy. As an independent aircraft maintenance consultant for many years, I experienced so many aircraft record horror stories and spent so much time trying to understand chaotic and disorganized records. I wondered why we treat aircraft records with such carelessness and disrespect. After all, these records are the only real source of information (and not as one would think, maintenance tracking or other maintenance information) to back up and support the airworthiness of the aircraft. And so, I began to look for a better way to do aircraft recordkeeping. Please describe the benefits of having an electronic system, either as a backup to paper records or as a standalone solution. An electronic recordkeeping system addresses, and solves, almost every issue the business aircraft industry experiences from using paper records. This issue is currently costing our industry over $200M dollars every year in the United States alone. Electronic recordkeeping allows the records to be backedup (usually multiple times), allows the records to be viewed, searched, printed and updated by multiple people, from multiple locations at the same time (in other words ... the electronic record is as multi-locational as the aircraft itself), and the electronic record can be updated with new information easier and faster than the paper record can. The information in the electronic record can also be searched and found in seconds, as opposed to minutes or hours with paper (think a Google search instead of searching through a hard copy set of encyclopedias). In 2016, FAA published an Advisory Circular, AC 12078A providing standards and guidance for electronic signatures, electronic recordkeeping systems and electronic manual systems, can you give us a quick overview of some of the key requirements? Key requirements for the electronic recordkeeping / digital signature portion of this Advisory Circular revolve around the security and procedures suggested by the FAA for © 2 0 2 6 E L IT E W I N G S M AGA Z I N E / 3 5

PR E- OW N E D T R A N SAC T IONS | V IS ION AIRCRAF T RE CORD S

operators to move to an electronic recordkeeping system. The AC also discusses electronic manuals which the industry embraced several years ago, unlike the other areas of the Advisory Circular. Advisory Circulars are, of course, only suggestions by the FAA. However, complying completely with an Advisory Circular is the “easy button” for operators to submit changes to the FAA if they want them readily accepted or approved. What many operators don’t understand is the caveats in the AC delineating when an operator needs to get FAA approval or acceptance of their electronic recordkeeping program … and when they don’t. Most of these caveats involve whether the operator is strictly a Part 91 operator, or if they are operating as a certificate holder (ex: Part 125, 135, 129 or 145). Vision has a Compliance Matrix showing the FAA’s suggestions in the AC and how Vision complies with each suggestion. We are happy to share this Compliance Matrix with anyone wanting to see how we are complying. We can also supply any operator with generic GMM and GOP language for certificate holders to use Vision’s Electronic Recordkeeping System to go to paperless with their own maintenance records. We understand that Vision Aircraft Records has obtained the only FAA approved Aircraft Digital Logbook, meeting AC 120-78A. Can you tell us more about the essential features of this Secured Managed Aircraft Records Technology (S.M.A.R.T.) system, along with the challenges you overcame to achieve this FAA approval? Vision’s Secured Managed Aircraft Records Technology (S.M.A.R.T.) system is completely compliant with FAA Advisory Circular AC120-78A. Vision maintains a Compliance Matrix showing what the FAA is recommending and how Vision complies with each of these recommendations. This makes it easy for the FAA to accept an operator using Vision’s system for its electronic recordkeeping when petitioned. Additionally, we offer a draft Letter of Intent and draft General Maintenance Manual (GMM) description of our system for certificate holders that need to get FAA approval to change their aircraft recordkeeping system from paper to digital. The most difficult thing for any aviation vendor is that the FAA will not approve any new technology or system submitted by a vendor, just for the sake of getting FAA

3 6 / E L IT E W I N G S M AGA Z I N E © 2 0 2 6

approval. The request to the FAA to use new technology on a particular aircraft model must come from the aircraft operator itself. For vendors, this means that they must look to an aircraft operator that wants/needs to get FAA approval to employ the new system or technology on their aircraft. Fortunately, Vision now has several aircraft operators that have received approval from the FAA to use Vision’s Electronic Recordkeeping System to replace their paper system for their operation. This is a major milestone in finally ushering in electronic records. What challenges do you foresee to convince business jet operators to adopt electronic recordkeeping systems? Our industry is very risk adverse. This makes sense when you consider that the risks in our industry usually involve damage to expensive equipment and/or loss of life. But this aversion to risk also means resistance to change. However, change is exactly what the industry has been consistently going through since its beginning. Improving avionics; producing safer, more efficient aircraft; enhancing flight department safety and operations, etc. Switching from paper recordkeeping (that has been around for over a century) to electronic recordkeeping represents a change that we’ve been able to put off doing for decades. That makes electronic recordkeeping one of the final frontiers for an industry that must continually modernize, while at the same time remain resistant to change. Overcoming the challenges we have to adopt this new technology in our industry is simply realizing that electronic recordkeeping presents a safer, more efficient, and better way of doing things than using paper. I think when the industry begins to realize the many benefits of switching to electronic records, we’re going to see it quickly come to a tipping point where everyone involved with operating aircraft will want to change. I don’t think that day is very far off. Pentastar Aviation has recently announced the selection of Vision Aircraft Records as their official aircraft Logbook solution provider. Can you give us an overview of the integration process and required regulatory approvals for the migration to a new logbook software solution?

