ELITE WINGS MAGAZINE - 2026 Pre-Owned Guide by ELITE WINGS

ISSUE 9 | 2026

E LITE WINGS MAGAZINE

ELITE-WINGS.COM

2026

PRE-OWNED

BUSINESS JETS GUIDE SCAN THE QR CODE FOR THE LATEST DIGITAL VERSION

AIRCRAFT SALES & ACQUISITIONS A LEGACY OF EXPERTISE, INNOVATION AND RELIABILITY SPANNING 70 YEARS. At Duncan Aviation, we understand that buying or selling a private jet is not just a simple asset transaction, but part of a bigger picture. As your vital advisors, we take the time to truly understand your goals and offer thoughtful insights, market intelligence, operational expertise, and comprehensive support solutions for your entire ownership experience. Our team’s dedication and vast network of industry connections ensure that every decision you make is thoroughly informed, aligning perfectly with your unique mission and aspirations. 2 / E L IT E W I N G S M AGA Z I N E © 2 0 2 5

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ELITE WINGS MAGAZINE ISSN 2816-4040

Elite Wings publishes timely, structured, validated, unbiased, and relevant business aviation intelligence.

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EDITOR-IN-CHIEF Abdelmajid Jlioui abdelmajid.jlioui@elite-wings.com

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

EDITORIAL DIRECTOR Jane Stanbury jane.stanbury@elite-wings.com

SENIOR EDITOR Mark Lowe mark.lowe@elite-wings.com

CONTACTS Editorial: editorial@elite-wings.com General Inquiries: info@elite-wings.com Advertising: ads@elite-wings.com

Cover Image: Duncan family-owned Citation CJ3+ with 46-colour paint refurbishment by Duncan Aviation © Duncan Aviation

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 © 2024 All rights reserved. Reproduction in whole or in part without permission of Elite Wings Media is strictly prohibited.

WELCOME TO T H E 2 0 2 6 P R E - OW N E D B U S I N E S S J ET S G U I D E F RO M E L IT E W I N G S Acquiring a pre-owned business jet delivers many advantages and is often a savvy move for buyers looking for cost-effective, strategically sound and timely access to a business aircraft. Choosing a pre-owned airframe can significantly lower initial investment costs, reduce depreciation costs, and with careful planning can be customised for the individual owner’s specific needs. Research and planning are essential to ensure the right choice, and with this edition of the Elite Wings Pre-Owned Guide we want to enable readers to make informed decisions when selecting, acquiring, and managing a purchase. We created this guide to provide a trusted resource full of relevant and timely knowledge from industry leaders, shapers, and analysts who are intensely familiar with this complex landscape. We identify the key points to consider when selecting aircraft, identify what to ask who and when, to help streamline the process. Brokers, MROs and OEMs give their input on how to manage a pre-owned aircraft, while industry experts share information about the range of considerations to make.

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The guide is formulated to detail the benefits of each out of production aircraft enabling readers to simply identify suitable models for their mission needs. Like any journey acquiring an aircraft is a long process that starts with a single step, and we hope the guide will help navigate the journey. We know that it’s a dynamic market, which is why we publish this resource annually; however, if you have questions about an article, find information lacking or would like to read more about the subject, please do let us know. These guides are for you, our industry colleagues, and your feedback is most welcome.

Jane

PRE-OWNED 2026 BUSINESS JETS

GUIDE

I N T E RV I E W S

IADA State of the Global Pre-Owned Market

ECHO AVIATION LEASING State of Pre-Owned Financing

AIRCRAFT RECORDS The Blockchain Opportunity in Business Aviation

CHARTERING WITH CONFIDENCE The keys to a seamless private aviation experience with STACK.Aero

FAST AIR Operating a Mixed Fleet to Best Serve Western Canada

WHY PRE-OWNED MAY BE THE NEW PREMIUM Exploring the Customization Advantage with Duncan Aviationn

39 40

44 48

ELITE WINGS DESIGN AWARDS 2026 AWARD WINNER BUSINESS JETS | RETROFIT PROJECT LONG RANGE CATEGORY Bombardier Global XRS By Shalini Misra Design In Collaboration with AeroVisto Interior Services AG SUPER LARGE CATEGORY Embraer Legacy 650 By F/LIST LARGE CATEGORY Verdant Sky Falcon 2000 By Sarah Larranaga In Collaboration with West Star Aviation MIDSIZE CATEGORY Challenger 350 By Duncan Aviation 2026 AWARD WINNER BUSINESS JETS | EXTERIOR LIVERY

PAINT REFURBISHMENT G-IV Speed In Motion By Duncan Aviation

MIDSIZE

2026 PRE-OWNED BUSINESS JETS GUIDE

110

Learjet 60

112

G100 / 150

114

Hawker 800

116

CE-680 Citation Sovereign

118

Legacy 450 / Praetor 500

120

CE-680A Citation Latitude SUPER MIDSIZE

VERY LIGHT

Eclipse 500 / 550

SF50 Vision Jet

CE-510 Citation Mustang

CE-525 Citation CJ1 / M2

Phenom 100E / 100EV / 100EX

HA-420 HondaJet LIGHT

122

CE-750 Citation X / X+

124

Hawker 4000

126

CE-700 Citation Longitude

128

Challenger 300 / 350 / 3500

130

Legacy 500 / Praetor 600

132

G200 / 280 LARGE

134

Falcon 2000

136

Falcon 50

Premier I

CE-525A Citation CJ2

CE-525B Citation CJ3

140

Falcon 900

Hawker 400

142

Legacy 600 / 650

Learjet 31A

144

Challenger 850

CE-550 Citation Bravo

146

Gulfstream IV / G300 / 350 / 400 / 450

CE-560 Citation Encore

CE-525C Citation CJ4

148

Global Express / 6000 / 6500 / 5000 / 5500

Phenom 300

150

Gulfstream V / G500 / 550

100

PC-24

152

Gulfstream VII / G500 / 600

102

Learjet 40 / 70

154

Falcon 6X

156

Falcon 7X / 8X

SUPER LIGHT

SUPER LARGE

LONG RANGE

104

CE-560XL Citation Excel / XLS / ASCEND

158

Gulfstream VI / G650 / G650ER

106

Learjet 45 / 75

160

Global 7500 / Global 8000

108

CE-650 Citation VII

162

Gulfstream VIII / G700 / G800

BUY WITH CONFIDENCE. SELL WITH CREDIBILITY. Every aircraft on AircraftExchange.com is represented by an IADA Accredited Dealer— rigorously vetted for ethics, transparency, and expertise.

A Message from the International Aircraft Dealers Association The International Aircraft Dealers Association (IADA) is proud to once again serve as an advisor to Elite Wings on its 2026 guide to buying a pre-owned aircraft. Each year, pre-owned transactions outnumber new aircraft transactions by more than three to one, making the pre-owned market the backbone of business aviation. IADA works to keep that market strong and trustworthy. Demand for pre-owned business aircraft continues to climb. Buyers want availability, value, and speed to market, and the pre-owned sector delivers all three. It is also where the stakes are highest. Every aircraft carries its own history, condition, and documentation, and evaluating those details takes specialized expertise. That is why choosing a qualified

dealer or broker is the most important decision a buyer will make. For more than thirty years, IADA has worked to elevate the entire business aviation market by advocating for ethical standards, professional accountability, transparency, and exceptional service. IADA Accredited Dealers and IADA Certified Brokers are involved in nearly half of the world's pre-owned business aircraft transactions. Each has met IADA's rigorous accreditation or certification requirements and is bound by the IADA Code of Ethics. When you buy through an IADA Accredited Dealer or Certified Broker, you work with a qualified professional held to a higher standard.

Soaring Ahead, Lou Seno Executive Director, IADA © 2 0 2 5 E L IT E W I N G S M AGA Z I N E / 9

STAT E O F T H E P R E - OW N E D M A R K E T F RO M I A DA By Abdelmajid Jlioui

The pre-owned market remains a critical part of business aviation. As the industry continues to evolve in 2026, how do you see IADA’s role in supporting the growth and long-term health of business aviation? IADA’s vision is to set the global standard for business aircraft transactions, and that becomes increasingly important as the market grows more complex. Buyers and sellers need to know they are dealing with experienced professionals who operate with integrity, transparency and accountability.

A conversation with IADA Vice Chair John Odegard, Founder & Partner of IADA-Accredited Dealer 5x5 Trading

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IADA-Accredited Dealers represent approximately 17% of aircraft dealers worldwide but account for more than 50% of global pre-owned aircraft transactions. That gives our members a meaningful role in the health of the overall business aviation marketplace.

STATE OF TH E M A R KET | IA DA

But our impact goes beyond transaction volume. IADA provides accreditation for dealer organizations, certification for individual brokers and access to a worldwide network of transaction specialists, manufacturers and verified products and services companies. Together, those resources help transactions move more efficiently while reducing risk for aircraft owners and buyers. A healthy pre-owned market also helps drive the entire business aviation ecosystem. When aircraft change hands efficiently, it supports new aircraft purchases, financing, insurance, maintenance, upgrades, management and flight operations. Our objective is to help make that marketplace more professional, transparent and dependable. The market entered 2026 following a very strong finish to 2025. What are the most important findings from IADA’s latest market report, and what do they tell us about buyer and seller sentiment? The first half of 2026 has been considerably stronger than many people expected. IADA dealers closed 746 aircraft transactions during the first six months of the year, a 21% increase compared with the same period in 2025. We also saw 536 aircraft placed under acquisition agreements, up 8%, while dealers purchased 118 aircraft for inventory, an 87% year-over-year increase. That willingness of dealers to commit their own capital is another indication of confidence in the underlying market.

The biggest issue today is not a lack of demand. It is finding the right aircraft. High-quality, late-model inventory remains historically tight, particularly in newer midsize, super-midsize and large-cabin aircraft. That scarcity is supporting values and giving sellers greater negotiating leverage. Another important indicator is that only 67 aircraft received price reductions during the first half, 11% fewer than a year earlier and the lowest number since IADA began tracking that metric in 2023. Overall, I would characterize the market as healthy, active and increasingly seller-driven. Buyers are still very much in the market, but when the right aircraft appears, they need to be prepared to make decisions quickly. The return of permanent 100% bonus depreciation contributed to the strong finish in 2025. How is it influencing the market in 2026, and how do you expect this year to compare with 2025? Bonus depreciation remains an important demand driver in the United States, but one significant difference this year is that it is now a permanent part of the tax environment rather than an incentive facing an immediate phaseout. That gives buyers and their tax advisers greater certainty and allows transactions to be planned more strategically. We are already seeing the impact of that demand com-

STATE O F T H E M A R K ET | IADA

bined with other favorable conditions. Strong equity markets, acceptable financing conditions, lengthy OEM delivery backlogs and limited availability of desirable preowned aircraft are all supporting activity. IADA members rated current market conditions at 3.45 on a five-point scale in the second quarter, compared with 3.07 a year earlier. Expectations for demand have also remained remarkably consistent.

cross-border transactions? That is one of the greatest strengths of IADA. Aircraft transactions have always been complicated, but international transactions can involve multiple jurisdictions, import and export requirements, tax considerations, tariffs, sanctions, registration issues, financing, insurance, title, escrow and regulatory compliance.

Following 1,630 closed transactions by IADA dealers in 2025, the 21% year-over-year increase through the first half of 2026 provides a very strong foundation for the year.

No individual broker can reasonably be an expert on every jurisdiction. What differentiates an IADA professional is access to a worldwide network of experienced dealers, brokers and transaction specialists who can provide knowledge and resources when those issues arise.

Assuming there is no major geopolitical or economic disruption. I believe 2026 should compare very favorably with 2025. The limiting factor may ultimately be inventory and transaction capacity rather than buyer demand. Maintenance availability, pre-purchase inspection scheduling, parts availability and the scarcity of high-quality aircraft can all affect how quickly transactions reach closing.

IADA members operate across more than 100 countries, and that network includes not only aircraft dealers and brokers but also aviation attorneys, lenders, insurers, maintenance organizations, technical specialists, aircraft management companies and other verified products and services providers.

IADA has members operating throughout the world. With geopolitical, trade and regulatory uncertainty continuing in 2026, how can IADA members help buyers and sellers navigate increasingly complicated

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Global conditions can change very quickly. Having trusted contacts already in place allows an IADA broker to obtain current information, identify potential problems earlier and

STATE OF TH E M A R KET | IA DA

assemble the appropriate team for the transaction.

John Odegard, IADA Vice-Chairman

For the buyer or seller, that translates into something very important: greater confidence that the people representing them understand both the aircraft and the transaction environment in which the deal is taking place.

John, Partner and Co-Founder at 5x5 Trading, is a seasoned aviation industry executive with over 30 years of experience in various sales and marketing positions, including 18 years with NetJets, driving sales results through territory and management roles. John co-founded QS Partners, NetJets’ sales and acquisitions company and led the growth to become an IADA member and a leading broker/dealer. He has a BS in Aviation from the University of North Dakota and an MBA from the University of St. Thomas. He holds a Commercial Pilot certificate with Instrument ratings in both aircraft and helicopter as well as being a Certified Flight Instructor.

AircraftExchange.com has continued expanding its visibility and reach. How has the platform evolved, and why is it an important part of IADA’s commitment to transparency and professionalism? AircraftExchange is really the consumer-facing extension of what IADA represents. It is the only aircraft marketplace where every aircraft listed for sale is represented by an IADA-Accredited Dealer. That distinction matters because buyers know they are looking at legitimate aircraft being represented by organizations that have successfully completed IADA’s accreditation process and agreed to follow its Code of Ethics. The platform has continued expanding its reach. AircraftExchange made a major European appearance at AERO Friedrichshafen in 2026 and has established relationships with aircraft owner organizations, including the Embraer Jet Operators Association and Citation Jet Pilots. Those relationships put authenticated IADA listings directly in front of qualified aircraft owners and prospective buyers. The technology has evolved as well. Buyers can create confidential dashboards, establish aircraft criteria, monitor listings and price changes, and receive regular market information. AircraftExchange gives IADA dealers greater exposure for their aircraft while giving buyers something increasingly valuable in an online marketplace: confidence in who is standing behind the listing. Ultimately, AircraftExchange supports the same objective as IADA itself. We want aircraft buyers and sellers to have access to experienced professionals, reliable information and a transparent process so they can make informed decisions with confidence.

About the International Aircraft Dealers Association IADA sets the global standard for business aircraft transactions, uniting Accredited Dealers, Certified Brokers, OEMs, and trusted products and services members. IADA is a worldwide network across 100+ countries, committed to integrity, efficiency, and transparency in the marketplace. IADA stands on a foundation of values that shape every interaction: Do What’s Right – Uphold an unwavering commitment to the IADA Code of Ethics. Put Clients First – Ensure honesty, transparency, and trusted guidance to protect owner interests. Elevate Each Other – Cultivate collaboration, mutual respect, and shared expertise among peers. Raise the Bar – Promote professional integrity through best practices and continuous improvement. Set the Standard – IADA is uniquely recognized as the world’s only accredited and certified network of aircraft dealers and brokers.

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STATE OF PRE-OWNED FINANCING WITH ECHO AVIATION LEASING By Abdelmajid Jlioui As business aviation continues to mature as an asset class, the pre-owned aircraft market has become increasingly sophisticated, attracting a growing mix of lenders, lessors and private capital providers. Yet financing a business jet is about far more than evaluating a borrower’s balance sheet. Aircraft values, maintenance exposure, market liquidity and long-term asset relevance all play a critical role in determining how transactions are structured and funded. In today’s market, where inventory dynamics, shifting interest rates and evolving capital sources continue to reshape the landscape, specialized expertise has never been more important. Celebrating its tenth anniversary, Echo Aviation Leasing has navigated every stage of this evolution, from periods of abundant liquidity to more selective lending environments. Headquartered in Montreal, one of the world’s leading aerospace hubs, the company combines aviation finance with aircraft acquisition, sales and advisory services, offering clients a comprehensive perspective on ownership and financing decisions. In this interview, Maxime Gaudreau discusses the state of pre-owned aircraft financing, the factors that drive residual value, evolving funding structures, and why understanding the aircraft itself is often just as important as understanding the borrower. 14 / E L IT E W I N G S M AGA Z I N E © 2 0 2 5

Maxime Gaudreau Director of Underwriting & Portfolio Management with Echo Aviation Leasing Corporation.

STATE OF PRE-OWN ED FIN AN C IN G | ECHO AVIATION LEASIN G

Echo Aviation Leasing is celebrating a decade in business. How has Echo Aviation Leasing navigated the changing landscape of aircraft financing over the past decade? Over the past decade, and more, we’ve seen aircraft finance move through very different cycles, from abundant bank liquidity and relatively predictable values, through COVID-era disruption, unprecedented demand and inventory constraints, and more recently, an overall more selective credit environment. Echo’s ability to navigate those cycles has come from remaining independent and adaptable. Turbulence doesn’t scare us, and instead, creates opportunities. We are not tied to a single funding model, credit box or aircraft category. That allows us to structure transactions around the aircraft, the borrower and the underlying use case rather than trying to fit every transaction into the same box. Aircraft are highly specialized assets, and each transaction requires an equally specialized approach We’ve also deliberately built Echo beyond financing, in order to provide our customers with a one-stop-shop for their aviation needs. Our involvement in acquisitions, sales and portfolio management gives us a broader view of the asset throughout its lifecycle. After ten years, one lesson stands out: aviation finance is ultimately a combination of credit underwriting and asset expertise. Understanding the aircraft, its market and its future liquidity can be just as important as understanding your client’s balance sheet, and how they will repay your loan. Does Montreal's position as a global business aviation capital provide a competitive edge for aircraft lessors and financiers? Absolutely. Montreal, and Quebec more broadly, has more than a century of aviation history and one of the deepest aerospace ecosystems anywhere in the world. The region has played an important role in the development of aviation for generations, and today that legacy is represented by global leaders such as Bombardier, Pratt & Whitney Canada, CAE and Bell, and so many more, alongside a remarkably deep network of manufacturers, MROs, engineering firms, operators and specialized suppliers.

technical expertise to maintenance, training, operations and, increasingly, specialized aviation finance. That creates a level of connectivity and institutional knowledge that is difficult to replicate elsewhere. For Echo, being headquartered in the heart of Montreal means we are not simply financing aircraft from a distance. We operate within an ecosystem that understands them. There is also a broader geographic advantage. Montreal sits naturally between major North American and European aviation markets, while giving us immediate access to both the Canadian and U.S. business aviation communities. For a firm whose transactions frequently cross borders, that positioning has helped Echo develop relationships well beyond Quebec while remaining anchored in one of the world's most established aerospace hubs. Ultimately, I think Montreal gives firms like Echo an advantage that goes beyond geography. Aviation is part of the industrial DNA of this city. That history, combined with the concentration of talent and companies around us, creates an environment where aviation expertise, relationships and capital naturally intersect. What are the key differences between financing a preowned business jet and financing a factory-new jet? With a new aircraft, the asset is generally easier to define and approve the known specification, new warranties, predictable maintenance status and typically strong manufacturer support. Financing can also begin well before delivery through PDP financing, which introduces its own considerations around deposits, delivery risk and purchase agreements. A pre-owned aircraft requires significantly more asset-level underwriting. Two aircraft of the same model year can re-

The geographical concentration of that expertise is a significant advantage. Within a relatively small radius, we have access to virtually every discipline that touches the lifecycle of an aircraft, from manufacturing, engines and © 2 0 2 5 E L IT E W I N G S M AGA Z I N E / 15

STATE O F P R E - OW N E D F INANCING | E CHO AV IAT ION L E ASIN G

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present very different credit propositions depending on total time, maintenance history, engine programs, upcoming inspections, damage history, configuration, ownership history and overall marketability. That makes due diligence particularly important. We are not simply asking, “What is this aircraft worth today?” We are asking what capital expenditures are approaching, how liquid the aircraft will be several years from now and what the lender’s exit looks like under a downside scenario. That complexity is also where specialized aviation financiers can add considerable value. Understanding the metal allows you to structure around risks that a conventional lender may simply decline, ultimately better serving all parties around the table. What are the primary sources of funding available for pre-owned aircraft transactions today, and how are they evolving in response to changing market conditions? The financing landscape has evolved considerably. Traditional banks remain an important source of capital, particularly for strong credits acquiring newer aircraft, but today they are only one part of the market. Specialized aviation lenders, leasing companies, private credit funds, family offices and other alternative capital providers have all become increasingly active. At the same time, we have seen meaningful consolidation within the North American aviation finance market. M&A activity has combined a number of established lending 16 / E L IT E W I N G S M AGA Z I N E © 2 0 2 5

platforms, while other institutions have reduced their exposure or exited the sector altogether. Interestingly, many of those decisions have had less to do with the performance of their aviation portfolios and more to do with broader corporate strategy, bank consolidation, balance-sheet allocation or changes in ownership. The result is that some very experienced aviation lenders and longstanding sources of capital have disappeared or changed considerably over the past decade. That evolution has created both a challenge and an opportunity. While there may be fewer traditional aviation lenders in certain segments of the market, new sources of private and institutional capital have emerged to fill that space. It has also reinforced the importance of having access to multiple funding channels rather than relying on a single source of capital. Every aircraft and every borrower presents a different credit profile, and there is no universal financing solution. A transaction involving a five-year-old large-cabin aircraft owned by a public company should not necessarily be financed the same way as a 20-year-old aircraft being acquired by a private entrepreneur. Each aircraft is a unique asset and requires a tailored approach. For Echo, our role is increasingly about providing the right transaction with the right structure. In today's market, the value is not simply having access to capital; it is understanding where that capital is available, how different sources view the asset and credit, and which structure is best suited to the transaction.

STATE OF PRE-OWN ED FIN AN C IN G | ECHO AVIATION LEASIN G

How does the funding structure of a pre-owned aircraft transaction change as an aircraft ages, and what factors influence lender appetite at different stages of an aircraft's lifecycle?

also extremely important. Airframe, engine and APU program enrollment, complete records and a well-managed inspection history can materially influence both value and marketability.

Age certainly matters, but it is only one part of the equation. As an aircraft gets older, lenders generally become more conservative on leverage and amortization because the financing term begins to extend further into the aircraft's economic life. At that point, maintenance condition, engine status, program enrollment, records, upcoming inspections and secondary-market liquidity become increasingly important.

We also pay close attention to where an aircraft sits within its product lifecycle. Is the model still in production? Is there a newer aircraft replacing it? How large is the worldwide fleet? How many aircraft are currently for sale? How quickly are they trading? Are buyers concentrated in one geography or is there a truly global market? And ultimately, why are customers buying this aircraft model?

We often say that aircraft age and aircraft quality are not necessarily the same thing. A 20-year-old aircraft with excellent records, engines enrolled on a recognized program, recent major inspections and a large global installed base can represent a very financeable asset. Conversely, a much younger aircraft with limited market acceptance, poor records or significant upcoming maintenance can present greater collateral risk. As the aircraft ages, the structure therefore tends to become more asset-driven. You may see lower loan-to-values, shorter amortization periods, larger equity requirements or structures designed around upcoming maintenance events and expected residual value. Ultimately, we look beyond what an aircraft is worth today. We want to understand what it will look like several years into the financing term and, importantly, how liquid that aircraft will be at that point. The lender has to underwrite both the client's ability to repay and the asset's ability to remain relevant in the secondary market, which is where Echo’s expertise is found. From a financier's perspective, what makes one business jet retain its value better than another in the secondary market? Liquidity is probably the most important word here. Value on paper is important, but from a lender's perspective, the ability to actually remarket an aircraft at that value is equally important. Aircraft that retain value well generally have a combination of strong market acceptance, a meaningful installed base, good OEM support, attractive operating economics and tadvanced technology and a mission proile that appeals to a broad group of buyers. Maintenance predictability is

Configuration matters as well. Cabin layout, avionics, connectivity, interior condition and modifications can either expand or significantly narrow the potential buyer pool. Beyond financing, Echo Aviation Leasing also provides advisory services. What role do these services play in helping clients navigate aircraft acquisitions, sales, and financing decisions? Our advisory business is extremely complementary to our financing activities because the best financing decision starts with making the right aircraft decision, and that’s why we encourage buyer’s to get in touch with us early on in the process. An aircraft acquisition involves considerably more than negotiating a purchase price. We help clients evaluate mission requirements, identify and source aircraft, understand market value, construct detailed P&Ls, negotiate transactions, coordinate pre-purchase inspections, assess maintenance exposure, structure financing and ultimately plan for the aircraft's eventual disposition. Because we participate in both the financing and transactional sides of the industry, we tend to look at an acquisition through several lenses simultaneously, and are fully aligned with the customers. Is this the right aircraft operationally? Is it being purchased at the right value? Is the maintenance position properly understood? Is it financeable? And what is the likely exit five or seven years from now? That last question is particularly important. The cheapest aircraft to acquire is not always the cheapest aircraft to own. An attractive purchase price can quickly be offset by major inspections, engine exposure, required upgrades or poor resale liquidity.

STATE O F P R E - OW N E D F INANCING | E CHO AV IAT ION L E ASIN G

Our objective is therefore to help clients think about the complete ownership cycle, from acquisition through financing, operation and eventual sale. For many clients, particularly first-time buyers, having one team that understands how all of those pieces interact can significantly reduce both financial and execution risk. As you engage with funding partners, do you find that business aviation is viewed as a familiar asset class, or does the industry still face challenges in attracting and explaining opportunities to lenders? Business aviation is still generally viewed as a specialized asset class. While many capital providers understand aviation broadly, there can still be a tendency to group business aircraft together with commercial aviation, airlines, or even personal and recreational aircraft, despite the very different credit, operating and asset dynamics involved. There is also a lingering perception of business aircraft as luxury assets. In reality, for many owners and operators, they are business tools used to improve productivity,

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connect locations that are not efficiently served by scheduled airlines, support customer and employee travel, and manage increasingly complex geographic operations. For capital providers, that makes sector expertise particularly important. Understanding aircraft values, market liquidity, maintenance status, operating profiles, documentation and remarketing dynamics can materially affect how a financing opportunity is assessed and structured. Experience through different market cycles is equally valuable. That is where Echo plays an important role. We combine aviation-specific underwriting and asset knowledge with longstanding financing experience, helping capital providers understand the underlying aircraft, the credit and the transaction structure. In many cases, our role is not simply to originate an opportunity, but to provide the specialized expertise and ongoing servicing infrastructure that allows a funding partner to participate in the asset class with greater confidence.

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TRANSFORMING AIRCRAFT RECORDS THE BLOCKCHAIN OPPORTUNITY By Larry Hinebaugh

Larry Hinebaugh, Senior VP with Vision Aircraft Records and Executive Director of the Foundation for Business Aircraft Records Excellence.

BLOCKCHAIN DEFINED

PRACTICAL USES IN BUSINESS AVIATION

Blockchain is a decentralized, distributed, digital record that is used to record transactions across multiple computers so that any individual record cannot be altered retroactively, without the alteration of all subsequent blocks. In simpler words, Blockchain is an electronic record-keeping system that allows multiple parties to see and trade virtual information and assets in a secure, trusted environment.

Two ways blockchain could be used in business aviation is with replacement parts or loaner components installed on the aircraft to keep the aircraft airworthy and working properly; and in the aircraft’s maintenance planning and management process.

By design, a blockchain is resistant to modification of the data. It is an open, distributed ledger that can record transactions between two parties efficiently and in a verifiable and permanent way. Blockchain is typically managed collectively by a peer network.

In addition to the 8130 Airworthiness Certificate required to accompany a part, imagine an A&P technician being able to see the complete on/off cycle and maintenance/ repair history of a part before installing this part on the aircraft? The operator of the aircraft receiving the part

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INSTALLING PARTS AND LOANER EQUIPMENT

B LOCKC H A IN IN B U SIN ESS AVIATION | AIRC R A FT R EC OR D S

being forewarned could save time, money, and potentially a busted flight. Because we would have more knowledge and information available to us through blockchain that isn’t available to us today. MANAGING MAINTENANCE TRACKING DATA

would become both knowledgeable of the history of the part and have a much better understanding of why the part had been replaced by other operators on previous aircraft, even to the point of having access to information of the repair accomplished by the vendor issuing the 8130. CONSIDER THE FOLLOWING SCENARIO: An Engine Start Valve is removed from N345 because it won't open to start the aircraft’s engine when it’s sitting at high-altitude airports. The component is sent back to the manufacturer’s repair facility who "Bench Tests" the Valve but can't find anything wrong with it. The repair facility then returns the valve to service as NO FAULT FOUND. Another operator orders a start valve to put on their plane – N678, so the repair facility sends them this valve ... now returned to service and sitting on the shelf ready for its next mission. The aircraft operates without issue, until one day it attempts a start in Mexico City. And guess what? The engine start valve doesn"t open. I know many A&P technicians that will tell you that this type of thing happens often in business aviation. But if the valve had been a part of a blockchain of history hosted by the OEM or repair facility, the maintenance people for N678 would have been able to see that the part had been removed from N345 due to a "will not start engine at high altitude airport" issue. This would have alerted them to a potential problem that could become a serious issue, and to be prepared. At the very least, the operator might not have been caught completely unaware if the "no start" issue happened to them. Maybe they might have even decided to carry an extra valve "just-in-case" and wouldn't be in such as awkward position when the start valve doesn't open issue surfaced during an otherwise routine trip. The term fore-warned is forearmed applies here. And

In another scenario, an operator inputs an aircraft into a local MRO for a maintenance event. Blockchain could be used to sync each task completed on the aircraft with the MRO workorder and the associated maintenance tracking company’s data. No longer would maintenance tracking data be distinct and sometimes different than from the logbook data completed by the maintenance provider or by flight department personnel. USING WITH AN ELECTRONIC LOGBOOK Using an electronic logbook could even further aid in the discovery and troubleshooting of the parts installed on an aircraft. A logbook would become not only a record of the history of maintenance performed on the aircraft but would also act as a data collection point for this information. For example: a parts blockchain combined with an electronic logbook would allow a person to "click" on the part recorded as installed on the aircraft to access its blockchain. The information they now have access to via the blockchain could potentially give them great insight into a problem they have just encountered on the aircraft, making the troubleshooting of the problem faster, and the resolution potentially much easier than starting from scratch without this information.

THE BOTTOM LINE Digital documents and electronic record keeping are fantastic technologies that business aviation can employ to improve the way we fly and manage aircraft. Blockchain should be implemented on all aircraft parts and loaner equipment, at MROs and maintenance tracking companies, and combined with electronic logbooks will give us the current and accurate information we need to operate the sophisticated aircraft we fly. We need to start taking advantage of the numerous benefits that the digital world offers to us. Blockchain and Electronic Recordkeeping are steps in the right direction.

CHARTERING WITH CONFIDENCE The Keys to a Seamless Private Aviation Experience By Jane Stanbury THE KEYS TO A SEAMLESS PRIVATE AVIATION EXPERIENCE For those new to private aviation, the industry's choices and terminology can be bewildering. It can be difficult to know what to expect and how to gauge the standards of brokers and operators. STACK.aero, a leading developer of business operations systems for aviation, understands what makes a good brokerage run efficiently and effectively. The STACK.aero business operating system (BOS) brings multiple broker tools together in one digital platform built on the established Salesforce customer relationship management platform. Added value comes from integrating with trusted industry information sources to identify buying trends, manage client interactions, and improve service delivery. Key is the centralization of customer data, enabling companies to manage interactions with clients more effectively. The system provides tools that help brokers enhance customer engagement and frees teams to focus on creating the best possible experience for passengers. Catherine Buchanan, Director of Business Development at STACK. aero, is well positioned to advise those seeking charter options on what to expect and how to get the most from their broker and charter experience. 2 2 / E L IT E W I N G S M AGA Z I N E © 2 0 2 5

Catherine Buchanan Director of Business Development at STACK.aero

C H A RTER IN G WITH CON FID EN C E | STAC K.A ERO

What should customers expect when chartering a private flight through a broker? The joy of business aviation is that it offers you a fully tailored experience, where the service proposition extends far beyond simple aircraft type. A good broker will provide a deep and extensive set of services that go beyond just finding the right aircraft at the lowest price. This is a relationship-driven business, so a good broker will provide a dedicated, named point of contact who understands every detail of the trip and proactively coordinates every element to streamline the journey. They will advise on FBO options and ground transportation, including, where operationally possible, a car to meet the aircraft on the tarmac, and will simplify immigration processes where possible. Understanding charter nuances is also valuable. These details should be delivered to the customer in a concise and comprehensive pre-flight briefing. This should cover timings, aircraft type, tail number, crew details, meeting points, what to expect on arrival, and answer any questions the passenger has in real time. What makes the difference between a good broker and a great one? What types of questions should a customer expect them to be able to answer?

A good broker will know more than the simple details that can be looked up in an online database. They should know for example that there is often a delay in fuelling at a specific airport, that weather on a route can change unexpectedly, that there are roadworks between the airport and the client destination, that a customer is arriving in a destination on a national holiday and all those extra details that make the difference. Importantly, a great broker will know the right questions to ask the operator around slots at airports, aircraft positioning and any associated challenges, crew duty limitations, and other operational variables, so they can identify

C HA RTE R I N G W IT H C O N F IDE NCE | STACK .AE RO

issues and either resolve them or communicate necessary changes before they become a problem for the passenger. In an increasingly security-conscious world, a great broker will also be a bureaucratic expert. Management of documentation, for example passports, visas, APIS and other passenger information requirements will be a seamless process, and we note that increasingly, good providers automate much of this process to reduce the risk of errors through duplication or something being missed. Does price reflect the level of service that a charter customer can expect? What else really matters during the charter process? While price primarily buys access to a particular aircraft and operating solution, a higher cost does not automatically translate into greater attentiveness or efficiency from your provider. The difference between a good and poor customer experience is often down to the process, systems and people in place, rather than the size of the invoice. A well-run broker with robust systems and established workflow can catch the small operational details that a cheaper, less structured operation may miss, regardless of the headline price. Those systems can be more important to the overall customer experience than a relatively small difference in the quoted charter price. A good broker acts on behalf of the customer to source 2 4 / E L IT E W I N G S M AGA Z I N E © 2 0 2 5

and coordinate an appropriate aircraft and operator. A great broker can provide access to a broad operator network with a wide aircraft selection and additional trip coordination to ensure the right fit. A weak one may simply add an additional margin of cost and no more value. Consistency is the strongest indicator of service quality. Most providers can deliver one excellent trip. Delivering the same level of execution repeatedly requires robust supplier management, operational procedures, passenger profiles, documentation workflows, and contingency planning. How can passengers know what sort of aircraft is needed? Should they request a certain type of aircraft, or leave it to the broker, and what factors should they consider? Less experienced charter passengers likely won't know the best aircraft for the trip, so if a customer isn’t familiar with aircraft categories, it is important to take the broker's advice, as matching the right aircraft to the right customer can make or break a flight experience. A light jet and a long-range heavy jet are fundamentally different propositions in terms of cabin volume, baggage capacity, range, payload, where they can operate, and which airports will accept them. There are myriad variables to consider. Short-haul is generally about speed and simplicity, with customers prioritizing efficient airport handling, minimal

C H A RTER IN G WITH CON FID EN C E | STAC K.A ERO

waiting, quick boarding, and a straightforward turnaround. Long-haul introduces crew rest and duty limitations, and cabin configuration, sleeping arrangements, diverse catering, lavatory configuration requirements, and consistent connectivity, all of which become more significant.

Make a checklist and ask questions early. Is ground transport included? Is reliable high-speed Wi-Fi available? Will the aircraft need de-icing? Are these included in the price? What happens if I need to move the departure time? What are the costs if the itinerary changes?

The destination can matter as much as the distance. Remote or operationally constrained airports may involve permits, slots, handling limitations, airport operating hours, and other restrictions. Regulatory and customs requirements also vary by route. A competent provider should manage much of this in the background, while keeping the passenger informed of anything that actually requires their input.

Be clear on special requests, such as pets in the cabin, skis, golf clubs, musical instruments and other oversized or non-standard baggage. These are usually manageable but should be flagged early so the operator can confirm aircraft compatibility and handling requirements.

What are your tips to ensure a happy and successful trip for both you and your broker? The best approach is to spell out your needs and expectations explicitly before the trip. Over-communicate at the beginning. Discuss every detail of your journey. Explain why you are travelling, how you like to travel, what matters to you and what is non-negotiable. A good provider will ask those questions; a great one will remember the answers for the next trip and likely use a system like STACK.aero to aggregate the data needed to manage a highly personalized service.

Once you have agreed, get the details in writing. A clear pre-flight brief and a transparent quotation showing exactly what is and isn't included will eliminate most unpleasant surprises. Remember, value is not all about price. While there is usually room to negotiate cost, much of the value comes from finding the right operational fit. Chartering is unlikely to be a single journey, so it is worth building a relationship rather than simply shopping for the lowest quote every trip. The value of a good provider compounds over time. They learn how you travel, understand your preferences, and anticipate the details, which is ultimately what makes the experience feel seamless.

FAST AIR Operating a Mixed Fleet to Best Serve Clients in Western Canada by Mark Lowe

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OPERATIN G A MIXED FL EET | FAST A IR

Please tell our readers about a typical Fast Air client and a typical mission… We work with everyone from individuals and families to corporations, sports teams and other businesses that rely on aviation to keep their people moving. What connects our clients is that they’re looking for a more efficient way to travel. A typical mission might be businesspeople travelling to a community that would otherwise require multiple connections, or a group needing to make several site visits in a single day. We also serve luxury/leisure clients travelling for personal reasons, where privacy and flexibility are paramount. For many of our clients, private aviation isn’t simply about luxury. It’s about getting people where they need to be, when they need to be there. How does extreme weather in western Canada impact Fast Air’s operations? Weather is simply part of our operations. In Manitoba, winter temperatures can fall below -30°C, while summer brings thunderstorms, wildfire smoke and rapidly changing conditions. Farther north, the environment can be even more challenging. These conditions affect everything from flight planning and aircraft performance to de-icing, runway conditions, fuel planning and ground handling. Extreme weather isn’t unusual for us. Our crews and teams have decades of experience operating in this environment, including into northern and remote airports where infrastructure may be limited. How does Fast Air distinguish itself from its competitors? I think we’ve developed the capabilities of a larger aviation company while maintaining the relationships and accessibility that have always been important to us. Over the past 30 years, we’ve grown to provide comprehensive aviation services including charter, aircraft management, FBO, maintenance and medevac. That breadth allows us to look at a client’s total needs, rather than simply selling them a charter flight. Many of our clients have been flying with us for years. They know the people answering the phone, coordinating their flights and flying the aircraft. There is a sense of familiarity, accountability and trust in those relationships. Ultimately, we combine strong aviation capabilities with a personal approach, managing the complexities behind the scenes so the client experience feels simple and reliable.