PR E-OWN ED TR A N SAC TION S | VISION AIRC R A FT R EC OR D S

The process for Vision Aircraft Records is simple. It doesn’t matter whether the operator is FAA registered or registered in another country; it doesn’t matter whether the operator is an FAA Part 91, 125, or 135 operator; it doesn’t even matter whether the operator wants to scan their paper records to include as the “Legacy” records, or just move forward to electronic recordkeeping: it’s all the same to Vision. Each of these circumstances uses the same Vision Electronic Recordkeeping program. What matters most is whether the operator wants to get FAA approval to use only electronic recordkeeping and stop using paper.

Vision Aircraft Records Digital Logbook system is the Business Aviation Industry’s most trusted electronic records platform. Securing and managing close to $1.5 billion in aircraft logbook value, Vision is meeting one of the greatest challenges in the aviation industry today. The conversion of over 100 years of “paper based” aircraft maintenance records into a digital data management system. The Vision company has delivered to market an FAA AC-120-78A approved Aircraft Digital Logbook that enables users to enter data directly into an accessible, researchable, and legally recognized electronic system.

According to AC 120-78A, any operator that wants to have electronic records as a back-up to their paper records can do so without needing FAA approval. It does not matter whether the operator operates their aircraft under Part 91, 121, 125, 129 or 135.

See visionaircraftrecords.com for more information.

To transition into electronic recordkeeping to replace their paper recordkeeping system; no approval of any kind is needed from the FAA if the operator is a Part 91 operator. According to AC 120-78A, only FAA Certificate Holders (Parts 121, 125, 129, 135, and 145) need to apply for FAA approval to use an electronic recordkeeping program to replace their paper recordkeeping system. In the past this would require approval from the FAA of a change to the operator’s AO25 Ops Spec. However, the FAA has now made that easier than ever by only requiring an “Acceptance” of using an electronic recordkeeping system to replace their paper recordkeeping program, thereby negating the need to amend their AO25 Ops Spec. In the case of Pentastar, they desired to move into electronic recordkeeping immediately with the aircraft they operate on their Part 135 Certificate. They moved into electronic recordkeeping without scanning any of the historical paper records associated with each aircraft. The plan is that only when a Pentastar aircraft is put up for sale would the paper records be scanned and included in the electronic record. Pentastar (or any operator) is able to do this because, again according to AC 120-78A, the only requirement of moving into an electronic recordkeeping system is that the historical paper record can be accessed and relied upon for its information when needed. The easiest thing to do is to scan the paper records to have in the electronic recordkeeping program, but that is not imperative.

About Larry Hinebaugh Larry has over 40 years of aircraft operations and maintenance experience, including 30+ years as a Director of Aircraft Maintenance operating numerous business and corporate aircraft on a world-wide basis. In 1999 Larry founded and operated Aviation Consulting Group, which for over twenty-five years has been overseeing VIP aircraft completions, accomplishing pre-purchase inspections and technical records audits, conducting 125/135 conformity inspections, and performing other business and corporate aircraft maintenance related activities. Concurrent with his role as Sr. Vice President of Vision, Larry serves as the Executive Director of The Foundation for Business Aircraft Records Excellence; a non-profit organization dedicated to improving the way we produce and manage aircraft documentation through education and technology awareness. Larry is at the forefront of business aviation’s move from its reliance on localized paper records “logbooks” that record the history and Airworthiness of an aircraft; to modern, secure, cloud-based electronic record keeping systems offering less costly 24/7 accessibility and control. © 2024 6 E L IT E W I N G S M AGA Z I N E / 3 7

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T U R B O P RO P S G U I D E SINGLE ENGINE

SINGLE ENGINE

PIPER AIRCRAFT | M500

SINGLE ENGINE

PIPER AIRCRAFT | M700 FURY

DAHER AIRCRAFT | TBM 960

Max Range*

1,000 nm

Max Range*

1,424 nm

Max Range*

1,730 nm

Max Cruise Speed

260 ktas

Max Cruise Speed

301 ktas

Max Cruise Speed

330 ktas

MTOW

5,092 lbs

MTOW

6,000 lbs

MTOW

7,615 lbs

Usable Fuel

170 USG

Usable Fuel

260 USG

Usable Fuel

292 USG

PAX

5 + 1 Pilot

PAX

5 + 1 Pilot

PAX

5 + 1 Pilot

Cabin Volume

165 cu.ft

Cabin Volume

165 cu.ft

Cabin Volume

123 cu ft

Number of Engines

Engine Manufacturer

Engine Manufacturer Engine Model

Pratt & Whitney Canada PT6A-52

Engine Manufacturer

Engine Model

Pratt & Whitney Canada PT6A-42A

Engine Model

Pratt & Whitney Canada PT6A-66D

Takeoff Power

1,090 eshp

Takeoff Power

1,090 eshp

Takeoff Power

1,825 eshp

Avionics Manufacturer Avionics Model

Garmin

Avionics Manufacturer Avionics Model

Garmin

Avionics Manufacturer Avionics Model

Garmin

G1000 NXi

* 5 Occupants Range at LRC

G3000

* Range at 292 ktas with 45 min reserve

SINGLE ENGINE

DAHER AIRCRAFT | TBM 980

G3000

*Range at 252 ktas cruise speed

SINGLE ENGINE

EPIC | E1000 AX

PILATUS AIRCRAFT | PC-12 PRO

Max Range*

1,730 nm

Max Range*

1,560 nm

Max Range*

1,765 nm

Max Cruise Speed

330 ktas

Max Cruise Speed

333 ktas

Max Cruise Speed

290 ktas

MTOW

7,615 lbs

MTOW

8,000 lbs

MTOW

10,450 lb

Usable Fuel

292 USG

Usable Fuel

264 USG

Usable Fuel

402 USG

PAX

5 + 1 Pilot

PAX

5 + 1 Pilot

PAX

10 + 1 Pilot

Cabin Volume

123 cu ft

Cabin Volume

184 cu.ft

Cabin Volume

330 cu.ft

Number of Engines

Engine Manufacturer

Engine Manufacturer Engine Model

Pratt & Whitney Canada PT6A-67A

Engine Manufacturer

Engine Model

Pratt & Whitney Canada PT6E-66XT

Engine Model

Pratt & Whitney Canada PT6E-67XP

Takeoff Power

1,844 shp

Takeoff Power

1,200 eshp

Takeoff Power

1,845 shp

Avionics Manufacturer Avionics Model

Garmin

Avionics Manufacturer Avionics Model

Garmin

Avionics Manufacturer Avionics Model

Garmin

G3000 PRIME

* Range at 252 ktas cruise speed

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* 5 Occupants range

G1000 NXi

G3000 PRIME

* 4 Passengers (800 lb). LRC, NBAA Reserves

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T U R B O P RO P S G U I D E SINGLE ENGINE

2025 2024

DUAL ENGINES

Source: General Aviation Manufacturers Association (GAMA) Turboprop Airplane Shipments Report