Fast Air provides charter, aircraft management, FBO, maintenance and medevac services from its bases in western Canada. The company’s headquarters in Winnipeg, Manitoba (CYWG), is strategically positioned to serve this immense territory, including northern communities. The company’s Abbotsford (CYXX) location provides convenient access to greater Vancouver, British Columbia. Today, the company operates a fleet of 17 aircraft. Nine aircraft are owned by Fast Air and eight are managed on behalf of private owners. The fleet comprises nine Beechcraft King Air B200s, two King Air 350s, two Gulfstream G150s, a Gulfstream G280, a Bombardier Challenger 350, a Cessna Citation X and a Citation CJ3. Company founder Dylan Fast became a commercial pilot in 1981 and soon specialized in flying missions in northern Manitoba. In 1995, Fast Air was founded and operations began with the management of a single Piper Cheyenne. In the late 1990s, the company acquired its first King Air. By the early 2000s, Fast Air began managing jets and medevac services were later added. In 2015, the company expanded its Winnipeg operations through the acquisition of the Esso Avitat FBO. Further expansion to Abbotsford, BC, followed in 2023. Mark Lowe sat down with Dylan to discuss his perspective on 30+ years of successful operations, the benefits of operating a mixed fleet and his "Better, not bigger" philosophy.

O PER AT I N G A M I X E D F L E ET | FAST AIR

In Fast Air’s 30-year history, how have client expectations evolved? Clients have always expected safety, reliability and good service. What has changed is the speed, flexibility and information expected. Thirty years ago, charters were scheduled over the phone and much of the process was done by hand. Today, clients expect to make inquiries, receive information and communicate with us very quickly. At the same time, the human element has become even more important. Aviation is complex, particularly when operating into remote communities or navigating changing weather and schedules. Technology provides convenience, but when something changes, clients want an experienced person to solve the problem. So, while technology has transformed the experience, our business remains relationship driven. Where does Fast Air recruit its pilots and how do you manage retention? The pilot shortage has been a significant issue across the industry. We recruit pilots from across the country and our 30 years in business have helped us build a strong reputation within the aviation community. While recruitment is important, retention is equally important. One advantage we offer is variety. Our operations include charter, aircraft management and medevac flying across a diverse fleet, with missions ranging from major cities to remote northern communities. This gives pilots a breadth of expe2 8 / E L IT E W I N G S M AGA Z I N E © 2 0 2 5

rience that can be difficult to find elsewhere. Culture and quality of life also matter. Pilots want to develop professionally, feel valued and build a career. As a family-owned Canadian company, we’ve worked to maintain that sense of connection as we’ve grown. Ultimately, our people and their experience are what make Fast Air successful. You operate a mixed, majority turboprop, fleet. How does that best serve your clients’ needs? Our fleet reflects our geography and the types of missions we fly. Turboprops are incredibly practical, particularly in Canada. They give us access to smaller airports and communities, perform very well on shorter runways and can be an efficient option where a jet simply isn’t necessary. That’s particularly important when serving northern and remote communities or businesses operating outside major cities. At the same time, having a mixed fleet gives us flexibility. Not every mission calls for the same aircraft. Jets provide greater speed, range and comfort for longer-distance missions, allowing clients to travel efficiently between major centers, reduce total travel time and reach more distant destinations non-stop. Depending on the distance, number of passengers, runway, baggage requirements and schedule, we can look at the mission and recommend the aircraft that makes the most sense. That versatility is important because our goal is to put our clients on the right aircraft every flight.

OPERATIN G A MIXED FL EET | FAST A IR

Do you ever encounter clients who assume they will require a jet but are persuaded that a turboprop is really a better solution? There can be a perception, particularly among clients less familiar with western or northern Canada, that private aviation automatically means flying by jet. But depending on the mission, a turboprop can be the more practical aircraft. Once we understand client needs – destination, passenger count and baggage requirements, a turboprop can quickly become the obvious choice. Many communities and work sites are served by smaller, remote airports. An aircraft like a King Air can operate from shorter runways, access airports that may not be suitable for some jets and still carry passengers and baggage efficiently over significant distances. Ultimately, we’re not trying to put clients on the most expensive aircraft; we’re trying to put them on the right aircraft for their mission. You have expressed a ‘better, not bigger’ vision for your company. How does that apply to day-to-day operations? And has it been difficult to manage growth without sacrificing your values of customer service and relationship-building? The ‘better, not bigger’ approach is about being intentional with growth. We’re certainly interested in growing, but size by itself isn’t the measure of success. Day to day, that means asking whether the decisions we’re making actually improve the experience for our clients, our aircraft owners and our employees. Growth does make maintai-

ning that personal connection more challenging. When you’re smaller, a lot can happen naturally through individual relationships and conversations. As you grow, you need more structure and better systems—but you have to introduce those things without losing the human side of the business. That balance is something we think about a lot. The goal is to use better processes and technologies to support relationships, not replace them. Fast Air recently celebrated its 30th anniversary. Thinking back and looking forward, what is your vision for the years ahead? Thirty years has given us a really strong foundation. Fast Air has evolved considerably over that time, but many of the things that built the company—relationships, service, operational expertise and a willingness to adapt—are still very much at the center of who we are. Looking ahead, I think the opportunity is to continue modernizing and strengthening the business while protecting those qualities. We’ve expanded our presence geographically and broadened the services we provide, and we see opportunities to continue developing our charter, aircraft management and FBO services. But we want that growth to be thoughtful. Ultimately, the vision isn’t simply to have more aircraft or more locations. It’s to build a stronger aviation company— one that clients and aircraft owners trust, that great people want to work for, and that is well positioned to serve Canadian aviation for the next 30 years.

WHY PRE-OWNED MAY BE

THE NEW PREMIUM

EXPLORING THE CUSTOMIZATION ADVANTAGE

WITH DUNCAN AVIATION By Abdelmajid Jlioui

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EXPLORIN G TH E C U STOMIZATION ADVA N TAG E | D U N C A N AVIATION

Duncan Aviation paint experts used Gloss Black and Pearl Gold on the two-tone base on this Gulfstream G550 they painted for American rapper and record executive Rick Ross.

Pre-owned aircraft have historically been viewed as an alternative to factory-new business jets. Today, however, a combination of unprecedented OEM backlogs, long delivery schedules, and increasingly standardized production processes is changing that perception. For many owners, acquiring a pre-owned aircraft and transforming it through a comprehensive refurbishment program has become a faster, more flexible path to achieving a highly personalized aircraft. In many cases, the final product can offer a level of customization that goes well beyond what is available through a new-aircraft order book. To better understand this shift, Elite Wings spoke with Jeff Beaudette, completions & modifications sales representative at Duncan Aviation, one of the industry's most respected providers of aircraft refurbishment, modification, and paint services.

EXPLO RI N G T H E C U STO MIZ AT ION ADVANTAGE | DUNCAN AVIATION

Duncan Aviation is recognized as a leader in aircraft refurbishment. Can you provide an overview of your interior refurbishment capabilities and the range of customization options available to clients? We support virtually every segment of business aviation, from Learjets and Hawkers to Falcons, Embraers, Gulfstreams, and Bombardier aircraft. Across our facilities in Lincoln, Nebraska; Battle Creek, Michigan; and Provo, Utah, we offer full-service interior refurbishment capabilities. What makes today's refurbishment projects so exciting is the sheer scope of customization available. Beyond replacing soft goods, carpets, and upholstery, we regularly undertake full cabin reconfigurations, relocate seating, install divans, redesign monuments, update veneers, integrate new technologies, modernize lighting systems, and incorporate highly personalized features tailored to a specific owner's lifestyle and operational needs. Increasingly, owners are looking at pre-owned aircraft as blank canvases that can be transformed into exactly the airplane they want. Duncan Aviation has a long history of delivering bespoke cabin interiors. Can you share a few standout projects that illustrate the level of craftsmanship, innovation, and personalization achievable through a refurbishment program? One recent Gulfstream G550 project really demonstrates the breadth of what is possible through refurbishment. The aircraft received a completely new cabin management system, upgraded connectivity, enhanced lighting, updated window shades, and extensive veneer replacement. We incorporated quartz flooring and countertops, powder-coated trim elements, redesigned table mechanisms, quilted seating surfaces, custom galley inserts, personalized linens, and owner branding elements throughout the cabin. We've also completed projects featuring custom wine displays with integrated lighting, unique storage concepts, and highly specialized interior features that owners simply would not be able to obtain through a standard OEM production process. Those types of requests are exactly why many customers come to Duncan Aviation. We approach customization with the mindset of finding a way to make it happen rather than immediately saying no.

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EXPLORIN G TH E C U STOMIZATION ADVA N TAG E | D U N C A N AVIATION

For an owner considering a cabin refurbishment, what does a typical project journey look like, from initial consultation and design through completion and delivery? What timelines should customers generally expect? Every project starts differently, but most follow a similar framework. The process begins with consultations to understand the owner's objectives, operational requirements, and vision for the aircraft. Once design selections are finalized, materials are sourced and the project transitions into detailed planning. A dedicated project manager then coordinates communication between the customer, designers, engineers, certification teams, and production shops. Refurbishments are often combined with major maintenance events, which makes the process more efficient since the aircraft is already “opened up”. Depending on the scope, timelines can vary significantly. A straightforward soft-goods refresh may take approximately three months, while larger projects involving paint, connectivity upgrades, cabin management systems, lighting modernization, and interior modifications typically fall within the three-to-six-month range. More extensive projects can take longer, but combining refurbishment

with scheduled maintenance generally reduces overall downtime. Can you provide an overview of Duncan Aviation's in-house interior design capabilities and explain how your design team helps clients bring their vision to life? Each of our three major facilities includes a dedicated design center and professional design staff. Our designers work closely with clients throughout the entire process, helping them navigate everything from colour palettes and material selection to cabin layouts and exterior paint concepts. We maintain extensive libraries of carpets, veneers, leathers, fabrics, and finish samples that allow customers to physically interact with materials before making decisions. We also utilize advanced visualization tools, including 3D renderings, conceptual cabin layouts, floorplan illustrations, and design mockups. This allows owners to see exactly how different materials, seating concepts, and configurations will look before work begins. Ultimately, our role is to translate a customer's vision into a certified, practical, and beautiful aircraft interior.

EXPLO RI N G T H E C U STO MIZ AT ION ADVANTAGE | DUNCAN AVIATION

Duncan Aviation performs much of the refurbishment process in-house. Why is maintaining these capabilities under one roof important for quality, efficiency, and the overall customer experience? Having extensive in-house capabilities gives us tremendous flexibility. Aircraft projects inevitably encounter unexpected challenges, whether that's a custom component requirement, a damaged part, or a late design change. Because we have engineering, manufacturing, machining, certification, cabinetry, upholstery, paint, and maintenance capabilities within the organization, we're able to respond quickly. That level of agility has become increasingly important as the industry continues to contend with supply chain constraints and material availability challenges. By minimizing reliance on multiple external vendors and avoiding the need to move components between various suppliers, often across international borders, we can address issues more efficiently in-house, helping maintain project schedules, enhance execution, and ensure the highest standards of quality.

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Today's cabin upgrades go well beyond aesthetics. What emerging technologies and cabin enhancements are owners most frequently requesting to improve comfort, connectivity, productivity, and the onboard experience? One of the most significant trends shaping refurbishment projects today is the growing demand for enhanced connectivity. Aircraft owners expect the same connected experience in the air that they enjoy on the ground. As new connectivity solutions enter the market and older cabin management systems approach obsolescence, many refurbishment projects include major technology upgrades. We're seeing strong demand for new CMS platforms, satellite connectivity solutions, USB charging stations, Bluetooth audio integration, upgraded speakers, full-spectrum LED lighting systems, and enhanced passenger interfaces. Owners are also focused on comfort. Popular upgrades include redesigned seating, improved recline and leg-rest mechanisms, customized lighting environments, deeper cup holders, upgraded faucets, and residential-style galley appliances that offer significantly better functionality than older aircraft-specific equipment.

EXPLORIN G TH E C U STOMIZATION ADVA N TAG E | D U N C A N AVIATION

Aircraft refurbished by Duncan Aviation are often perceived to command a premium in the resale market. What factors contribute to this added value, and how do quality refurbishment investments influence an aircraft's long-term market appeal?

Duncan Aviation is one of the industry's leading aircraft paint providers. How do you approach highly customized paint projects, and what role does exterior design play in enhancing an aircraft's overall value and identity?

The impact depends largely on the type of refurbishment and how well the design choices age over time.

Aircraft paint is often just as personal as the cabin itself.

Timeless, well-executed interiors generally retain value better than highly personalized designs. Buyers tend to respond positively to modern technology, refreshed cabins, contemporary finishes, and quality workmanship. Many owners evaluate refurbishment investments alongside their long-term ownership plans. Some intend to keep the aircraft for many years, while others may sell within three to five years. In those situations, our teams help guide decisions toward materials and design solutions that balance personalization with future market appeal. The experience we've gained through decades of refurbishment projects allows us to provide practical advice on what works well over time and what buyers are most likely to value in the future.

Some customers prefer understated, elegant designs that are easy to maintain. Others see the aircraft as a powerful extension of their personal identity or corporate brand and want something that makes a statement on every ramp it visits. Our design teams work directly with customers to develop custom paint concepts that align with their vision. In some cases, owners simply want to refresh an existing scheme. In others, we're creating a completely unique exterior design. A well-executed paint scheme not only protects the aircraft but also contributes significantly to its visual impact, brand identity, and perceived value.

EXPLO RI N G T H E C U STO MIZ AT ION ADVANTAGE | DUNCAN AVIATION

As more buyers view pre-owned aircraft as a premium acquisition strategy rather than a secondary option, what trends do you expect to shape the future of aircraft refurbishment and customization over the next several years? We are already seeing more owners reconsider newer pre-owned aircraft because of the flexibility refurbishment provides. OEM production slots remain limited, and customization requests often face increasing constraints. As a result, many buyers are discovering that acquiring a pre-owned aircraft and investing in a comprehensive refurbishment program allows them to create an aircraft that better reflects their personal preferences, operational requirements, and lifestyle. I expect demand for connectivity upgrades, cabin technology modernization, highly personalized interiors, and custom paint solutions to continue growing. Owners increasingly want aircraft that are unique to them rather than simply selecting from a predefined menu of available options. For many buyers, the pre-owned market is no longer a compromise. It's becoming the preferred route to obtaining a truly bespoke aircraft.

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Final Thoughts The traditional distinction between "new" and "pre-owned" is becoming increasingly blurred. As factory delivery positions stretch further into the future and customization options become more constrained, the pre-owned market is emerging as a premium alternative for discerning buyers. With the right refurbishment partner, a preowned aircraft can deliver the immediacy of acquisition, the latest technology, and a level of personalization that rivals - and in some cases exceeds - what is available from a production line. As Duncan Aviation's projects demonstrate, refurbishment is no longer simply about updating an aircraft. It is about creating one that is uniquely its owner's.

E L IT E W I N GS AV I AT I O N S U M M I T MARRAKECH 2027 23 - 24 NOVEMBER 2027

Business Aviation Is Evolving Connect, Learn, and Help Shape Its Future

LEARN MORE ELITE-WINGS.COM/EWAS

At Gogo, we minimize data retention and protect what’s sensitive. Our philosophy: if it’s not essential to service, it’s not our business. READ THE FULL STORY

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ELIT E WIN G S

BUSINES S AVI AT I ON

INTERIOR DESIGN AWARDS The 2026 ELITE WINGS Business Aviation Interior Design Awards are sponsored by:

The Elite Wings Business Aviation Interior Design Awards are among the industry’s premier accolades for excellence in business aircraft cabin design, honoring innovative concepts, completed refurbishments, bespoke interiors, and exterior liveries across both private jets and VIP helicopters. Organized by Elite Wings Media, the awards celebrate creativity, craftsmanship, passenger experience, and the successful integration of luxury, functionality, and advanced design technologies. Winning projects are selected from submissions by leading design studios, completion centers, OEMs, and independent designers, highlighting the latest trends and achievements shaping the future of business aviation interiors. The awards cover categories including new concept designs, retrofit projects, VIP cabin interiors, and exterior paint schemes, providing a global platform for showcasing excellence in aircraft design and completion.

Business Jets | Retrofit Project Long Range Category Bombardier Global XRS by Shalini Misra Design In Collaboration with AeroVisto Interior Services AG

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Business Jets | Retrofit Project

Long Range Category

Bombardier Global XRS by Shalini Misra Design In Collaboration with AeroVisto Interior Services AG

Shalini Misra Design completed an extensive renovation and bespoke interior for a 14-seat Bombardier Global XRS in June 2025, commissioned by a private client. The studio approached the aircraft as a temporary in-air residence rather than a fittedout vehicle, calibrating the cabin to the client's daily routine and lifestyle rather than to standard aviation specification. Every element was custom made. Seating uses contrasting leathers from Garrett Leather and Lance Woven Leather, with quilting, piping and saddle strap detailing, and stitching developed for the curved geometry of the cabin chairs. Bulkheads and internal doors are wrapped in custom-designed hand-painted wallpaper from de Gournay, drawn from 19th-century British expeditions to India and adapted over months of coordination so that imagery aligned with seat positions and screen placements, rather than being interrupted by them. A hand-knotted rug developed in collaboration with Jaipur Rugs runs the length of the cabin, with pattern, scale and construction tested for the aircraft's dimensions and onboard light conditions. Marquetry on the table and credenza surfaces was produced with Simon Orrell Designs, with AeroVisto leading fabrication and QCM coordinating technical work, including the development of an adhesive certified for high-altitude conditions. In the aft bathroom, embroidered leather wall panels by Rosemary Rose draw on classical motifs and were developed in close coordination with the technical team to meet aviation compliance requirements. Polished wood, leather and restrained metal detailing are used together throughout. Precision joinery and fine metal inlays bring aviation-standard fittings into a residential register without compromising certification.

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Long Range Category

Business Jets | Retrofit Project

The project began from a question that is not usually asked of a private aircraft: what would it mean to design this as a living space rather than as a vehicle? The studio observed many cabin fit-outs proceed from aviation engineering and apply finishes on top. The studio embedded the client experience from the outset. The client lives itinerantly by necessity. The studio designed the cabin as a continuation of how they live on the ground rather than as a separate, more clinical environment encountered only in transit. That meant treating the aircraft as a one would a home: spatial planning, considered materiality throughout and craftwork that would more frequently appear in a private residence. The cultural references are specific rather than decorative. The de Gournay scenes draw on a documented historical encounter between Britain and India. The Jaipur Rugs collaboration places hand-knotted Indian craft directly into the architecture of the aircraft. The Rosemary Rose embroidery, the Simon Orrell marquetry and the Garrett and Lance Woven Leathers each represent a discipline that exists in residential interiors but is rarely forefront in aviation. The work shows that the technical constraints of flight do not require substantial aesthetic concessions, when executed by expert, cross-discipline teams.

Business Jets | Retrofit Project Super Large Category Embraer Legacy 650 By F/LIST

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Business Jets | Retrofit Project

Embraer Legacy 650 by F/LIST

Super Large Category

F/LIST’s creation of beautifully crafted materials for the refurbishment of this Embraer Legacy 650 reflects a growing movement in business aviation toward softer, more residentially inspired interiors with an emphasis on matte finishes, natural materials, and understated luxury. The aircraft underwent a comprehensive cabin refurbishment, transforming its traditionally finished interior into a refined example of contemporary high-end design. Previous high-gloss wood veneers were removed, and the uniform leather surfaces were replaced with a carefully curated palette of soft neutrals, tactile materials, and low-sheen finishes. At the core of the redesign is a shift toward a more residential and relaxed aesthetic. The newly introduced F/LAB Natural Oil Finish — the first-ever application in a business jet — on F/LIST's Real Wood Veneer 65/65 in dark wood brings a sense of natural authenticity and depth, moving away from the reflective surfaces typical of dated business jet interiors. This is complemented by further F/LIST creations, such as a bespoke wool-silk blend carpet inspired by a marble slab, adding visual movement and a distinct design signature within the cabin. F/LIST reimagined the seating and soft furnishings to enhance both comfort and visual warmth, incorporating a mix of fine leather and premium textiles to all seating in the cabin and cockpit. The refurbishment included new two-tone seat styling with completely new foam buildups, a refurbished divan, new cockpit seats and carpet, updated dado panels in the same dark wood veneer with F/LAB Natural Oil Finish, NTF flooring in the entrance area, and new curtains. The overall composition is unified through subtle contrasts, balanced tones, and carefully controlled material transitions.