M500

TEXTRON BEECHCRAFT | DENALI

PIAGGIO AEROSPACE | P.180 AVANTI EVO

Max Range*

1,600 nm

Max Range*

1,770 nm

Max Cruise Speed

285 ktas

Max Cruise Speed

402 ktas

MTOW

12,100 lbs

Usable Fuel

476 USG

PAX

10 + 1 Pilot

PAX

8 + 2 pilot

Cabin Volume

334 cu.ft

Cabin Volume

486 cu.ft

Number of Engines

Engine Manufacturer

GE Aerospace

Engine Manufacturer

Engine Model

Catalyst

Takeoff Power

1,300 shp

Engine Model

Pratt & Whitney Canada PT6A-66B

Avionics Manufacturer Avionics Model

GARMIN

Takeoff Power

1,844 eshp

Avionics Manufacturer Avionics Model

Collins Aerospace

G3000

* 4 Passengers at LRC, NBAA Reserves

PC-12 NGX / PRO

M700

P.180 Avanti Evo 47

3 4

King Air 260

TBM 960

51 56

E1000GX/AX

King Air 360 / 360 ER 23 24

28 26

Pro Line 21

* Ferry mission at LRC, NBAA reserves

DUAL ENGINES

TEXTRON BEECHCRAFT| KING AIR 260

DUAL ENGINES

TEXTRON BEECHCRAFT | KING AIR 360

DUAL ENGINES

TEXTRON BEECHCRAFT | KING AIR 360ER

Max Range*

1,720 nm

Max Range*

1,806 nm

Max Range*

2,539 nm

Max Cruise Speed

310 ktas

Max Cruise Speed

312 ktas

Max Cruise Speed

303 ktas

MTOW

12,500 lbs

MTOW

15,000 lbs

MTOW

16,500 lbs

Usable Fuel

544 USG

Usable Fuel

539 USG

Usable Fuel

775 USG

PAX

8 + 1 Pilot

PAX

9 + 1 Pilot

PAX

14 + 1 Pilot

Cabin Volume

283 cu.ft

Cabin Volume

331 cu.ft

Cabin Volume

331 cu.ft

Number of Engines

Engine Manufacturer

Engine Manufacturer Engine Model

Pratt & Whitney Canada PT6A-60A

Engine Manufacturer

Engine Model

Pratt & Whitney Canada PT6A-52

Engine Model

Pratt & Whitney Canada PT6A-60A

Takeoff Power

1,346 eshp

Takeoff Power

1,218 eshp

Takeoff Power

1,218 eshp

Avionics Manufacturer Avionics Model

Collins Aerospace

Avionics Manufacturer Avionics Model

Collins Aerospace

Avionics Manufacturer Avionics Model

Collins Aerospace

Pro Line Fusion

* Ferry mission at LRC, NBAA reserves

Pro Line Fusion

* Ferry mission at LRC, NBAA reserves

Pro Line Fusion

* Ferry mission at LRC, NBAA reserves

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C O N N E C T I V IT Y G U I D E

ATG Network Offering Network

Bizav Offering Gogo Biz

Apcela ATG

Coverage

Service Launch

Speed

Service Provider

Plan Cost

2008

Up to 10 Mbps

Gogo 5G

Continental US + Canada

2026

Up to 80 Mbps

Apcela ATG

Continental US

2025

Up to 30 Mbps

$4,495 / $5,995

Gogo Apcela ATG

Low Earth Orbit (LEO) Satcom Network Offering Network

Bizav Offering

Coverage

Service Launch

Speed

Plan Cost

Service Provider Honeywell Forge

IRIDIUM

Iridium Certus

Fully Global

2019

GOGO

352 Kbps 1.4 Mbps (Planned)

ARINC DIRECT THALES FLYTLINK

ONEWEB

Gogo Galileo

Fully Global

2025

Up to 195 Mbps

$3.5K - $10.5K

GOGO

SPACEX Starlink

Starlink

Fully Global

2023

Up to 220 Mbps

$2K - $10K

STARLINK

LATEST BUSINESS AVIATION GUIDES Elite Wings 2026 Connectivity Guide Available May 2026

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C O N N E C T I V IT Y G U I D E Geostationary Orbit (GEO) Satcom Network Offering Frequency Band

Network Operator

Bizav Offering

VIASAT (ex-Inmarsat)

SwiftBroadband (SBB)

SES

Coverage

Global

Service Launch

2009

Speed

Plan Cost

Up to 432 Kbps

Pay-AsYou-Go or Subscription

Service Provider Honeywell Forge ARINC DIRECT GOGO

LuxStream

Near Global

2019

25 Mbps (CONUS) 15 Mbps (Global)

$7.4K $23.5K

ARINC DIRECT

FlexExec

Global

2018

Up to 50 Mbps

Customized

GOGO Honeywell Forge

VIASAT (Including ex-Inmarsat)

JetXP (including Viasat Ka & Jet ConneX)

Global

2024

Uncapped speed Subscription with Service Pricing Level Agreement

GOGO ARINC DIRECT Viasat Select

BUSINESS AVIATION CONNECTIVITY SERVICE PROVIDERS Gogo ATG

Gogo Biz

ATG 5G

Gogo 5G

Iridium Certus

Eutelsat OneWeb

SATCOM LEO

ARINCDirectSM

Honeywell Forge

Viasat Select

Starlink

SATCOM L-Band

Viasat SBB

Viasat SwiftJet

SATCOM Ku-Band

SES LuxStream

SATCOM Ka-Band

Starlink

Intelsat FlexExec

Viasat JetXP

GETTING TO GRIPS WITH CONNECTIVITY It’s an exciting time in the connectivity space. The introduction of new satellite networks, upgraded constellation technology, and increased hardware options for more airframe types is enabling connectivity in the air to emulate services on the ground for more owners and operators than ever before. The ongoing evolution brings more choices, enriched functionality, flexible, customizable pricing plans for customers…..and confusion. Jane Stanbury talks with Michael Skou Christensen, Chief Revenue Officer of Gogo, about what to think about when sourcing connectivity for business aircraft.

G ETTIN G TO G R IPS WITH CON N ECTIVITY | G OG O

Connectivity is developing rapidly, more providers are entering the landscape and new services seem to appear on a frequent basis. What should owners of aircraft look out for when they are selecting connectivity for their aircraft? The days of the one-size-fits-all model are gone, which makes doing your pre-buy research essential. At a basic level, connectivity still comprises three distinct systems. This includes the cabin and antenna hardware to receive the signals and distribute the data to the cabin devices, a subscription to a network, invariably managed by one of the industry’s service providers, and installation either by a reliable MRO or the OEM itself. Yet with the diversity of options available to operators, defining up front who will use it, on what type of airframe, what the connectivity will be used for, and where and how often the airframe flies will help avoid installations that are not fit for mission. For example, the needs of a Cessna Citation X operator in South Africa will be very different from those of a Dassault Falcon operator in Morocco. Identifying the requirements from the start will save valuable time, money, and management later.

OK, so what do you mean by “defining”? What are the key points to think about? The who will be using it refers to how many passengers will regularly require the connectivity. What it will be used for refers to cabin functionality; for example, is video conferencing, gaming, and streaming TV a priority, or is simply accessing the internet, mobile device applications, and making calls the key driver? Where and when the connectivity is used is also key. Is the aircraft operating solely in one country, or frequently traveling internationally? Airframes flying regularly may require a monthly always-on subscription, while a power-by-thehour option may benefit those that travel less frequently. If an airframe is likely to be owned by the same proprietor for several years, a system that can be easily upgraded to stay current may be more suitable. This can differ from a corporate fleet that buys new every three years. Larger airframes may benefit from installing two or more systems to ensure uninterrupted coverage. In contrast, light- to mid-size airframes are likely to opt for a single terminal that supports regional travel. Network selection will be informed by the geographic area of operations. A satellite communication, SATCOM,

GET T I N G TO G R I P S WIT H CONNE CT IV IT Y | GOGO

on the system and network selection, and they can be stowed within the cabin or in the unpressurized fuselage area. With the router, antenna, and satellite service or tower network, connectivity is enabled. It sounds simple, doesn’t it, but it’s actually very complicated, which is why working with a company that has innovated and purpose-built the technology specifically for business aviation and has long and strong relationships with best-in-class airtime providers is a real advantage. solution will meet global connectivity needs by connecting an onboard terminal system with one of the increasing number of constellations located either in low Earth orbit, LEO, geostationary orbit, GEO, or highly elliptical orbit, HEO, for polar connectivity. An air-to-ground (ATG) network will support regional activity. As the name suggests, ground stations support the ATG solution using a network of terrestrial towers deployed across the continent that point upwards to enable aircraft connectivity. Offered uniquely in North America, ATG is ideal for those that regularly fly within the North Americas and can complement a SATCOM system. What does each aircraft need to get connectivity? Is it simply an antenna on the tail and how does this work for aircraft from the light categories that may not be able to support a tail mount antenna? So, as we’re establishing, each aircraft will have different needs, but the basic premise is that whichever network is selected, it needs to connect to dedicated aircraft hardware. This breaks down into three main components. The antenna, which, will be located on the aircraft tail or on the fuselage. For ATG services, the antenna is positioned on the belly of the airframe. Each antenna includes steering electronics and transceivers that send and receive data from the satellite network or towers. The tail-mount antennas move using gimbals to “see” the satellite they connect with and are invariably supported by GEO and HEO constellations. The flat panels are electronically steered, with no moving parts, and use phased arrays to connect to LEO networks. To link the satellite to cabin devices, routers, Wi-Fi extension units, and modems enable transmission of received and transmitted signals to and from digital devices in the cabin. The number and size of the boxes will depend