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Super Large Category

Business Jets | Retrofit Project

The refurbishment of this Embraer Legacy 650 highlights a changing direction in business aviation interior design, where contemporary residential influences are increasingly shaping the onboard experience to introduce a sense of home, calm and comfort. With materials developed and crafted by Austria-based F/LIST, the project moves away from the traditional visual language of highgloss surfaces and highly formal finishes in favor of a softer, more tactile approach centered on natural materials, matte textures, and understated luxury. The design concept focused on creating an environment that feels warm, calm, and visually balanced while maintaining the sophistication expected within a business jet interior. Through the use of layered textures, muted tones, and carefully controlled material transitions, the cabin was reimagined to deliver a more relaxed atmosphere that prioritizes comfort, authenticity, and timelessness over visual excess. A key element of the redesign is the introduction of F/LAB Natural Oil Finish — the first application of the finish in a business jet — on the newly applied F/LIST Real Wood Veneer 65/65 in dark wood to most hard surfaces throughout the cabin and washroom. The lowsheen treatment enhances the natural depth and character of the wood while reducing the reflective quality commonly associated with more traditional aircraft interiors.

Business Jets | Retrofit Project Large Category Verdant Sky Falcon 2000 By Sarah Larranaga In Collaboration with West Star Aviation

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Business Jets | Retrofit Project

Verdant Sky Falcon 2000 By Sarah Larranaga

Large Category

The Verdant Sky project transformed a corporate-operated Dassault Falcon 2000 into a fully modernized aircraft. The scope of work elevated both performance and the passenger experience through comprehensive integration of the latest aviation technologies. The project began with a complete avionics overhaul, bringing the aircraft into compliance with evolving global airspace requirements. The upgraded systems provide pilots with greater efficiency, safety, and operational confidence, positioning the aircraft at the forefront of modern business aviation standards. This company aircraft is used for work travel, so connectivity upgrades was key. The aircraft is now equipped with Starlink WiFi, enabling real-time productivity. The cabin management system was upgraded to a new Collins Aerospace Venue CMS, offering intuitive, touch-controlled environments that let passengers tailor lighting, temperature, and entertainment effortlessly. The interior underwent a full bespoke redesign that balances luxury with performance. The team carefully selected lightweight, high-performance materials to improve fuel efficiency while maintaining a refined aesthetic. Enhanced soundproofing and optimized cabin layouts create a quieter, more spacious atmosphere. Custom furnishings, layered textures, and integrated ambient lighting deliver a sophisticated and highly personalized onboard experience. Externally, the aircraft received a contemporary paint scheme that reflects a clean, modern identity, subtle yet commanding.

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Super Large Category

Business Jets | Retrofit Project

A great aircraft interior doesn't just look impressive; it controls emotion. Every surface, light source, and proportion quietly shapes the client's journey. The most successful interiors feel like stepping into the client's world, which often means materials that echo their homes, yachts, or offices. Every inch is upgraded to the highest standard, bringing the newest innovations to life in the sky. The Falcon 2000 stands out because it blends widebody comfort, airline-level reliability, and remarkable runway performance in a size that's still efficient to operate. West Star Aviation East Alton was selected to complete the retrofit. They have a highly technical team, which was key, as this retrofit equipped the aircraft with the new Venue CMS, a new ALto Sound System, new Prizm lighting, Starlink high-speed connectivity, and a connectivity system from Gogo. Say West Star also completed the 2C maintenance visit in parallel, incorporating the latest service bulletins, all while working with the best aviation brands. The team used custom seat inserts from Aeristo Leather, the highest-quality seat and dado leather from Garrett Leather, and embossed tables and bulkheads from Moore & Giles Leather. We incorporated a custom carpet from Kalogridis International, F/List stone and a knockout velvet black plating from High Tech Finishing. Last but not least, the custom Tapis Corporation headliner reflects a private piece of artwork. The final result is a revitalized Falcon 2000 that bridges branding and reliability with cutting-edge innovation. This aircraft not only meets today’s expectations but also anticipates future changes and needs in private aviation.

Business Jets | Retrofit Project Midsize Category Clean & Modern Challenger 350 By Duncan Aviation

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Business Jets | Retrofit Project

Super-Midsize Category

Duncan Aviation – Challenger 350

Duncan Aviation has completed a comprehensive refurbishment of a Challenger 350 at its full-service facility in Provo, Utah. The project included a full exterior strip and repaint along with a complete interior transformation, resulting in a modern, eye-catching aircraft tailored to the owner’s vision. The exterior design was created to stand out as a bold statement piece. Inspired by the owner’s Falcon, the scheme was adapted to complement the Challenger 350’s sleek airframe. A luminous white pearl base flows across the fuselage, emphasizing both speed and elegance. Darker elements on the tail provide balance, while strategic striping draws attention along the aircraft’s length. The engines feature a dynamic swooping design that guides the eye upward toward the tail. At the owner’s request, crisp whiteand-blue stripes were also added to both the top and bottom of the wings, enhancing the aircraft’s distinctive appearance. Senior Lead Designer Molly Pfeiffer described the result as “the opposite of ordinary,” noting that the design gives the aircraft a fast, showpiece quality. Inside, the cabin was fully refreshed, with only the existing woodwork retained. The redesign focused on a clean, contemporary aesthetic that blends light and dark tones. Seats were updated with two-tone leather, accented by black French stitching and perforated inserts, while darker leather details on armrests and headrests add durability and contrast. The divan complements the look with a single-tone leather design and subtle stitching. A custom carpet serves as a standout feature, with a modern black-and-white pattern revealed through a tip-shearing process. Overall, the interior replaces the previous beige and brown palette with a lighter, more refined atmosphere that feels cohesive and current.

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Super-Midsize Category

Business Jets | Retrofit Project

The design philosophy focused on creating a bold, cohesive aircraft that blends visual impact with modern refinement. The exterior emphasizes motion and balance through a clean white pearl base, strategic dark accents, and flowing lines that highlight the aircraft’s natural shape. Inside, the cabin was reimagined with a sleek, contemporary look using a black-and-white palette, subtle contrasts, and refined materials. Overall, the approach combines strong visual presence with clean, intentional design to reflect the owner’s vision. The retrofit project includes a full exterior strip and repaints. And full interior refurbishment minus woodwork—seats, divan, carpet, upper and lower sidewalls.

Designer: Molly Pfeiffer is a Senior Lead Designer at Duncan Aviation, where she specializes in creating custom aircraft interior and exterior designs. Known for her ability to translate client vision into cohesive, high-impact concepts, she blends modern aesthetics with functional design to deliver refined, one-of-a-kind aircraft environments.

Business Jets | Exterior Livery Paint Refurbishment G-IV Speed In Motion By Duncan Aviation

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Business Jets | Retrofit Project

Paint

Speed in Motion: A Gulfstream G-IV with Automotive Inspiration

Drawing inspiration from high-performance sports cars, this Gulfstream G-IV, painted by Duncan Aviation in Provo, Utah, was designed to capture a sense of speed even while standing still. Senior Lead Designer Molly Pfeiffer worked with an owner who admired the sleek, dynamic look of luxury sports cars. After exploring several concepts, the team landed on a striped design that emphasizes motion and energy. The lower half of the aircraft remains clean and white, while bold, angled stripes rise from the nose toward the tail, creating the illusion of airflow sweeping up and over the fuselage. By concentrating color along the upper portion of the aircraft and using tones inspired by exotic sports cars, the design delivers both drama and refinement. The result is a paint scheme that feels fast, modern, and unmistakably tailored to the owner’s passion for performance.

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The driving force behind the design was the owner’s desire to translate the emotion and visual energy of high-performance sports cars into an aviation setting. Rather than simply applying bold colors, the goal was to recreate the feeling those vehicles evoke, speed, precision, and forward motion, even when the aircraft is parked on the ramp.

MARRAKECH 23 - 24 NOVEMBER 2027

ELITE WINGS

D E S I G N & T E C H N O L OG Y

2 0 2 7 AWA R D S SUBMISSIONS NOW OPEN

The Elite Wings Design & Technology Awards 2027 will be held in Marrakech, Morocco on November 24th , 2027

2 0 2 6 B U S I N E S S AV I AT I O N

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

$4K - $20K*

STARLINK

* Starlink doubled its Business Aviation monthly service fees, effective August 7, 2026

LATEST BUSINESS AVIATION GUIDES Elite Wings 2026 Connectivity Guide

6 0 / E L IT E W I N G S M AGA Z I N E © 2 0 2 5

2 0 2 6 B U S I N E S S AV I AT I O N

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

LATEST BUSINESS AVIATION GUIDES Elite Wings 2026 Connectivity Guide

PR E- OW N E D A I RC R A F T UP GRADE P ROGRAMS | AV IONICS

Citation XLS with Garmin G5000

Legacy 600 with Honeywell Primus Elite (PEEF*)

Challenger 604 with Collins Pro Line Fusion

As technology capabilities continue to evolve, aircraft need to keep up with this modernization. Aircraft also need to adapt to new regulations and airspace infrastructure updates. In addition, old technology is slowly being replaced and, in some cases, is no longer supported. Examples of Avionics Upgrade Requirements: ` New Airspace Requirement Compliance: FANS 1/A, CPDLC,

ATN-B1/CPDLC, WAAS/LPV, TCAS II 7.1, ADS-B Out,…etc

` Enhanced Situational Awareness: Synthetic Vision System (SVS), Enhanced Vision System (EVS), Graphical Charts ` Obsolescence: CRT Display to LCD Display, Navigation system IRU, Avionics processing capabilities, FMS,…etc

Aircraft

Factory Delivered Avionics

Upgraded Avionics

Manufacturer

Model

Manufacturer

Model

Manufacturer

Model

Textron Aviation (Cessna)

Citation CJ1+/ CJ2+ / CJ3

Collins Aerospace

Pro Line 21

Collins Aerospace

Pro Line Fusion

Textron Aviation (Cessna)

Citation EXCEL/XLS

Honeywell

Primus 1000

Garmin

G5000

Textron Aviation (Cessna)

Citation CJ/CJ1/CJ2

Collins Aerospace

Pro Line 21

Garmin

G600TXi

Textron Aviation (Cessna)

Citation Mustang

Garmin

G1000

Garmin

G1000 Nxi

Textron Aviation (Cessna)

Citation X

Honeywell

Primus 2000

Honeywell

Primus Elite

Textron Aviation (Cessna)

Citation 550 / 560

Honeywell

Primus 1000

Honeywell

Primus Elite

Textron Aviation (Cessna)

Citation XLS+

Collins Aerospace

Pro Line 21

Garmin

G5000

Textron Aviation (Cessna)

Citation Jet / CJ1 / CJ2

Collins Aerospace

Pro Line 21

Garmin

G600TXi / GFC 600

Textron Aviation (Beechcraft)

Hawker 400 / 400A / 400XP

Collins Aerospace

Pro Line 4

Garmin

G5000

Embraer

Legacy 600

Honeywell

Primus 2000

Honeywell

Primus Elite

Embraer

Phenom 100 / 100E

Garmin

G1000 (Prodigy)

Garmin

G1000 Nxi

Embraer

Phenom 300

Garmin

G1000 (Prodigy)

Garmin

G1000 Nxi

Dassault Aviation

Falcon 2000

Collins Aerospace

Pro Line 4

Collins Aerospace

Pro Line 21

Dassault Aviation

Falcon 50 EX

Collins Aerospace

Pro Line 4

Collins Aerospace

Pro Line 21

Dassault Aviation

Falcon 2000EX EASy and later

Honeywell

Primus EPIC (EASy)

Honeywell

Primus EPIC (EASy II)

Dassault Aviation

Falcon 900EX EASy and later

Honeywell

Primus EPIC (EASy)

Honeywell

Primus EPIC (EASy II)

Dassault Aviation

Falcon 7X

Honeywell

Primus EPIC (EASy)

Honeywell

Primus EPIC (EASy IV)

Dassault Aviation

Falcon 8X

Honeywell

Primus EPIC (EASy III)

Honeywell

Primus EPIC (EASy IV)

Dassault Aviation

Falcon 900B

Honeywell

SPZ-8000

Universal

EFI-890R

Dassault Aviation

Falcon 50

Collins Aerospace

Pro Line II

Collins Aerospace

Pro Line 21

Bombardier

Global Express / XRS / 6000 / 5000

Honeywell

Primus 2000 XP

Honeywell

Step C Upgrade

Bombardier

Challenger 604

Collins Aerospace

Pro Line 4

Collins Aerospace

Pro Line Fusion

Bombardier

Challenger 605

Collins Aerospace

Pro Line 21

Collins Aerospace

Pro Line 21 Advanced

Bombardier

Learjet 40/45

Honeywell

Primus 2000

Honeywell

Primus Elite (PEEF)

Bombardier

Global Express / XRS / 5000

Honeywell

Primus 2000 XP

Honeywell

Primus Elite

Bombardier

Global 5000 / 6000

Collins Aerospace

Pro Line Fusion

Collins Aerospace

Pro Line Fusion (AAU*)

Gulfstream

G650/G650 ER

Honeywell

Primus EPIC

Honeywell

Primus Primus Epic Block 3

* PEEF: Primus Epic Enhanced Features

** AAU: Advanced Avionics Upgrade

6 2 / E L IT E W I N G S M AGA Z I N E © 2 0 2 5

PR E-OWN ED A IRC R A FT U PG RA D E PROG RA M S | W IN G LETS

Citation CJ M2 with Tamarack Active Winglets

Cessna Citation X with Winglet Technology Elliptical Winglets

Falcon 2000S with baseline Aviation Partners Blended Winglets

Winglets are advanced aerodynamics wing extensions, designed to significantly reduce wingtip vortex, resulting in less drag, lower fuel burn and superior climb and cruise characteristics. Aviation Partners blended winglets are a good example of innovation in business aviation that benefits to whole aviation industry. Introduced first, for the Gulfstream II in 1992, this patented technology was ultimately installed on over 70 percent of the GII fleet and is now flying on over 8,000 business and commercial aircraft. Winglet Technology and Cessna Aircraft Company collaborated to develop the world’s fastest winglet for the world’s fastest civilian aircraft with a top speed of 0.92 Mach. Winglet Technology worked closely with Cessna Aircraft Company to develop a Supplemental Type Certificate (STC) permitting the installation of the Elliptical winglets on the Cessna Citation X business jet. Elliptical winglets become standard equipment on the Citation X+.

A Boeing Business Jet (BBJ) with Aviation Partners Split Scimitar Winglets

The active winglets from Tamarack combines three major elements to achieve new levels of aircraft performance, efficiency, and sustainability. A lightweight wing extension, a composite winglet and the autonomous ATLAS® load alleviation system.

Aircraft Manufacturer

Winglets Aircraft Models Manufacturer

Type

Offering

Citation CJ/ CJ1/CJ1+ / M2 Textron Aviation

Citation CJ2/CJ2+

Tamarack

Active Winglets

Upgrade STC

Citation CJ3/CJ3+ Textron Aviation

Hawker 800 / 800XP

Aviation Partners

Blended Winglets

Upgrade STC

Textron Aviation

Citation X

Winglet Technology

Elliptical Winglets

Upgrade STC

Textron Aviation

Citation X+

Winglet Technology

Elliptical Winglets

Baseline

Textron Aviation

Citation Sovereign

Winglet Technology

Transitional Winglets

Upgrade STC

Dassault Aviation

Falcon 2000 / EX / DX

Aviation Partners

Blended Winglets

Upgrade STC

Dassault Aviation

Falcon 2000LX / S / LXS

Aviation Partners

Blended Winglets

Baseline (From 2009)

Dassault Aviation

Falcon 50 / Falcon 900

Aviation Partners

Blended Winglets

Upgrade STC

Dassault Aviation

Falcon 900LX

Aviation Partners

Blended Winglets

Baseline (From 2009)

Boeing Business Jets

BBJ, BBJ 2, BBJ3

Aviation Partners

Blended Winglets

Baseline

Boeing Business Jets

BBJ, BBJ 2, BBJ3

Aviation Partners

Split Scimitar Winglets

Upgrade STC

ELITE WINGS GUIDES

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.

THE GO-TO REFERENCE IN BUSINESS AVIATION

2026 P R E - OW N E D A I RC R A F T GUIDE

19 9 7 - 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

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

19 9 7 - 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 100EX

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

19 9 7 - 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

6 8 / E L IT E W I N G S M AGA Z I N E © 2 0 2 5

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

19 9 7 - 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)

VERY LIG HT

Eclipse 500 © Eclipse Aviation

Eclipse Aerospace | Eclipse 500 / 550 MODELS

ECLIPSE 500

ECLIPSE 550

MODELS EVOLUTION

Eclipse 500 P&W C PW610F First Flight: 2002 Certification: 2006

Eclipse 550 P&W C PW610F Certification: 2013 ` Improved Avionics ` Autothrottles ` Reduced cabin noise

Nothing symbolizes more the rise and decline of the air taxi market than the Eclipse 500 Very Light Jet (VLJ). The air taxi business was planned to fill the gap between commercial airline services and charter services using low-cost short-haul jets before being severely hit by the financial crisis of 2008, when dozens of growing air taxi operators were unable to raise the capital required to finance the large quantity of business jets needed to serve that market efficiently. A good example is DayJet, the largest fleet operator of the Eclipse 500 with 28 aircraft, which filed for bankruptcy in September 2008. DayJet had 1,400 Eclipse 500 jets on order, representing 58% of the order book. The six-seat Eclipse 500 is an all-metal, Very Light Jet originally produced by Eclipse Aviation of Albuquerque, New Mexico. It is based on Burt Rutan’s 1997 Williams-V-Jet II demonstrator for engine manufacturer Williams International. Eclipse Aviation was founded by Vern Raburn, one of Bill Gates’s first Microsoft executives. Bill Gates will become a major early stakeholder in the Eclipse project. Two months after DayJet's collapse, Eclipse Aviation entered Chapter 11 bankruptcy on November 25, 2008. By then, 259 airplanes had been delivered. With more than $1 billion of total liabilities, the company entered Chapter 7 liquidation on February 24, 2009. The company assets were sold Although the Eclipse 500 prototype flew with Williams FJ22 engines on its maiden flight on August 26, 2002, the powerplant was later changed to Pratt & Whitney Canada PW610F engines, significantly delaying the development program. The Eclipse 500 entered service in December 2006 with a price tag of $1.45 million, double the original price target of $775,000. The airplane design was optimized for mass production, using techniques adopted from the automotive industry. One crew can assemble an airframe on a single shift, and the interior can be installed in 45 minutes on a moving assembly line. The Eclipse 500 cabin didn’t feature a lavatory as the airplane was designed to fly 60-minute average routes. The Eclipse 550 was launched in 2013 as a successor to the 500. It features enhanced avionics, autothrottles and anti-skid brakes. The Eclipse 550 is certified for single-pilot operation.