With multiple networks available, there are multiple options to choose from. How does Gogo advise customers what to choose? Gogo is a network-neutral provider of connectivity for the business aviation sector. All we do, and have done for the last thirty years, is satisfy government and business aviation connectivity needs globally. We really do know how to provide the most suitable solutions for each mission need. Connectivity is delivered primarily through dedicated service providers, which offer plans that suit each operator’s mission profile. Beyond facilitating connectivity, we provide a series of value-adds. These include training for each customer; in fact, our entry-into-service team will even fly on wing with customers to ensure they can optimize their systems. As data transmission rates increase, and data powers our world, we’re also conscious of the need to provide cybersecurity support to mitigate associated risks of data transmission. These value-added services may also include customized apps, network partner management to support uninterrupted coverage, and training for cabin crew, MROs and inflight technicians. Increasingly, operators and owners will install two systems linking to different networks to ensure continuous coverage, more efficient budgeting, or to amplify bandwidth to and from the cabin. This multi-system selection will likely become the status quo for airframes circumnavigating the globe to ensure consistent coverage. Once an owner has decided on a connectivity system, what are the next steps? Dependable, high-performance airborne global connectivity is now an expectation, but it is only possible through

G ETTIN G TO G R IPS WITH CON N ECTIVITY | G OG O

the installation of the right equipment by skilled avionics professionals. Gogo has developed an international network of MRO partners that are familiar with the products and services our customers use. This means that wherever our customers are in the world, they are never far from an installation team or a support system. Installation is available from either the aircraft manufacturer and can be selected prior to delivery, or from a network of maintenance, repair, and overhaul. Our MRO facilities act as approved vendors for our hardware and service providers. Retrofit options are made possible through supplemental type certificates confirming that the equipment is approved to be fitted onto an airframe without compromising safety. The retrofit market typically offers a wider variety of system choices, and in some cases, newly delivered airframes may also have a second system fitted by MRO teams. How does Gogo support owners and operators’ access to these high-tech services? Principals and charter customers expect connectivity; it has become a necessity, not a nice-to-have. As the options have increased and the potential for light categories of aircraft to also have connectivity increases, we are focused on providing more access to its full potential. This is why we’ve introduced Gogo Flexible Financing. The new three-year structure provides a streamlined pathway to upgrade connectivity without stretching bud-

gets and committing op-ex. Sticking to our philosophy of just making connectivity work, we’ve made it as simple as possible to access the financing. Customers will inevitably need to pass a credit check, but the only other stipulations are that they must sign up for the approved service plan and our FlightDeck Freedom trip planning solution. The 36-month, fixed-term financing program with 0% interest can be adapted to evolving needs. If a customer needs to cancel, they need only pay the remaining financed amount at the time the service is canceled, along with any remaining amount on the service term (in accordance with our standard terms and conditions); there is no penalty fee for early termination. We’ve effectively devised a product that bundles hardware and service into one predictable monthly plan, for a world-class connectivity upgrade with zero upfront investment on the required hardware. Our customers can trust us to advise and support their connectivity management lifecycle practically and financially. What is your final word to those considering equipping their aircraft with connectivity? Do your homework. Choose wisely and choose well, and connectivity installation will enhance the passenger experience, support asset value retention, and future-proof the aircraft as the technology continues to advance.

THE WORLD’S MOST POWERFUL BUSINESS AVIATION EVENT Step into the future of business aviation at the 2026 NBAA Business Aviation Convention & Exhibition (NBAA-BACE). NBAA-BACE is where you can get up close with the newest business aircraft, meet legendary heroes of flight and witness epic announcements. It’s where business aviation comes together – not just to do business, but to connect, belong and celebrate the shared passion that unites our industry.

LEARN MORE nbaa.org/2026

B I Z L I N E RS QUICK GUIDE

THE MODIFIED A I R L I N E RS ( B I Z L I N E RS ) E C O SYST E M

MODIFIED AIRLINERS Bizliners are commercial airliners modified for a lower passenger count usage in business aviation missions. They are mainly used for government transportation including head-of-state (~45% of the market), private including corporate operations (~40%), and charter operations (~15%). Since most regional and narrow-body ranges are fuel limited at lower payload, OEMs or completion centers will certify Auxiliary Fuel Tanks (ACT) installation on these jets to increase their range capability. Boeing in collaboration with General Electric launched Boeing Business Jets in 1996 followed by Airbus who entered the market in 1997 with the launch of Airbus Corporate Jets business unit. Bizliners have a large number of benefits in comparison with purpose-built business jets, notably their large cabin and baggage capability but also some drawbacks in terms of performance, mission capabilities, and versatility. © 2 0 2 6 E L IT E W I N G S M AGA Z I N E / 4 7

COMPLETION CENTERS

Green BBJ enroute to outfitting

In contrast to purpose-built business jets that are delivered ready for operations straight from aircraft OEMs. Bizliners are delivered unpainted, with only a green primer application, hence known as ‘green’. (generally) not painted with only a green primer application. The interior is literally empty and requires design and outfitting at a completion center. Completion centers often offer customized interior design, engineering, and certification of the interior outfitting and additional modifications such as airstairs, connectivity, inflight entertainment systems, and even airborne protection systems for government and VVIP aircraft. Completion centers will also perform the interior installation and final certification. Completion centers also specialise in bizliners in-service maintenance and follow-on cabin retrofits.

INTERIOR DESIGN

A Boeing 787 at Greenpoint Technologies, a Safran Company, for interior completion

Bizliners offer the ultimate customization opportunity for having a jet crafted absolutely down to the last detail in accordance with customers’ needs. Interior designers will design the optimum cabin through a thorough understanding of client needs, cultural requirements, and expectations. Although most completion centers offer their internal design team, independent interior designers are often hired by customers or completion centers. These independent interior designers will not only bring their experience in aviation but also from other luxury markets such as yachts, luxury residences, and high-end hotel designs.

COMPLETION MANAGEMENT

London-based ALTEA offers bizliners completion management and VVIP interior design

Although the completion process may seem complex, customers can rely on completion managers who will work closely with the interior designer and completion center, to transition design intent into a cabin that is comfortable, functional, and reliable, and then oversee the entire outfitting process to ensure that client expectations, budget and quality standards are met.