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Eclipse 500

Eclipse 550

FAA Certification

30-sept-06

juin-13

In-Production Years

2006 - 2008

2014 - 2017 | 2023 -

265

$1M - $1.9M

$1.8M - $2M

Max Range*

1,125 nm

Max Cruise speed

371 kts

375 kts 2,433 ft

Total Produced

WEIGHTS

PERFORMANCE

Price Range

Takeoff Distance

3,776 ft

Landing Distance

3,920 ft

2,790 ft

Max Cruise Altitude

41,000 ft

Max Takeoff

5,995 lbs

6,000 lbs

Max Landing

5,600 lbs

Max Zero Fuel

4,922 lbs

Usable Fuel

248 gal

251 gal

Engines Manufacturer

SYSTEMS

Pratt & Whitney

Engines Model

PW610F-A

Engines Thrust

900 lbf

Avionics Manufacturer

Innovative Solutions & Support IS&S

Avionics Model

Avio Avionics Suite

CABIN

All Max Passengers

1+4

Cabin Volume

240 cu.ft

Cabin Height

4 ft 2 in

Cabin Width

4 ft 8 in

Cabin Length

12 ft 4 in

Baggage Storage

16 cu.ft

Cabin Cross Section

Cabin Floor Plan

Original Eclipse 500 interior © Eclipse Aerospace

VERY LIG HT

Cirrus G2 Vision Jet © Cirrus Aircraf

Cirrus Aircraft | SF50 Vision Jet MODELS

VISION JET

G2 VISION JET

G2+ VISION JET

MODELS EVOLUTION Vision SF50 WI FJ33-5A First Flight: 2008 Certification: 2016

Vision Jet SF50-G2 WI FJ33-5A Certification: 2019 ` RVSM ( FL 310

Altitude) ` Upgraded avionics

with Autothrottle ` Reduced cabin noise

Vision Jet SF50-G2+ WI FJ33-5A Certification: 2021 ` Hot & High

performance improvement ` Wi-Fi (Gogo Avance L3)

G3 Vision Jet WI FJ33-5A Certification: 2026 ` Redesigned cabin ` Improved third-row

seating ` Additional avionics

functions ` New exterior lighting

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G3 VISION JET

The all-composite, single-engine Vision Jet was launched in 2006 and achieved certification a decade later. This jet was initially designed to offer owner-pilots of piston-powered aircraft an easy step-up to a very light personal jet. The Vision Jet is also Part 135 approved for operators seeking to provide air taxi services. The Cirrus’s signature airframe parachute system is unique to the Vision Jet, deploying from the aircraft nose. In 2018, the Vision Jet was awarded the Collier Trophy for developing the world’s first single-engine general aviation personal jet aircraft with a whole-airframe parachute system. In 2020, Cirrus Aircraft introduced Safe Return, a revolutionary emergency auto-land system allowing passengers to turn the Vision Jet into a fully autonomous vehicle with just a touch of a button. In 2019, Cirrus Aircraft introduced the improved G2 version, adding RVSM capability and allowing flight operations up to a 31,000 ft ceiling. The G2 range was improved to 1,200 nm. The 2021 G2+ version introduced a more optimized FJ33-5A engine thrust profile that provides up to 20% increased performance during take-off, allowing for shorter runway operations, increased payload/range, and improved take-off safety margins, especially on hot and high airports. In 2023, Cirrus introduced an Auto Radar function powered by avionics supplier Garmin and Cirrus IQ LTE-based connectivity. The Auto Radar allows the pilot to select the desired radar range, which then automatically scans the area ahead with the most optimal horizontal and vertical tilt combination. Cirrus IQ adds LTE-enabled hardware, allowing real-time aircraft data access on the ground.

Vision Jet

G2 Vision Jet

G2+ Vision Jet

G3 Vision Jet

FAA Certification

28-oct-16

2019

2023

2026

In-Production Years

2016 - 2019

2019 - 2023

2023 - 2026

2026-

1,275 nm

721

Total Produced

$1.8M - $4M

WEIGHTS

PERFORMANCE

Price Range Max Range*

1,200 nm

1,275 nm

Max Cruise speed

304 kts

311 kts

317 kts

Takeoff Distance

2,036 ft

Landing Distance

1,628 ft

Max Cruise Altitude

28,000 ft

31,000 ft

Max Takeoff

6,000 lbs

Max Landing

5,550 lbs

Max Zero Fuel

4,900 lbs

Usable Fuel

250 gal

250 gal Williams Int

Engines Manufacturer

SYSTEMS

Williams Int

Engines Model

FJ33-5A

Engines Thrust

1,846 lbf

Avionics Manufacturer

Garmin

Avionics Model

G3000

CABIN

All Max Passengers

1+6

Cabin Volume

163 cu.ft

Cabin Height

4 ft 1 in

Cabin Width

5 ft 1 in

Cabin Length

11 ft 6 in

Baggage Storage

54 cu.ft

Aircraft Side View

Cabin Floor Plan

Vision Jet original interior © Cirrus Aircraft

VERY LIG HT

Cessna Citation Mustang © Textron Aviation

Textron Aviation (Cessna) | CE-510 Citation Mustang MODELS

CITATION MUSTANG

MODELS EVOLUTION

Launched at the 2002 NBAA-BACE, the Cessna Model 510 was developed as an entry-level Very Light Jet (VLJ) to capture the much-anticipated air taxi and owner-pilot markets.

Model 510 (Mustang) P&WC PW615F-A

The prototype aircraft first flew on April 23, 2005, prior to certification on September 8, 2006. The aircraft was built at the Cessna production facility in Independence, Kansas along with the company’s single-engine piston aircraft.

First Flight: 2005 Certification: 2006

Model 510 (Mustang) High Sierra Edition P&WC PW615F-A Certification: 2010 ` Special paint scheme

and Interior ` Synthetic vision

In 2004, Cessna selected the Independence site to build its new Citation Mustang, the first Citation to be manufactured outside of Wichita. After significantly expanding the facility, Independence began production of the Mustang on October 5, 2005. Cessna never called the Mustang a VLJ as it was not a revolutionary airplane, as other VLJ makers, but an evolutionary airplane that built on the nearly 40 years of experience the company had in designing business jets. The Citation Mustang is powered by two Pratt & Whitney PW615F turbofans mounted in pods on the aft fuselage, each producing 1,460 lbf of thrust. The all-glass cockpit features a fully-integrated Garmin G1000 avionics suite with dual-channel autopilot. Two 10-inch primary flight displays flank a 15-inch multifunction display in the centre of the instrument panel. Due to the 2008-2009 financial crisis, Cessna Mustang deliveries quickly declined from a record high of 125 jets in 2009 to eight in 2014. After almost 500 deliveries in 11 years, Cessna stopped producing the Mustang in 2017 as customer interest turned to the upgraded Citation M2.

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Citation Mustang FAA Certification

08-sept-06

In-Production Years

2006 - 2017

Total Produced Price Range

WEIGHTS

PERFORMANCE

Max Range*

967 nm

Max Cruise speed

340 kts

Takeoff Distance

3,380 ft

Landing Distance

2,380 ft

Max Cruise Altitude

41,000 ft

Max Takeoff

8,645 lbs

Max Landing

8,000 lbs

Max Zero Fuel

6,750 lbs

Usable Fuel

388 gal

Engines Manufacturer

SYSTEMS

479 $1.2M - $2.2M

Pratt & Whitney

Engines Model

PW615F-A

Engines Thrust

1,460 lbf

Avionics Manufacturer

Garmin

Avionics Model

G1000

CABIN

Citation Mustang Max Passengers

1+5

Cabin Volume

163 cu.ft

Cabin Height

4 ft 6 in

Cabin Width

4 ft 7 in

Cabin Length

9 ft 9 in

Baggage Storage

63 cu.ft

In 2010 Cessna launched a special luxury edition called the High Sierra Edition

Cabin Cross Section

Cabin Floor Plan

Original Citation Mustang interior © Textron Aviation

VERY LIG HT

Cessna Citation CJ1 with a new paint scheme by Duncan Aviation

Textron Aviation (Cessna) | CE-525 Citation CJ1 / M2 MODELS

CITATION CJ1

CITATION CJ1+

CITATION M2

MODELS EVOLUTION Model 500 (Citation I) P&WC JT15D-1A First Flight: 1969 (Fanjet 500) Certification: 1971

Model 550 (Citation II) P&WC JT15D-4 Certification: 1978

Model 525 (CitationJet) WI FJ44-1A First Flight: 1991 Certification: 1992 ` Citation II fwd fuselage ` New supercritical wing ` New T-tail

Model 525 (Citation CJ1) WI FJ44-1A Certification: 2000 ` Pro Line 21 Avionics ` Increase MTOW

Model 525 (Citation CJ1+) WI FJ44-1AP Certification: 2005 ` FADEC Engines

Model 525 (Citation M2) WI FJ44-1AP-21 Certification: 2013 ` Improved Engines ` Garmin G3000

Avionics ` New wingtips

Model 525 (Citation M2 Gen2) WI FJ44-1AP-21 Certification: 2022 ` Restyled Cabin

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CITATION M2 GEN2

Launched in 1989, the Cessna Model 525 is a single-pilot, Very Light Jet (VLJ) marketed successively under the CitationJet, Citation CJ1 then Citation M2 marketing designations. The original model was certified on October 16, 1992. The Model 525 is based on an all-aluminum airframe with a T-tail and a straight laminar flow supercritical wing. It can carry two crew members and up to six passengers. The fuselage cross-section, cockpit, and engines are shared with larger Cessna Citation CJ models, the CJ2, the CJ3, and the CJ4. Starting with the CJ1+, the Model 525 received FADECcontrolled Williams International FJ44-1AP engines, which greatly reduced pilots’ workload. The CJ1+ could climb directly to 41,000 ft and cruise at up to 389 kts. The 2013 Citation M2 variant, recognizable by the addition of small winglets, introduced more powerful FJ44-1AP-21 engines and Garmin G3000 avionics in replacement of the Collins Aerospace Pro Line 21 suite on previous versions. The 2022 Citation M2 Gen2 version introduced a new cabin experience with enhanced styling and updated functionalities.

Citation CJ1

Citation CJ1+

Citation M2

Citation M2 Gen 2

FAA Certification

15-oct-92

17-juin-05

20-déc-13

04-avr-22

In-Production Years

2000 - 2007

2005 - 2013

2013 - 2023

2022 -

191

102

309

80 (In Prod)

$1.2M - $2M

$2.5 M - $3M

$4M - $5M

$5.8M - $6.5M

Max Range*

1,137 nm

1,128 nm

1,184 nm

1,550 nm

Max Cruise speed

377 kts

389 kts

404 kts

Takeoff Distance

4,115 ft

3,890 ft

3,250 ft

3,210 ft

Total Produced

WEIGHTS

PERFORMANCE

Price Range

Landing Distance

3,309 ft

2,590 ft

Max Cruise Altitude

41,000 ft

Max Takeoff

10,600 lbs

10,700 lbs

Max Landing

9,800 lbs

9,900 lbs

Max Zero Fuel

8,400 lbs

8,500 lbs

Usable Fuel

485 gal

484 gal

492 gal

SYSTEMS

Engines Manufacturer

Williams Int

Engines Model

FJ44-1A

FJ44-1AP

FJ44-1AP-21

Engines Thrust

1,900 lbf

1,964 lbf

Collins Aerospace

Garmin

Pro Line 21 (2 / 3 screens)

Pro Line 21

G3000

Avionics Manufacturer Avionics Model

CABIN

All Max Passengers

1+7

Cabin Volume

199 cu.ft

Cabin Height

4 ft 9 in

Cabin Width

4 ft 10 in

Cabin Length Baggage Storage

Cabin Cross Section

11 ft 45.6 cu.ft Cabin Floor Plan

Cessna Citation CJ1 with a refurbished interior by Duncan Aviation

VERY LIG HT

Phenom 100EV with a new paint scheme by Duncan Aviation

Embraer | Phenom 100E / 100EV / 100EX MODELS

PHENOM 100

PHENOM 100E

PHENOM 100EV

PHENOM 100EX

MODELS EVOLUTION

The Phenom 100 is the marketing designation of the Embraer EMB-500 Very Light Jet (VLJ) model.

(EMB-500) Phenom 100 P&W C PW617F-E

In 2005, the Brazilian manufacturer decided to enter the booming VLJ market with a new clean-sheet, purpose-built business jet, using the latest technologies. Thanks to flawless program execution, the first Phenom 100 prototype completed its first flight on July 26, 2007, at São José dos Campos in Brazil, paving the way for the first delivery in December 2008.

First Flight: 2007 Certification: 2008

(EMB-500) Phenom 100E P&W C PW617F-E Certification: 2015 ` Multifunction Spoilers

addition

(EMB-500) Phenom 100EV P&W C PW617F1-E Certification: 2017 ` Engine thrust increase ` Garmin G3000 touch-

screen avionics

(EMB-500) Phenom 100EX P&W C PW617F1-E Certification: 2023 ` Improved cabin ` Runway Overrun

Awareness and Alerting system (ROAAS) Certification

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The Phenom's roomy cabin, which has won the Robb Report Best of the Best award in its segment seven times, comfortably accommodates up to seven passengers. The Phenom 100 and 300 share the exclusive Oval Lite® cabin that Embraer and BMW Designworks USA developed. These jets also feature oversized windows, setting new standards for comfort in their category. In 2011, Embraer opened its first U.S.-based aircraft final assembly plant in Melbourne, Florida, where it began operations with a second production line for the Phenom 100. In 2016, after a major expansion of the site, Embraer shifted all Phenom jet assembly work to Florida. The 2017 Phenom 100EV model introduces a touchscreen flight deck powered by the Garmin G3000 avionics suite and several performance improvements thanks to a more powerful Pratt & Whitney Canada PW617F1-E engine.

Phenom 100

Phenom 100E

Phenom 100EV

Phenom 100EX

FAA Certification

12-déc-08

2015

2017

2023

In-Production Years

2007 - 2014

3013 - 2017

2017 - 2024

2023 -

299

$1.7M - $3M

$3M - $4M

$4.5M - $5.5M

$5.8M

Max Range*

1,160 nm

1,178 nm

Max Cruise speed

380 kts

405 kts

Takeoff Distance

3,400 ft

3,190 ft

3,138 ft

Total Produced

WEIGHTS

PERFORMANCE

Price Range

Landing Distance

2,964 ft

3,400 ft

2,430 ft

Max Cruise Altitude

41,000 ft

Max Takeoff

10,472 lbs

10,582 lbs

10,703 lbs

Max Landing

9,766 lbs

9,877 lbs

9,998 lbs

Max Zero Fuel

8,444 lbs

8,775 lbs

9,072 lbs

Usable Fuel

421 gal

422 gal

SYSTEMS

Engines Manufacturer

Pratt & Whitney

Engines Model

PW617F-E

PW617F1-E

Engines Thrust

1,695 lbf

1,730 lbf

Avionics Manufacturer

Garmin

Avionics Model

G1000 Prodigy ®

CABIN

All Max Passengers

1+7

Cabin Volume

212 cu.ft

Cabin Height

4 ft 11 in

Cabin Width

5 ft 1 in

Cabin Length Baggage Storage

G3000 Prodigy Touch® Cabin Cross Section

11 ft 64 cu.ft Cabin Floor Plan

Original Phenom 100 interior © Embraer

VERY LIG HT

HondaJet Elite S © Honda Aircraft

Honda Aircraft | HA-420 HondaJet MODELS

HONDAJET

HONDAJET ELITE

MODELS EVOLUTION (HA-420) HondaJet GE Honda HF120 First Flight: 2010 Certification: 2015

HondaJet Elite GE Honda HF120 Certification: 2018 ` Improved performance ` Improved Interior ` Updated FlightDeck

HondaJet Elite S GE Honda HF120 Certification: 2020 ` Increase MTOW

HondaJet Elite II GE Honda HF120 Certification: 2022 ` Increase MTOW ` Autothrottles ` Emergency autoland

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HONDAJET ELITE S

HONDAJET ELITE II

The HA-420 HondaJet is the first aircraft developed by Honda Aircraft Company, a wholly-owned subsidiary of the Japanese Honda Motor Company. Conceptualized in Japan, the airplane is assembled in Greensboro, North Carolina. The low-wing Very Light Jet is recognizable by the unique engine mounting configuration above the wing. In 1997, lead HondaJet designer Michimasa Fujino developed a new breakthrough in aviation technology that allowed aircraft engines to be placed above the main wing, all while improving aerodynamics. He soon patented his discovery, making the HondaJet the first business jet in the world to successfully develop an over-the-wing engine mount (OTWEM). Thanks to the OTWEM technology that eliminates the need for an engine mount support structure installed on the fuselage, the HondaJet can fly faster, higher, and further than other aircraft in its class, all while featuring a quieter and more spacious cabin. The first HondaJet prototype took to the sky on December 3, 2003. The FAA certification was received in December 2015 following many years of development. The HondaJet fuselage is made of a carbon-composite material that is stronger and lighter than the aluminum used in most other aircraft. The HondaJet flight deck is based on the Garmin G3000 avionics suite. The improved HondaJet Elite entered service in 2018, introducing many new flight deck and cabin functionalities and airfield performance enhancements. The 2021 Elite S had an increased maximum takeoff weight of 200 lbs, allowing for an up to 120 nm range increase with one pilot and five passengers. The jet was updated again in 2022, with the certification of the HondaJet Elite II, which features a host of key advancements in performance and comfort. The Elite II increases the range to 1,547 nm with increased fuel capacity and a 200 lb MTOW increase.

HondaJet

HondaJet Elite

Elite S

Elite II

FAA Certification

08-déc-15

2018

2020

2022

In-Production Years

2010 - 2021

2018 259 ( All Models)

Total Produced

WEIGHTS

PERFORMANCE

Price Range Max Range*

1,223 nm

1,437 nm

422 kts

Takeoff Distance

3,120 ft

3,491 ft

3,639 ft

1,547 nm

Landing Distance

3,047 ft

2,795 ft

Max Cruise Altitude

43,000 ft

Max Takeoff

10,600 lbs

10,700 lbs

10,900 lbs

11.100 lbs

Max Landing

9,860 lbs

9.960 lbs

10,160 lbs

10,360 lbs

Max Zero Fuel

8,800 lbs

8,900 lbs

9,100 lbs

9,300 lbs

Usable Fuel

431 gal

440 gal

440 gal GE Honda

GE Honda

Engines Model

HF120

Engines Thrust

2,050 lbf

Avionics Manufacturer

Garmin

Avionics Model

G3000 All

Max Passengers

CABIN

$4.4M - $6M

Max Cruise speed

Engines Manufacturer

SYSTEMS

$2.7M - $4.8M

Cabin Cross Section

1+7

Cabin Volume

238 cu.ft

Cabin Height

4 ft 10 in

Cabin Width

5 ft

Cabin Length

17 ft 10 in

Baggage Storage

66 cu.ft Cabin Floor Plan

Original HondaJet interior © Honda Aircraft

LIG HT

2005 Beechcraft Premier I available for sale through JetHQ

Textron Aviation (Beechcraft) | Premier I MODELS

PREMIER I

PREMIER IA

MODELS EVOLUTION (Raytheon 390) Premier I WI FJ44-2A First Flight: 1998 Certification: 2001

(Raytheon 390) Premier IA WI FJ44-2A Certification: 2005 ` Improved systems ` Improved avionics

(co-pilot PFD) ` Reduced cabin noise ` Restyled cabin

Launched at the 1995 NBAA-BACE, the Premier I (Beechcraft model 390) is a composite-fuselage light business jet manufactured by Beechcraft featuring a near-standup cabin. The Premier I is the first business jet designed from the wheels up by Raytheon following the acquisition of Beechcraft in 1980 and carries the FAA designation RB-390 (Raytheon Beechcraft model 390). The Premier I prototype was rolled out on August 19, 1998 and its first flight was on December 22, 1998. Its FAA Type Certificate was issued on March 23, 2001. All Premiers feature Collins Aerospace Pro Line 21 avionics and Williams International high-efficiency FJ44-2A turbofan engines. The engines propel the Premier to 41,000 feet in just 23 minutes and burn around 130 gallons an hour while cruising at 450 kts. The airplane features a rigid and lightweight rolled graphite, epoxy laminate and honeycomb fuselage mated to highly swept aluminum wings. The Premier’s cabin features a beverage centre, six individual executive seats that slide, swivel, and recline, and an electric-flushing chemical toilet in the back. On September 22, 2005, the upgraded Premier IA was certified, featuring a new cabin interior and improved systems in addition to an “acoustical liner” to reduce cabin noise levels. The Premier IA upgrade included a new contoured cabin headliner that increases passenger headroom, adjustable LED downwash lighting and repositioned passenger reading lights. Passenger seats have also been completely restyled for increased comfort and more legroom. The Premier IA avionics suite incorporated Collins Aerospace IFIS-5000 Integrated Flight Information System and Pro Line 21 Communication, Navigation and Surveillance suite fitted as standard.