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M O D I F I E D A I R L I N E RS G U I D E NARROW BODY AIRLINERS

NARROW BODY AIRLINERS

AIRBUS | ACJ TwoTwenty

NARROW BODY AIRLINERS

AIRBUS | ACJ319neo

BOEING | BBJ Max 7

Max Range*

5,650 nm

Max Range*

6,750 nm

Max Range*

7,000 nm

Max Cruise Speed

M 0.82

Max Cruise Speed

M 0.82

Max Cruise Speed

M 0.82

MTOW

139.000 lbs

MTOW

170,417 lbs

MTOW

177,000 lbs

Max Fuel Capacity

7,550 USG

Max Fuel Capacity

9,880 USG | 5 ACTs

Max Fuel Capacity

10,464 USG

Cabin Surface

786 sq ft

Cabin Surface

893 sq ft

Cabin Surface

884 sq ft

Engine manufacturer

Pratt & Whitney

Engine manufacturer

Pratt & Whitney | CFM

Engine manufacturer

CFM

Engin Model

PW1500G

Engin Model

PW1127G | LEAP-1A26

Engin Model

LEAP-1B27

Engin Thrust

24,000 lbf

Engin Thrust

26,800 lbf | 26,600 lbf

Engin Thrust

28,040 lbf

* 8 Pax, LRC, NBAA IFR reserves

NARROW BODY AIRLINERS

* 8 Pax, 4 Crew, LRC, NBAA IFR reserves, 7 ACTs

NARROW BODY AIRLINERS

AIRBUS | ACJ320neo

NARROW BODY AIRLINERS

BOEING | BBJ Max 8

BOEING | BBJ MAX 9

Max Range*

6,000 nm

Max Range*

6,640 nm

Max Range*

6,515 nm

Max Cruise Speed

M 0.82

Max Cruise Speed

M 0.82

Max Cruise Speed

M 0.82

MTOW

174,165 lbs

MTOW

181,200 lbs

MTOW

194,700 lb

Max Fuel Capacity

9,075 USG | 4 ACTs

Max Fuel Capacity

10,470 USG

Max Fuel Capacity

11,005 USG

Cabin Surface

1,033 sq ft

Cabin Surface

1,025 sq ft

Cabin Surface

1,120 sq ft

Engine manufacturer

Pratt & Whitney | CFM

Engine manufacturer

CFM

Engine manufacturer

CFM

Engin Model

PW1127G | LEAP-1A26

Engin Model

LEAP-1B28

Engin Model

LEAP-1B28

Engin Thrust

26,800 lbf | 26,600 lbf

Engin Thrust

29,320 lbf

Engin Thrust

29,320 lbf

* 8 Pax, LRC, NBAA IFR reserves

* 8 Pax, 4 Crew, LRC, NBAA IFR reserves, 7 ACTs

NARROW BODY AIRLINERS

* 8 Pax, 4 Crew, LRC, NBAA IFR reserves, 7 ACTs

WIDE BODY AIRLINERS

AIRBUS | ACJ321neo

WIDE BODY AIRLINERS

AIRBUS | ACJ330-800

AIRBUS | ACJ330-900

Max Range*

4,200 nm

Max Range*

10,400 nm

Max Range*

9,900 nm

Max Cruise Speed

M 0.82

Max Cruise Speed

M 0.86

Max Cruise Speed

M 0.86

MTOW

213,800 lbs

MTOW

553,400 lb

MTOW

553,400 lb

Max Fuel Capacity

8,700 USG

Max Fuel Capacity

36,750 USG

Max Fuel Capacity

36,750 USG

Cabin Surface

1,302 sq ft

Cabin Surface

2,325 sq ft

Cabin Surface

2,616 sq ft

Engine manufacturer

Pratt & Whitney | CFM

Engine manufacturer

Rolls-Royce

Engine manufacturer

Rolls-Royce

Engin Model

PW1133G | LEAP-1A33

Engin Model

Trent 7000

Engin Model

Trent 7000

Engin Thrust

32,700 lbf | 32,900 lbf

Engin Thrust

72,834 lbf

Engin Thrust

72,834 lbf

* 8 Pax, LRC, NBAA IFR reservces

* 25 Passengers, LRC, NBAA IFR reserves

2 0 2 5 I N - P RO D U C T I O N

M O D I F I E D A I R L I N E RS G U I D E WIDE BODY ARILINERS

WIDE BODY ARILINERS

BOEING | BBJ787-8

EXTRA WIDE BODY AIRLINERS

BOEING | BBJ787-9

AIRBUS | ACJ350-900

Max Range*

9,945 nm

Max Range*

9,485 nm

Max Range*

11,100 nm

Max Cruise Speed

M 0.90

Max Cruise Speed

M 0.90

Max Cruise Speed

M 0.89

MTOW

502,500 lbs

MTOW

560,000 lbs

MTOW

606,200 lbs

Max Fuel Capacity

33,340 USG

Max Fuel Capacity

33,380 USG

Max Fuel Capacity

37,248 USG

Cabin Surface

2,415 sq ft

Cabin Surface

2,775 sq ft

Cabin Surface

2,905 sq ft

Engine manufacturer

GE | Rolls-Royce

Engine manufacturer

GE | Rolls-Royce

Engine manufacturer

Rolls-Royce

Engin Model

GEnx-1B70 | Trent 1000-D 70,000 lbf | 70,200 lbf

Engin Model

GEnx-1B74/75 | Trent 1000-K 74,500 lbf | 74,400 lbf

Engin Model

Trent XWB-84

Engin Thrust

84,000 lbf

Engin Thrust

* 25 Passengers, LRC, NBAA IFR reserves

EXTRA WIDE BODY AIRLINERS

Engin Thrust

* 25 Passengers, LRC, NBAA IFR reserves

EXTRA WIDE BODY AIRLINERS

AIRBUS | ACJ350-1000

EXTRA WIDE BODY AIRLINERS

BOEING | BBJ 777-8

BOEING | BBJ 777-9

Max Range*

9,850 nm

Max Range*

11,645 nm

Max Range*

11,000 nm

Max Cruise Speed

M 0.89

Max Cruise Speed

M 0.89

Max Cruise Speed

M 0.89

MTOW

696,200 lbs

MTOW

775,000 lbs

MTOW

775,000 lbs

Max Fuel Capacity

41,210 USG

Max Fuel Capacity

52,300 USG

Max Fuel Capacity

52,300 USG

Cabin Surface

3,315 sq ft

Cabin Surface

3,256 sq ft

Cabin Surface

3,689 sq ft

Engine manufacturer

Rolls-Royce

Engine manufacturer

GE Aerospace

Engine manufacturer

GE Aerospace

Engin Model

Trent XWB-97

Engin Model

GE9X-93B1A

Engin Model

GE9X-105B1A

Engin Thrust

97,000 lbf

Engin Thrust

93,000 lbf

Engin Thrust

105,000 lbf

* 25 Passengers, LRC, NBAA IFR reserves

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