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Premier I

Premier IA

FAA Certification

23-mars-01

2005

In-Production Years

2000 - 2006

2005 - 2013

133

165

$1.3M - $2M

$2M - $2.7M

Max Range*

1,175 nm

Max Cruise speed

461 kts

Takeoff Distance

3,792 ft

Total Produced

WEIGHTS

PERFORMANCE

Price Range

Landing Distance

3,177 ft

Max Cruise Altitude

41,000 ft

Max Takeoff

12,500 lbs

Max Landing

11,600 lbs

Max Zero Fuel

10,000 lbs

Usable Fuel

553 gal

564 gal

Williams Int

SYSTEMS

Engines Manufacturer Engines Model

FJ44-2A

Engines Thrust

2,300 lbf

Avionics Manufacturer

Collins Aerospace

Avionics Model

Pro Line 21

CABIN

All Max Passengers

2+6

Cabin Volume

315 cu.ft

Cabin Height

5 ft 5 in

Cabin Width

5 ft 6 in

Cabin Length

13 ft 6 in

Baggage Storage

76.9 cu.ft

Cabin Cross Section

Cabin Floor Plan

2005 Beechcraft Premier I available for sale through JetHQ

LIG HT

Cessna Citation CJ2 with a new paint scheme by Duncan Aviation

Textron Aviation (Cessna) | CE-525A Citation CJ2 MODELS

CITATION CJ2

CITATION CJ2+

MODELS EVOLUTION Model 525 (CitationJet) WIL FJ44-1A

Introduced in 2000, the Cessna Model 525A was developed as a five-foot stretch version of the Citation CJ1 (Model 525), marketed under the Citation CJ2 designation. A higher-thrust Williams International FJ44-2C engine powered the original model.

Certification: 1992

The Citation CJ2 is a low-wing aircraft with retractable tricycle landing gear and a T-tail. A pressurized cabin accommodates a crew of two and up to eight passengers.

Model 525 (Citation CJ1) WIL FJ44-1A

In its most popular configuration, the CJ2 provides seating for seven — six seats that track fore, aft, and laterally, four of which recline up to 45 degrees — and the option of a side-facing seat opposite a forward slim-line refreshment centre. All configurations include a standard aft lavatory with a privacy curtain or optional sliding door. If operated with a single pilot, the copilot seat can accommodate an additional passenger. The CJ2 features a digitally controlled pressurization system and advanced soundproofing.

Certification: 2000

Model 525A (Citation CJ2) WIL FJ44-2C Certification: 2000 ` Stretched fuselage ` Increase MTOW

Model 525 (Citation CJ1+) WIL FJ44-1AP Certification: 2005

Model 525A (Citation CJ2+) WIL FJ44-3A-24 Certification: 2005

Model 525 (Citation M2) WIL FJ44-1AP-21

` FADEC Engines ` Updated Avionics

Certification: 2013 Model 525A (Citation CJ2+ Alpine) WIL FJ44-3A-24 Certification: 2013 ` Upgrade package ` Garmin G3000 ` New cabin styling

(Based on M2)

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The improved CJ2+ version was certified in September 2005. It features improved dual-channel FADEC-controlled FJ44-3A-24 engines, updated avionics, and increased MTOW. Cessna stopped marketing the CJ2+ in 2015, focusing its sales efforts on the stretched fuselage CJ3 model.

Citation CJ2

Citation CJ2+

21-juin-00

30-sept-05

FAA Certification

243

226

Total Produced

2000 - 2006

2006 - 2014

Price Range

$2.5M - $3.5M

$4.5M - $5M 1,509 nm

WEIGHTS

PERFORMANCE

In-Production Years

Max Range*

1,502 nm

Max Cruise speed

407 kts

412 kts

Takeoff Distance

3,725 ft

3,810 ft

Landing Distance

2,619 ft

3,222 ft

Max Cruise Altitude

45,000 ft

Max Takeoff

12,375 lbs

12,500 lbs

Max Landing

11,500 lbs

11,525 lbs

Max Zero Fuel

9,300 lbs

9,700 lbs

Usable Fuel

587 gal

SYSTEMS

Engines Manufacturer

Williams Int

Engines Model

FJ44-2C

FJ44-3A-24

Engines Thrust

2,400 lbf

2,490 lbf

Avionics Manufacturer

Collins Aerospace

Avionics Model

Pro Line 21

CABIN

All Max Passengers

1+8

Cabin Volume

246 cu.ft

Cabin Height

4 ft 9 in

Cabin Width

4 ft 10 in

Cabin Length

13 ft 7 in

Baggage Storage

74 cu.ft

Cabin Cross Section

Cabin Floor Plan

Cessna Citation CJ2 with a refurbished interior by Duncan Aviation

LIG HT

Cessna Citation CJ3 with a new paint scheme by Duncan Aviation

Textron Aviation (Cessna) | CE-525B Citation CJ3 MODELS

CITATION CJ3

CITATION CJ3+

MODELS EVOLUTION Model 525 (CitationJet) WIL FJ44-1A

Cessna's single-pilot light jet offering shares the same fuselage, cross-section, cockpit, and FJ44 engine family with three other Cessna Citation CJ models: the shorter CJ1 / M2 and CJ2, and the stretched CJ4.

Certification: 1992

Model 525 (Citation CJ1) WIL FJ44-1A Certification: 2000

The CJ3, however, has wings bigger and longer than those of smaller CJs and is propelled by more powerful engines rated at 2,820 pounds of thrust apiece. This combination produces speeds of 416 kts and the power to climb directly to 45,000 feet in just 27 minutes.

Model 525A (Citation CJ2) WIL FJ44-2C Certification: 2000 ` Stretched fuselage

Model 525 (Citation CJ1+) WIL FJ44-1AP Certification: 2005

Model 525 (Citation M2) WIL FJ44-1AP-21

The Cessna Model 525B is a double-stretch version of the original 1992 Citation 525 model, marketed under the Citation CJ3 designation.

The Citation CJ3 was developed around an all-aluminum airframe with a T-tail and a straight wing with room for two crew and up to eight passengers. The CJ3 flight test program started on April 17, 2003, and deliveries began in December of the same year.

` Increase MTOW

Model 525A (Citation CJ2+) WIL FJ44-3A-24 Certification: 2005

Certification: 2013

Model 525B (Citation CJ3) WIL FJ44-3A Certification: 2005 ` Collins Pro Line 21 ` Stretched fuselage

Model 525B (Citation CJ3+) WIL FJ44-3A Certification: 2014 ` Garmin G3000 ` New cabin styling

(Based on M2)

Model 525B (Citation CJ3 Gen2) WIL FJ44-3A Certification: 2025 (Expected) ` Redesigned cabin

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All Citation CJ models have inherited the 58-inch internal diameter, circular cross-section fuselage of the 1971 Citation 500 model. The standard CJ3 configuration includes a forward refreshment centre, four club seats forward, two aft seats, and a belted flushing lavatory. The 2014 enhanced Citation CJ3+ model introduces Garmin G3000 avionics, replacing the Collins Aerospace Pro Line 21 featured on the original CJ3 models.

Citation CJ3

Citation CJ3+

FAA Certification

15-oct-04

04-sept-14

In-Production Years

2004 - 2014

2014 -

416

288 (In Prod)

$3.5M - $6.5M

$4M - $10M

1,802 nm

Total Produced

WEIGHTS

PERFORMANCE

Price Range Max Range* Max Cruise speed

416 kts

451 kts

Takeoff Distance

3,180 ft

3,354 ft

Landing Distance

2,421 ft

2,770 ft

Max Cruise Altitude

45,000 ft

Max Takeoff

13,870 lbs

Max Landing

12,750 lbs

Max Zero Fuel

10,510 lbs

Usable Fuel

703 gal

Williams Int

SYSTEMS

Engines Manufacturer Engines Model

FJ44-3A

Engines Thrust

2,820 lbf

Collins Aerospace

Garmin

Pro Line 21

G3000

Avionics Manufacturer Avionics Model

CABIN

All Max Passengers

1+8

Cabin Volume

284 cu.ft

Cabin Height

4 ft 9 in

Cabin Width

4 ft 10 in

Cabin Length

15 ft 8 in

Baggage Storage

65 cu.ft

Cabin Cross Section

Cabin Floor Plan

Cessna Citation CJ3 with a refurbished interior by Duncan Aviation

LIG HT

Hawker 400XP with a new paint scheme by Stevens Aerospace

Textron Aviation (Beechcraft) | Hawker 400 MODELS

HAWKER 400A

HAWKER 400XP

HAWKER 400XPR

MODELS EVOLUTION Mitsubishi MU-300 Diamond P&W C JT15D

Mitsubishi MU-300 Diamond 1A P&W C JT15D-4D ` Improved engines ` MTOW Increase

Mitsubishi MU-300 Diamond II P&W C JT15D-5 Certification: 1985

Program sold by Mitsubishi to Beechcraft Hawker 400A P&W C JT15D-5R Certification: 1993

Nextant 400XT (Nextant Aerospace) WI FJ44-3AP

Certification: 2012

Certification: 2003

Certification: 2011

` New engines

` Increased MTOW

` New engines

` Pro Line 21 / Garmin

` 9-pax seating

` Pro Line 21 Avionics

G5000 Avionics ` Winglets ` New Interior

` thrust reversers

upgrade

` Improved avionics

Nextant 400XTi ( Nextant Aerospace) WI FJ44-3AP Certification: 2013 ` New engines ` Redesigned cabin

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The Hawker 400 is the latest marketing designation for the Beechjet 400, which was originally developed as the Mitsubishi MU-300 Diamond.

In December 1985, the design rights for the Diamond II, the latest improved version of the MU-300, were sold to Beechcraft, which had been owned by Raytheon since 1980. The Diamond II was renamed the Beechjet 400 and was certificated as such in May 1986.

Certification: 1984

Hawker 400XP P&W C JT15D-5R

NEXTANT 400XTI

Launched in the 1970s by Mitsubishi Heavy Industries, the light jet MU-300 Diamond first flew on August 29, 1978, in Japan prior to shipment to the U.S. for FAA Part 25 certification. Following FAA certification on November 6, 1981, Mitsubishi started assembling the jet at the former Mooney plant in San Angelo, Texas which Mitsubishi had acquired in 1969.

First Flight: 1978 Certification: 1981

Hawker 400XPR ( Textron Conversion) WI FJ44-4A-32

NEXTANT 400XT

Beech, part of Raytheon since 1980, redesigned the light jet to the Beechjet 400A variant, introducing Collins Pro Line 4 avionics, a redesigned cabin interior, and additional changes to optimize cruise performance. Under Raytheon/ Beech the jet landed a major order in 1990 for 180 Beech 400Ts as multi-engine trainers for the U.S. Air Force. In 1993, following Raytheon's acquisition of the British Aerospace Hawker business jet line, the Beechjet 400A became the Hawker 400 to align with the larger Hawker 800 branding (formerly BAe 125-800). In 2003, the 400XP model variant was introduced, with a 200-pound MTOW increase that gave the aircraft extra payload, hence the "XP" designation. In 2010, Textron Aviation announced the 400XPR upgrade package, which is available exclusively through Hawker Beechcraft Services (HBS) factory-owned service centres and includes the addition of genuine Hawker composite winglets, a new Williams International FJ44-4A-32 engine, and optional avionics and system enhancements.

Hawker 400A

Hawker 400XP

Hawker 400XPR

Nextant 400XT

Nextant 400XTi

FAA Certification

1993

2003

2016

oct-11

2013

In-Production Years

1993 - 2003

2003 - 2011

Re-Engine Program

Total Produced

330

PERFORMANCE WEIGHTS

~ 80

1,180 nm

1,465 nm

1,950 nm

1,970 nm

Max Cruise speed

465 kts

460 kts

447 kts

Takeoff Distance

5,083 ft

3,906 ft

3,840 ft

3,821 ft

1,929 nm

Landing Distance

4,600 ft

3,838 ft

3,400 ft

2,898 ft

Max Cruise Altitude

45,000 ft

Max Takeoff

16,100 lbs

16,300 lbs

Max Landing

15,700 lbs

Max Zero Fuel

13,000 lbs

Usable Fuel

733 gal

Pratt & Whitney

Williams Int

Engines Model

JT15D-5

JT15D-5R

FJ44-4A-32

FJ44-3AP

Engines Thrust

2,900 lbf

2,965 lbf

3,200 lbf

3,050 lbf

Avionics Manufacturer

Collins Aerospace

Collins Aerospace / Garmin

Collins Aerospace

Avionics Model

Pro Line 4

Pro Line 21 / G5000

Pro Line 21

Max Passengers

2+8

All

CABIN

$2M - $2.8M

Max Range*

Engines Manufacturer SYSTEMS

264 $0.7M - $3M

Price Range

Re-Engine Program

Cabin Volume

305 cu.ft

Cabin Height

4 ft 10 in

Cabin Width

4 ft 11 in

Cabin Length

15 ft 6 in

Baggage Storage

53 cu.ft

Cabin Cross Section

Cabin Floor Plan

Hawker 400XP with a refurbished interior by Stevens Aerospace

LIG HT

Learjet 31 with a new paint scheme by Duncan Aviation

Bombardier | Learjet 31A MODELS

LEARJET 31A

MODELS EVOLUTION Learjet 23 GE CJ610-4 First Flight: 1963 Certification: 1964

Learjet 24/24A GE CJ610-4 Certification: 1966

Learjet 25 GE CJ610-6 Certification: 1967

Learjet 24B/24B-A GE CJ610-6

` Stretched Fuselage

Learjet 35/36 HON TFE731-2-2B

Certification: 1968

Certification: 1974 ` Stretched Fuselage

Learjet 24C/24D/24D-A GE CJ610-6

Learjet 35A/36A HON TFE731-2-2B

Certification: 1976 Learjet 28/29 GE CJ610-8A

Certification: 1976

Certification: 1979 ` New Wing + Winglets ` Testbed for Lear 55

Wing"

Learjet 31 HON TFE731-2-2B Certification: 1981

Learjet 31A HON TFE731-2-2B Certification: 1990 ` Hon EFIS 50 Avionics

Learjet 31A HON TFE731-2C Certification: 2000 ` Hon EFIS 50 Avionics

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The Learjet 31 is the ultimate upgraded version of the original 1963 Learjet 23. Introduced in 1981 as a combination of the Learjet 35/36 stretched fuselage version with the Learjet 28/29/55 newly developed high-speed wing, which was the first production application of NASA’s Aircraft Energy Efficiency program-developed winglets. These nearly vertical wing extensions were behind the nickname “Longhorn Wing” carried by many Learjet models. The combination of the sleek fuselage and the new wing enabled the Learjet 31 to reach a cruise speed of 0.81 Mach after climbing to its cruise level in just 28 minutes — way beyond the capabilities of any competing light private jet. The Learjet 31 also had great runway performance and a low fuel burn, making it a great candidate for efficient, fast private jet travel. Two Honeywell (ex-Garret) TFE 731-2-4-3B engines provide 3,500 pounds of thrust each, making this jet outperform the rest of the private jets in its class. With four passengers, it has a range of 1,252 nm and performs well even in extreme temperatures and at high altitudes. The Learjet 31 has excellent in-flight performance. Its rapid acceleration and rapid response capabilities make it a favourite among pilots. This jet is known for its smooth flights and good performance, even outside the recommended flight envelope. The Learjet 31 can carry up to eight passengers in its 17.1-foot-long cabin. Introduced in 1991, the Learjet 31A featured upgraded avionics. The Honeywell (ex-BendixKing) suite has a KFC 3100 autopilot system with automatic climb and descent modes that control the jet’s flight for the best possible performance. In 1995, a new interior with increased headroom was introduced. In 2000, the Learjet 31A’s takeoff and landing weights were increased, and a full-authority digital engine control and two-zone climate controls were added. Thrust reversers became standard equipment.

Learjet 31

Learjet 31A

FAA Certification

17-août-88

25-juill-91

In-Production Years

1988 - 1996

1991 - 2003

Total Produced

PERFORMANCE

Max Range*

1,447 nm

Max Cruise speed

463 kts

Takeoff Distance

3,410 ft

WEIGHTS SYSTEMS

1,447 nm

Landing Distance

2,866 ft

Max Cruise Altitude

51,000 ft

15,500 lbs / 17,000 lbs (STC)

17,700 lbs

Max Landing

15,300 lbs

16,000 lbs

Max Zero Fuel

13,000 lbs / 13,500 lbs (STC)

13,500 lbs

Usable Fuel

620 gal

Max Takeoff

Engines Manufacturer

Honeywell

Engines Model

TFE731-2-3B

Engines Thrust

3,500 lbf

Avionics Manufacturer Avionics Model

Collins Aerospace All

CABIN

209 $0.4M - $1.8M

Price Range

Max Passengers

2+8

Cabin Volume

268 cu.ft

Cabin Height

4 ft 3 in

Cabin Width

4 ft 11 in

Cabin Length

12 ft 11 in

Baggage Storage

40 cu.ft

Honeywell / BendixKing EFS 50 (five-tube EFIS) Cabin Cross Section

Cabin Floor Plan

Refurbished Learjet 31A Interior

LIG HT

Textron Aviation (Cessna) | CE-550 Citation Bravo MODELS

CITATION II

CITATION BRAVO

MODELS EVOLUTION Model 500 (Citation I) P&WC JT15D-1A First Flight: 1969 (Fanjet 500) Certification: 1971

Model 550 (Citation II) P&WC JT15D-4 Certification: 1978 ` Streched Version

Launched in 1976, the Citation Model 550 was developed as a three-foot stretched version of the Citation I, originally marketed under the Citation II designation. The Citation II was powered by a higher-thrust Pratt & Whitney Canada JT15D-4 and featured an increased wingspan, allowing for higher MTOW and fuel capacity. It also introduced a single-pilot version (Model 551) marketed under the II/SP designation.

` Increased MTOW /

Higher Thrust Engines ` Increased Wingspan ` Increase Fuel Capacity

Model 551 (Citation II/SP) P&WC JT15D-4 Certification: 1978 ` Single Pilot Version

Model S550 (Citation S/II) P&WC JT15D-4B Certification: 1984 ` Improved version ` New wing / Swept

wing roots ` Increased engine

thrust

Model 550 (Citation Bravo) P&WC PW530A Certification: 1997 ` Improved engine ` Honeywell Primus

1000

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The improved Citation S/II (Model S550) version was certified in July 1984. It features improved Pratt & Whitney Canada JT15D-4B engines and a new wing design using a supercritical airfoil. The S/II also introduced additional aerodynamic improvements, allowing the new version to exceed 400 kts cruise speed and have a range of 1,300 nm. The last iteration of the Model 550 was introduced in August 1996 and marketed under the Citation Bravo designation. The new jet featured more powerful and fuel-efficient Pratt & Whitney Canada PW530A engines, Honeywell Primus 1000 avionics with three full-colour 8"x7" EFIS displays, and a restyled interior. The Citation Bravo was a proven business jet able to cruise at 402 kts and direct climbs to 43,000 feet in 32 minutes. In 2006, following the introduction of the more modern Citation CJ3. Cessna decided to phase out the Citation Bravo after delivering 336 Citation Bravo aircraft from 1997 to 2006.

Citation II

Citation Bravo

FAA Certification

24-mars-78

08-janv-97

In-Production Years

1977 - 1995

1997 - 2006

715

336

Price Range

< $1M

$1M - $3.2M 1,514 nm

WEIGHTS

PERFORMANCE

Total Produced

Max Range*

1,200 nm

Max Cruise speed

376 kts

402 kts

Takeoff Distance

2,990 ft

3,250 ft

Landing Distance

2,078 ft

2,517 ft

Max Cruise Altitude

43,000 ft

45,000 ft

Max Takeoff

13,300 lbs / 14,100 lbs

14,800 lbs

Max Landing

12,700 lbs / 13,500 lbs

13,500 lbs

Max Zero Fuel

9,500 lbs / 11,000 lbs

11,300 lbs

Usable Fuel

752 gal

720 gal

Engines Manufacturer

SYSTEMS

Pratt & Whitney

Engines Model

JT15D-4

PW 530A

Engines Thrust

2,500 lbf

2,887 lbf

Avionics Manufacturer

Honeywell

Avionics Model

CABIN

All Max Passengers

2+11

Cabin Volume

278 cu.ft

Cabin Height

4 ft 8 in

Cabin Width

4 ft 8 in

Cabin Length

15 ft 8 in

Baggage Storage

73 cu.ft

Honeywell Primus 1000 Cabin Cross Section

Cabin Floor Plan

Refurbished Citation Bravo interior

LIG HT

1994 Cessna Citation Ultra available for sale through Gantt Aviation

Textron Aviation (Cessna) | CE-560 Citation Encore MODELS

CITATION ULTRA

CITATION ENCORE

CITATION ENCORE+

MODELS EVOLUTION Model 500 (Citation I) P&WC JT15D-1A First Flight: 1969 (Fanjet 500) Certification: 1971

Model 550 (Citation II) P&WC JT15D-4 Certification: 1978 ` Streched Version

Model S550 (Citation S/II) P&WC JT15D-4B Certification: 1984

Model 560 (Citation V) P&WC JT15D-5A Certification: 1988 ` Streched Version ` Higher Thrust Engines ` First EFIS Equiped

Model 560 (Citation Ultra) P&WC JT15D-5D Model 550 (Citation Bravo) P&WC PW530A

Certification: 1994 ` Improved Engines ` Honeywell Primus

1000

Certification: 1997 Model 560 (Citation Encore) P&WC PW535A Certification: 2000

Model 560 (Citation Encore+) P&WC PW535B Certification: 2006 ` Collins Pro Line 21

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Launched in 1987, the Citation Model 560 was developed as a 1.5-foot stretched version of the newly improved Citation S/II, originally marketed under the Citation V designation. The derivative jet was powered by a more powerful Pratt & Whitney Canada JT15D-5A, delivering 2,900 lbf of thrust. The Citation V was the first Cessna jet to feature an Electronic Flight Instrument System (EFIS) flight deck, offered standard on the captain’s side. In 1994, Cessna Aircraft Company introduced the second iteration of the Model 560, marketed under the Citation Ultra designation. The new version used highly improved Pratt & Whitney Canada JT15D-5D engines and a full Honeywell Primus 1000 EFIS on both pilot sides. The Citation Encore was the marketing designation of the third iteration of the Model 560, introduced in 2000; the new version featured upgraded Pratt & Whitney Canada PW535 engines, an updated interior and systems, and increased fuel capacity. The 2006 Citation Encore+ added dual-channel FADECcontrolled engines, Collins Aerospace Pro Line 21 avionics, increased payload capability, more standard equipment, and new interior styling features. A later increase in the Encore+ gross weight resulted in a full-fuel payload of 1,170 pounds, 340 pounds more than the original Encore. This enhancement also significantly increased the range with higher passenger loads. The Encore+ Collins Pro Line 21 avionics configuration was similar to the Citation CJ3, CJ1+ and CJ2+. Production of the Encore+ ended in 2010 with 65 deliveries. A total of over 500 Model 560 were delivered in different configurations; Cessna replaced its Encore+ offering with the then newly-introduced Citation CJ4, which offered similar cabin dimensions.

Citation Ultra

Citation Encore

Citation Encore+

FAA Certification

juin-94

26-avr-00

14-déc-06

In-Production Years

1994 - 2002

2000 - 2007

2006 - 2011

279

169

$1.8M - $3.4M

$2.5M - $3M

$4M - $6M 1,799 nm

Total Produced

WEIGHTS

PERFORMANCE

Price Range Max Range*

1,644 nm

1,779 nm

Max Cruise speed

419 kts

426 kts

428 kts

Takeoff Distance

3,80 ft

3,560 ft

3,590 ft

Landing Distance

2,928 ft

2,439 ft

2,770 ft

Max Cruise Altitude

45,000 ft

Max Takeoff

16,300 lbs

16,630 lbs

16,830 lbs

Max Landing

15,200 lbs

Max Zero Fuel

12,200 lbs

12,600 lbs

12,850 lbs

Usable Fuel

862 gal

818 gal

811 gal Pratt & Whitney

SYSTEMS

Engines Manufacturer

Pratt & Whitney

Engines Model

JT15D-5D

PW535A

PW535B

Engines Thrust

2,900 lbf

3,400 lbf

Avionics Manufacturer

Honeywell

Collins Aerospace

Avionics Model

Primus 1000

Pro Line 21

CABIN

All Max Passengers

2+11

Cabin Volume

390 cu.ft

Cabin Height

4 ft 7 in

Cabin Width

4 ft 8 in

Cabin Length

17 ft 4 in

Baggage Storage

67 cu.ft

Cabin Cross Section

Cabin Floor Plan

1994 Cessna Citation Ultra available for sale through Gantt Aviation

LIG HT

Cessna Citation CJ4 ©Textron Aviation

Textron Aviation (Cessna) | CE-525C Citation CJ4 MODELS

CITATION CJ4

CITATION CJ4 GEN2

MODELS EVOLUTION Model 525A (Citation CJ2) WIL FJ44-2C

The Citation CJ4 (Model 525C) is the final stretched version of the original 1992 Citation 525 model. Cessna's single-pilot light jet offering shares the same fuselage cross-section, cockpit, and engines with the other Cessna Citation CJ models, the VLJ M2 and the shorter CJ3.

Certification: 2000 ` Stretched fuselage ` Increase MTOW

Model 525A (Citation CJ2+) WIL FJ44-3A-24 Certification: 2005

Model 525B (Citation CJ3) WIL FJ44-3A Certification: 2005 ` Collins Pro Line 21 ` Stretched fuselage

Model 525C (Citation CJ4) WIL FJ44-4A Certification: 2010 ` New wing design

(Sovereign) ` Stretched fuselage

Model 525B (Citation CJ3+) WIL FJ44-3A Certification: 2014 ` Garmin G3000 ` New cabin styling

(Based on M2)

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Model 525C (Citation CJ4 Gen2) WIL FJ44-4A Certification: 2021 ` Redesigned cabin

Instead of the straight wing of the M2 and CJ3 models, the CJ4 uses a moderately swept higher-speed wing. With 3,400 pounds of thrust per engine and a scaled-up T-tail, the CJ4 can cruise at 451 knots, the highest speed of any model 525. The Citation CJ4 also had excellent airfield performance with a take-off field length of just 3,410 ft at MTOW. The first Citation CJ4 test airplane flew on May 5, 2008, and deliveries began in 2010. The CJ4 offers a spacious and very comfortable cabin for up to eight passengers. The cabin's six individual seats are fully adjustable fore and aft and track laterally into the aisle for extra seating width and headroom. All seats are fully reclinable. Introduced in 2021, the Gen2 features several enhancements, including a new airstair and handrail, premium seating options, a wireless cabin management system, and enhanced cabin ambiance lighting. Cessna also elected to maintain the original Collins Pro Line 21 cockpit.

Citation CJ4

Citation CJ4 Gen 2

12-mars-10

2021

FAA Certification

344

110

Total Produced

2010 - 2021

2021 -

Price Range

$5M - $10M

$11M - $13M 1,926 nm

WEIGHTS

PERFORMANCE

In-Production Years

Max Range*

1,926 nm

Max Cruise speed

451 kts

Takeoff Distance

3,300 ft

Landing Distance

2,248 ft

Max Cruise Altitude

45,000 ft

Max Takeoff

17,110 lbs

Max Landing

15,660 lbs

Max Zero Fuel

12,500 lbs

Usable Fuel

870 gal

Williams Int

SYSTEMS

Engines Manufacturer Engines Model

FJ44-4A

Engines Thrust

3,621 lbf

Collins Aerospace

Pro Line 21

Avionics Manufacturer Avionics Model

CABIN

All Max Passengers

2+10

Cabin Volume

313 cu.ft

Cabin Height

4 ft 9 in

Cabin Width

4 ft 10 in

Cabin Length

17 ft 4 in

Baggage Storage

77.1 cu.ft

Cabin Cross Section

Cabin Floor Plan

Original Citation CJ4 Interior ©Textron Aviation

LIG HT

Phenom 300 ©Embraer

Embraer | Phenom 300 MODELS

PHENOM 300

PHENOM 300E

PHENOM 300EV

MODELS EVOLUTION (EMB-500) Phenom 100 P&W C PW617F-E First Flight: 2007 Certification:2008

(EMB-505) Phenom 300 P&W C PW535E First Flight: 2008 Certification:2009

(EMB-500) Phenom 100E P&W C PW617F-E

` Streched fuselage ` Increased thrust

engines ` Winglets addition

Certification: 2015

(EMB-500) Phenom 100EV P&W C PW617F1-E Certification: 2017

(EMB-505) Phenom 300E P&W C PW535E1 Certification: 2018

(EMB-500) Phenom 100XT P&W C PW617F1-E

` Garmin G3000

touch-screen avionics ` Redeseigned cabin

Certification: 2023

(EMB-505) Phenom 300EV P&W C PW535E1 Certification: 2026 ` Garmin Emergency

Autoland ` Increase range &

Payload ` New redesigned Cabin

Features

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Following the great success of its Phenom 100 Very Light Jet model, the Brazilian aircraft manufacturer Embraer decided to launch the bigger model EMB-505, marketed under the Phenom 300 designation. The light jet first flew on April 29, 2008, with the first delivery taking place in December 2009. The 2020 enhanced Phenom 300E offers a spectacular performance boost, with the maximum speed pushed to Mach 0.80. A higher-thrust dual channel FADEC-controlled Pratt & Whitney Canada PW535E1 engine powers this enhanced version. This version also introduces many avionics upgrades including Embraer's patented runway overrun awareness and alerting system, predictive windshear and Emergency Descent Mode (EDM). The Phenom 300 is the world's best-selling light jet since 2012. It is also the world’s fastest and longest-ranged single-pilot certified aircraft. In 2011, Embraer opened its first U.S.-based aircraft final assembly plant in Melbourne, Florida, where it began operations with a second production line for the Phenom 100. In 2016, after a major expansion of the site, Embraer shifted all Phenom jet assembly work to Florida. In 2020, Embraer and Porsche decided to create Duet, a limited-edition, limited-quantity Embraer Phenom 300E aircraft, and a Porsche 911 Turbo S style pairing offer priced at $11 million. Each pairing features a special badge, representing one of only 10 delivered.

Phenom 300

Phenom 300E

Phenom 300EV

FAA Certification

14-déc-09

05-sept-19

25-aug-26

In-Production Years

2008 - 2023

2020 - 2026

2026-

509

313

$7M - $10M

$9M - $11M

~$14M

Max Range*

1,971 nm

2,055 nm

Max Cruise speed

453 kts

0.80 M

Takeoff Distance

3,700 ft

3,209 ft

Total Produced

WEIGHTS

PERFORMANCE

Price Range

Landing Distance

2,217 ft

2,212 ft

Max Cruise Altitude

45,000 ft

Max Takeoff

17,968 lbs

18,552 lbs

Max Landing

16,865 lbs

17,273 lbs

Max Zero Fuel

13,999 lbs

14,264 lbs

Usable Fuel

804 gal

Engines Manufacturer

SYSTEMS

Pratt & Whitney

Engines Model

PW535E

PW535E1

Engines Thrust

3,360 lbf

3,478 lbf

Avionics Manufacturer Avionics Model

Garmin

G1000 Prodigy®

G3000 Prodigy Touch®

CABIN

All Max Passengers

1+10

Cabin Volume

324 cu.ft

Cabin Height

4 ft 11 in

Cabin Width

5 ft 1 in

Cabin Length Baggage Storage

Cabin Cross Section

17 ft 84 cu.ft Cabin Floor Plan

Original Phenom300E Interior ©Embraer

LIG HT

Pilatus PC-24 ©Pilatus

Pilatus | PC-24 MODELS

PC-24

MODELS EVOLUTION PC-24 WI FJ44-4A First Flight:2015 Certification: 2017

PC-24 WI FJ44-4A Certification: 2021 ` Touchscreen avionics

controlers ` Improved flight

controls ` New avionics features

The PC-24 is the Swiss-based Pilatus Aircraft Ltd.’s first and only jet-powered offering. Launched in 2007, the PC-24 first flew on May 11, 2015 before entering service in February 2018. With the PC-24, the turboprop leader Pilatus succeeded in introducing a new generation of “off-road” business jets by combining the airfield versatility of a turboprop with the cabin comfort and performance of a light jet. The PC-24 is designed to operate from short and rough airstrips and incorporates an advanced wing design. Its large double-slotted flap system allows for an outstanding low-speed approach. The PC-24’s cabin volume and design allow for exceptional interior configuration versatility. A unique feature is the quick reconfiguration capability. Each passenger seat features a quick-change function, allowing its addition or removal in just a few minutes. The aft partition is also movable, allowing you to easily enlarge the passenger cabin section or the baggage compartment prior to each flight.

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PC-24 FAA Certification

07-déc-17

In-Production Years

2016 -

Total Produced

WEIGHTS

PERFORMANCE

Price Range Max Range*

2,000 nm

Max Cruise speed

440 kts

Takeoff Distance

2,930 ft

Landing Distance

2,375 ft

Max Cruise Altitude

45,000 ft

Max Takeoff

18,300 lbs

Max Landing

16,900 lbs

Max Zero Fuel

14,220 lbs

Usable Fuel

890 gal

Engines Manufacturer

SYSTEMS

271 $10M - $13M

Williams Int

Engines Model

FJ44-4A

Engines Thrust

3.420 lbf

Avionics Manufacturer Avionics Model

Honeywell Primus Epic 2.0 All

CABIN

In 2023 Pilatus introduced a large side-facing divan offering which can be converted into a bed

Max Passengers

1+11

Cabin Volume

501 cu.ft

Cabin Height

5 ft 1 in

Cabin Width

5 ft 7 in

Cabin Length

23 ft

Baggage Storage

90 cu.ft

Cabin Cross Section

Cabin Floor Plan

Original Pilatus PC-24 interior

LIG HT

Learjet 70 ©Bombardier

Bombardier | Learjet 40 / 70 MODELS

LEARJET 40

LEARJET 40XR

LEARJET 70

MODELS EVOLUTION Learjet 45 HON TFE731-20 Learjet 40 HON TFE731-20

First Flight: 1995 Certification: 1997

Certification: 2003 ` Shorter fuselage

(-2')

` No APU

Learjet 45XR HON TFE731-20BR Learjet 40XR HON TFE731-20BR Certification: 2004

` Increased MTOW ` Upgraded engines

` Upgraded engines

Learjet 75 HON TFE731-40BR

Certification: 2013 ` Upgraded engines ` Garmin G5000

Avionics ` Improved winglets

On July 21, 2002, Bombardier announced the launch of a smaller version of the jet marketed under the Learjet 40 designation and the improved Learjet 45XR version offering improved payload-range capabilities and faster timeto-climb in hot and high conditions. The XR performance was mainly due to an upgraded TFE731-20BR engine with extended flat-rate temperature. Both the Learjet 45XR and 40XR were certified in June 2004.

Certification: 2004

` Increased MTOW

Learjet 70 HON TFE731-40BR

Introduced in 2003, the Learjet 40 is a two-foot shorter fuselage derivative of the Learjet model 45 super-light jet. The shorter cabin had one less row of seats, and the original model had lower fuel capacity than the Learjet 45.

Certification: 2012 ` Upgraded engines

In 2013, Bombardier introduced an updated version marketed under the Learjet 75 designation. This latest design iteration introduced a modern Garmin 5000 avionics suite replacing the Honeywell Primus 1000 on previous models, new higher-thrust TFE731 Honeywell engines, and more efficient winglets. Both the shorter fuselage Learjet 70 and Learjet 75 received their FAA certification on November 13, 2013.

` Garmin G5000

Avionics ` Improved winglets

Designed as a cheaper derivative for the light jet market, the Learjet 40, 40XR and 70 were never as popular as the original Learjet 45 models, as they were heavier and more expensive to operate in that category. Bombardier only delivered 14 Learjet 70s. On February 11, 2021, Bombardier announced the end of production of all Learjet aircraft, citing a “challenging market dynamic” and competition from new entrants in the light jet category. The final Learjet 75 was delivered to Northern Jet, based in Grand Rapids, Michigan, on March 28, 2022.

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Learjet 40

Learjet 40XR

Learjet 70

FAA Certification

11-juill-03

juin-04

13-nov-13

In-Production Years

2003 - 2008

2004 - 2012

2013 - 2017

$2.5M - $ 2.8M

$2.8M - $ 3.3M

$5M - $6M

Total Produced

SYSTEMS

WEIGHTS

PERFORMANCE

Price Range Max Range*

1,800 nm

1,862 nm

2,060 nm

Max Cruise speed

464 kts

461 kts

Takeoff Distance

4,222 ft

4,563 ft

4,24 ft

Landing Distance

2,324 ft

2,334 ft

2,310 ft

Max Cruise Altitude

51,000 ft

Max Takeoff

20,350 lbs

21,000 lbs

21,500 lbs

Max Landing

19,200 lbs

Max Zero Fuel

16,000 lbs

Usable Fuel

802 gal

905 gal

Engines Manufacturer

Honeywell

Engines Model

TFE731-20AR

TFE731-20BR

TFE731-40BR

Engines Thrust

3,500 lbf

3,850 lbf

Avionics Manufacturer

Honeywell

Garmin

Avionics Model

Primus 1000

G5000

CABIN

All Max Passengers

2+7

Cabin Volume

363 cu.ft

Cabin Height

5 ft

Cabin Width

5 ft 1 in

Cabin Length

17 ft 8 in

Baggage Storage

65 cu.ft

Cabin Cross Section

Cabin Floor Plan

Original Learjet 70 interior ©Bombardier

SU PER LIG HT

In 2021, Textron Aviation delivered the 1000th 560XL, a Citation XLS+ model © Textron Aviation

Textron Aviation (Cessna) | CE-560XL Citation Excel / XLS MODELS

CITATION EXCEL

CITATION XLS

CITATION XLS+

MODELS EVOLUTION Model 560 (Citation V) P&WC JT15D-5A Certification: 1988

Model 560XL (Citation Excel) P&WC PW545A Certification: 1998 ` Citation V wings and tail ` Citation X Cabin & Fuselage

- Shortned

Model 560XL (Citation XLS) P&WC PW545B Certification: 2004 ` Upgraded engines ` Collins Pro Line 21 Avionics

Model 560XL (Citation XLS+) P&WC PW545C Certification: 2008 ` Upgraded engines ` Revised more shapely noise

Model 560XL (Citation XLS Gen2) P&WC PW545C Certification: 2022 ` Redesigned cabin

Model 560XL (Citation Ascend) P&WC PW545D Certification: 2025 ` Garmin G5000 Fight Deck ` Upgraded Engines with

FADEC ` Flat-floor Cabin Offering ` Increased Payload

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CITATION XLS GEN2

CITATION ASCEND

The 1998 Citation model 560XL is a super-light jet developed by Cessna and originally marketed under the Citation Excel designation. Model 750 (CitationX) RR AE 3007C

Certification: 1996

The model 560XL was designed by combining the Citation V (model 560) straight wing and cruciform tail with the stand-up fuselage of the Citation X (model 750), creating one of the largest cabins in the light jet category. The 2004 upgraded version was marketed under the Citation XLS designation. This version introduced higher-thrust PW545B engines, allowing the XLS to climb directly to 45,000 feet in just 29 minutes. The 2008 Citation XLS+ version introduced an improved FADEC-controlled Pratt & Whitney Canada PW545C engine. The flight deck was also upgraded from Honeywell Primus 1000 to Collins Aerospace Pro Line 21 avionics. The third iteration, Citation XLS+, offers the largest cabin in the light jet category. The standard eleven-window cabin configuration includes a side-facing couch and six seats. The two-place couch can be replaced with a storage closet and a single side-facing seat. Seats are wrapped in rich leather, while tasteful hardwood finishes and custom-tailored fabrics accent the elegance. All club seats are fully adjustable fore and aft, track laterally into the aisle for extra seating width, swivel, and fully recline The 2022 Citation XLS Gen2 introduces a new lighted airstair door and enhanced cabin experience with updated styling and increased functionalities.

Citation Excel

Citation XLS

Citation XLS+

Citation XLS Gen2

FAA Certification

22-avr-98

22-mars-04

30-mai-08

05-mai-22

In-Production Years

1996 - 2006

2004 - 2010

2008 - 2023

2022 -

372

330

324

$2M - $5M

$5M - $6.5M

$7M - $15.5M

$15M - $17M

Max Range*

1,770 nm

1,854 nm

2,100 nm

Max Cruise speed

433 kts

422 kts

441 kts

Takeoff Distance

3,590 ft

3,812 ft

3,190 ft

3,600 ft

Total Produced

WEIGHTS

PERFORMANCE

Price Range

Landing Distance

2,906 ft

2,739 ft

3,180 ft

Max Cruise Altitude

45,000 ft

Max Takeoff

20,000 lbs

20,200 lbs

20,330 lbs

Max Landing

18,700 lbs

Max Zero Fuel

15,100 lbs

15,360 lbs

Usable Fuel

1,006 gal

SYSTEMS

Engines Manufacturer

Pratt & Whitney

Engines Model

PW545A

PW545B

PW545C

Engines Thrust

3,952 lbf

4,119 lbf

Avionics Manufacturer

Honeywell

Collins Aerospace

Avionics Model

Primus 1000

Pro Line 21

CABIN

All Max Passengers

2+12

Cabin Volume

501 cu.ft

Cabin Height

5 ft 8 in

Cabin Width

5 ft 7 in

Cabin Length

18 ft 6 in

Baggage Storage

90 cu.ft

Cabin Cross Section

Cabin Floor Plan

Original interior of the Citation XLS+ ©Textron Aviation

SU PER LIG HT

Learjet 45XR © Bombardier

Bombardier | Learjet 45 / 75 MODELS

LEARJET 45

LEARJET 45XR

MODELS EVOLUTION

Learjet 45 HON TFE731-20 Learjet 40 HON TFE731-20

First Flight: 1995 Certification: 1997

Certification: 2003 ` Shorter fuselage

( -2')

` No APU

Learjet 40XR HON TFE731-20BR Certification: 2004

Learjet 45XR HON TFE731-20BR Certification: 2004 ` Increased MTOW ` Upgraded engines

Learjet 75 HON TFE731-40BR Learjet 70 HON TFE731-40BR Certification: 2013

Certification: 2012

LEARJET 75

LEARJET 75 LIBERTY

Launched in 1992, the Learjet model 45 was the first completely clean-sheet design jet from Learjet (acquired by Bombardier on June 29, 1990) since the company's first aircraft, as all other models had evolved from the original 1963 Learjet model 23. The Learjet 45 was the first business jet designed entirely with CAD technology and manufactured almost entirely with computer-driven equipment. The Learjet 45 was developed as a super-light business jet, combining the performance and comfort of “mid-size” jets with the operating economics of a light jet. The plane was designed around a roomy flat-floor cabin with a non-circular cross-section for additional headroom. A typical interior configuration had eight reclining passenger seats in a double-club seating arrangement. The model 45 retained the original Learjet model's sleek appearance. On July 21, 2002, Bombardier announced the launch of both a smaller version of the jet marketed under the Learjet 40 designation and an improved Learjet 45XR version offering improved payload-range capabilities and faster time-toclimb in hot and high conditions. The XR performance was mainly due to a new upgraded TFE731-20BR engine with extended flat-rate temperature.

` Upgraded engines ` Garmin G5000

Avionics ` Improved winglets

Learjet 75 Liberty HON TFE731-40BR Certification: 2020 ` Reduced price version ` Six-seat configuration

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In 2013, Bombardier introduced an updated version marketed under the Learjet 75 designation. This latest design iteration introduced a modern Garmin 5000 avionics suite in replacement of the Honeywell Primus 1000 on previous models, new higher-thrust TFE731 Honeywell engines, and more efficient winglets. On February 11, 2021, Bombardier announced the end of production of all Learjet aircraft citing a “challenging market dynamic” and competition from new entrants in the light jet category. The final Learjet 75 was delivered on March 28, 2022, to Grand Rapids, Michigan-based Northern Jet.

Learjet 45

Learjet 45XR

FAA Certification

22-sept-97

01-juin-04

13-nov-13

In-Production Years

1997 - 2007

2003 - 2013

2013 - 2022

244

210

155

$1.9M - $2.5M

$3M - $5M

$5M - $10M

1,968 nm

2,120 nm

2,040 nm

Total Produced

SYSTEMS

WEIGHTS

PERFORMANCE

Price Range Max Range* Max Cruise speed

465 kts

463 kts

461 kts

Takeoff Distance

4,220 ft

4,329 ft

Landing Distance

2,550 ft

2,660 ft

2,325 ft

Max Cruise Altitude

51,000 ft

Max Takeoff

20,500 lbs

21,500 lbs

Max Landing

19,200 lbs

Max Zero Fuel

16,000 lbs

16,500 lbs

Usable Fuel

905 gal

Engines Manufacturer

Honeywell

Engines Model

TFE731-20R

TFE731-20BR

TFE731-40BR

Engines Thrust

3,500 lbf

3,850 lbf

Avionics Manufacturer

Honeywell

Garmin

Avionics Model

Primus 1000

G5000

All

CABIN

Learjet 75

Max Passengers

2+9

Cabin Volume

410 cu.ft

Cabin Height

5 ft

Cabin Width

5 ft 1 in

Cabin Length

19 ft 9 in

Baggage Storage

65 cu.ft

Cabin Cross Section

Cabin Floor Plan

Original Learjet 75 interior © Bombardier

SU PER LIG HT

Citation VII ©Textron Aviation

Textron Aviation (Cessna) | CE-650 Citation VII MODELS

CITATION VII

CITATION III

CITATION VI

MODELS EVOLUTION Model 650 (Citation III) Hon TFE731-3B First Flight: 1979 Certification: 1982 ` New clean sheet

design ` New supercritical wing (1st) ` T-tail ` EDM (Emergency Descent Mode (1st)

Model 650 (Citation VI) TFE731-3B

Launched in 1976, the Citation model 650 was developed as a long-ranger and higher-speed addition to its Citation I and II offerings and originally marketed under the Citation III designation. The clean-sheet design jet featured the first U.S.-certified supercritical wing and a 3,650 lbf TFE73 engine from Honeywell. The Citation III received its FAA certification on April 30, 1982. The Citation III marked Cessna’s entry into the high-speed, medium size corporate jet market. It was the first model to utilize Garrett (now Honeywell) engines instead of P&W engines and was a departure from the original structural design of all previous models. At the time of release, the Citation III had the longest range and the fastest overall cruise speed of any mid-sized jet. A typical configuration had a forward right-hand two-place divan, four club seats in the centre, and two aft forward-facing seats.

Certification: 1991 ` Lower Priced version ` Standard Interior

Offering ` 39 A/C Only

Model 650 (Citation VII) Hon TFE731-4R-2S Certification: 1992 ` Improved performance

H&H Payload ` Enhanced Cabin

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From 1991 to 1995, Cessna Aircraft Company offered the Citation VI, a lower-priced variant with a standard, less luxurious cabin configuration. Cessna delivered only 39 jets in this variant. The Citation VII was the latest iteration of the model 650, introduced in January 1992. The Citation VII had more powerful Honeywell TFE731 engines with over 4,000 lbf of thrust and increased takeoff weight. Production of the Citation VII ended in 2000 with 119 deliveries, following the announcement of the Citation Sovereign as Cessna's new high-end mid-size jet offering.

Citation III

Citation VI

Citation VII

FAA Certification

30-avr-82

1991

23-janv-92

In-Production Years

1983 - 1992

1991 - 1995

1992 - 2001

203

118

$0.5M - $1.5M

$1.4M - $2M

$1.5M- $2.5M

Max Range*

2,348 nm

1,827 nm

1,719 nm

Max Cruise speed

468 kts

417 kts

441 kts

Takeoff Distance

5.200 ft

5,200 ft

4,850 ft

Total Produced

WEIGHTS

PERFORMANCE

Price Range

Landing Distance

2,388 ft

2,900 ft

2,910 ft

Max Cruise Altitude

51,000 ft

Max Takeoff

22,000 lbs

23,000 lbs

Max Landing

20,000 lbs

Max Zero Fuel

16,300 lbs

16,500 lbs

Usable Fuel

1,228 gal

Engines Manufacturer

SYSTEMS

Honeywell

Engines Model

TFE731-3B-100S

TFE731-4R-2S

Engines Thrust

3,650 lbf

4,080 lbf

Avionics Manufacturer

Honeywell

Avionics Model

SPZ-8000

CABIN

All Max Passengers

2+9

Cabin Volume

438 cu.ft

Cabin Height

5 ft 8 in

Cabin Width

5 ft 6 in

Cabin Length

18 ft 7 in

Baggage Storage

61 cu.ft

Cabin Cross Section

Cabin Floor Plan

Cessna Citation VII with a new refurbished interior by Duncan Aviation

M ID SIZE

Learjet 60 with a new paint scheme by Duncan Aviation

Bombardier | Learjet 60 MODELS

LEARJET 60

LEARJET 60XR

MODELS EVOLUTION Learjet 35/36 HON TFE731-2-2B Certification: 1974

Learjet 55 HON TFE731-3A-2B1 Certification: 1981 ` Wider Fuselage ` New designed

wing

Learjet 60 P&W C PW305A Certification: 1991 ` Stretched fuesalge ` New P&W C Engines

Learjet 60XR P&W C PW305A Certification: 2007 ` Collins Pro Line 21 ` Improved cabin

Introduced in 1993, the Learjet 60 was designed to replace the wide fuselage Learjet 55. It featured a stretched fuselage and new lower-noise FADEC-controlled Pratt & Whitney Canada PW305A engines, and it also benefited from a drag reduction program. For the first time in a Learjet, the NASA/Boeing Tranair computational fluid dynamics software was used; the software locates points on the jet that cause excessive drag, resulting in a 4% reduction in overall drag. Like the Learjet 55, the Learjet 60 cabin is the biggest yet in the Learjet line. Able to hold seven or eight passengers, the cabin is designed to have the most space where it counts — specifically, elbow room for seated passengers. Amenities like fold-out worktables and radio phones came standard, and a fax machine, microwave, and coffee maker were part of the options catalogue. The strongest feature of the Learjet 60 is its cruise performance. It can climb to its cruise level of 43,000 feet in less than fourteen minutes when loaded to its maximum takeoff weight of 23,500 pounds. Once at cruise level, it can reach speeds of up to 466 kts (about 0.81 Mach). It has a transcontinental range of 2,405 nm, carrying four passengers. With an average fuel consumption of 203 gallons per hour, the 60 is surprisingly comparable to smaller, lightweight private jets. In 2005, Bombardier launched the Learjet 60XR variant, which featured Collins Aerospace Pro Line 21’s four-screen glass panel EFIS and a redesigned cabin with more curvaceous cabinetry, single-seat structure and upholstery, a cleaner-looking headliner with recessed air gaspers, LED lighting, more illuminating window surrounds, and a redesigned lavatory with a larger vanity cabinet and an extra window. Bombardier also relocated the forward galley to the left side of the cabin next to the passenger door. After over 100 deliveries, Bombardier stopped producing the 60XR in 2013 due to low demand for its short-cabin mid-size jet. At that time, the company was developing the now-cancelled Learjet 85 as a replacement for the Learjet 60.

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Learjet 60

Learjet 60XR

FAA Certification

15-janv-93

juill-07

In-Production Years

1992 - 2007

2007 - 2014

316

114

$0.9M - $3M

$3M - $5M

2,186 nm

2,405 nm

Total Produced

WEIGHTS

PERFORMANCE

Price Range Max Range* Max Cruise speed

453 kts

Takeoff Distance

5,360 ft

Landing Distance

3,009 ft

3,061 ft

Max Cruise Altitude

51,000 ft

Max Takeoff

23,500 lbs

Max Landing

19,500 lbs

Max Zero Fuel

16,500 lbs

Usable Fuel

1,189 gal

Engines Manufacturer

SYSTEMS

Pratt & Whitney

Engines Model

PW305A

Engines Thrust

4,679 lbf

Collins Aerospace

Pro Line 4

Pro Line 21

Avionics Manufacturer Avionics Model

CABIN

All Max Passengers

2+8

Cabin Volume

453 cu.ft

Cabin Height

5 ft 8 in

Cabin Width

5 ft 11 in

Cabin Length

17 ft 8 in

Baggage Storage

59 cu.ft

Cabin Cross Section

Cabin Floor Plan

Learjet 60 with a refurbished interior by Duncan Aviation

M ID SIZE

Gulfstream G150 ©Gulfstream

Gulfstream | G100 / 150 MODELS

IAI 1125 ASTRA

G100

G150

MODELS EVOLUTION IAI 1125 Westwind Astra HON TFE731-3A-200G First Flight: 1984 Certification: 1985

Following the transfer of the Type Certificate in 2002, Gulfstream announced the improved G150 version, featuring a longer and wider fuselage. The avionics were updated to the Collins Aerospace Pro Line 21, the MTOW increased to 26,100 lbs, and the engines were upgraded to a higher thrust TFE731-40AR model. The G150 is also recognizable with its revised nose.

IAI 1125 Astra SP HON TFE731-3A-200G Certification: 1989 ` Improved

aerodynamics ` Improved avionics

The Gulfstream G150 features a spacious cabin with standup headroom, ample aisle space, and generous seated headroom and legroom. It can accommodate six to eight passengers in several cabin configurations.

IAI 1125 Astra SPX HON TFE731-40R-200G Certification: 1994

On September 28, 2016, Gulfstream announced the sale of its last G150, marking the end of the mid-size aircraft's more than 10-year production run. The company decided to focus on the super mid-size and large-cabin markets.

` Increased thrust

engines ` Winglets addition

Program sold by IAI to Gulfstream G100 HON TFE731-40R-200G Certification: 2002

The G100 is the Gulfstream marketing designation of the Israel Aerospace Industries (IAI) Astra SPX mid-size jet following its acquisition of Galaxy Aerospace in 2001. The original IAI 1125 Astra was developed as a successor to the 1965 IAI 1124 Westwind business jet and was certified in 1985. The Astra SPX was the second iteration of the 1125 model, introduced in 1996 with more powerful Honeywell TFE731 engines and fitted with winglets.

G150 HON TFE731-40AR200G Certification: 2005 ` Wider and longer

fuselage ` Increased MTOW ` Increased engine

thrust ` Modified fuselage

nose

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Gulfstream’s Field and Airborne Support Teams use two G150 aircraft to transport parts and technicians to support its American and Caribbean operators. As with all the ex-Galaxy Business Jets, the airframe is manufactured at IAI’s facility in Tel Aviv, Israel, and the cabin is outfitted at Gulfstream’s mid-cabin completion centre in Dallas.

IAI 1125 Astra SPX

G100

G150

FAA Certification

08-janv-96

09-août-02

07-nov-05

In-Production Years

1996 - 2002

2001 - 2006

2006 - 2017

Total Produced

$2M - $3M

WEIGHTS

PERFORMANCE

Price Range Max Range*

2,600 nm

2,517 nm

Max Cruise speed

483 kts

470 kts

Takeoff Distance

5,300 ft

6,435 ft

4,631 ft

SYSTEMS

2,700 nm

Landing Distance

2,400 ft

3,332 ft

3,093 ft

Max Cruise Altitude

45,000 ft

Max Takeoff

24,650 lbs

26,100 lbs

Max Landing

20,700 lbs

21,700 lbs

Max Zero Fuel

17,000 lbs

17,500 lbs

Usable Fuel

1,397 gal

1,537 gal

Engines Manufacturer

Honeywell

Engines Model

TFE731-40R-200G

TFE731-40AR-200G

Engines Thrust

4,250 lbf

4,420 lbf

Collins Aerospace

Pro Line 4

Pro Line 21

Avionics Manufacturer Avionics Model

IAI 1125 Astra / G100

CABIN

126 $4M - $7.5M

G150

Max Passengers

2+7

2+8

Cabin Volume

375 cu.ft

465 cu.ft

Cabin Height

5 ft 7 in

5 ft 9 in

Cabin Width

4 ft 11 in

5 ft 9 in

Cabin Length

17 ft 1 in

17 ft 8 in

Baggage Storage

42 cu.ft

80 cu.ft

Cabin Cross Section

Cabin Floor Plan

Original Gulfstream G150 interior ©Gulfstream

M ID SIZE

Hawker 850XP with a new paint scheme by Duncan Aviation

Textron Aviation (Beechcraft) | Hawker 800 MODELS

HAWKER 800A

HAWKER 800XP

HAWKER 850XP

MODELS EVOLUTION HS.125 / DH. 125 / BAe. 125 Bristol Siddeley Viper 521

Bae. 125 400 Bristol Siddeley Viper 521 Certification: 1968 Bae. 125 600 Viper 601-22 Certification: 1972 Bae. 125 700 HON TFE731-3RH Certification: 1977 Bae 125 Series 800 HON TFE731-3RH ` EFIS (1st business jet)

` Upgraded engines

` Increase wingspan

` Modified fuselage nose

` Incresed fuel

Hawker 800XP HON TFE731-5BR1H Certification: 1984 ` Increased thrust engines

Hawker 850XP HON TFE731-5BR1H Certification: 2005 ` API Winglets addition

Hawker 1000A P&W C PW305 Certification: 1991 ` Stretched fuselage

(+ 33") ` Updated interior ` New P&W C Engine with FADEC ` Increased Fuel Capacity

` Updated interior

Hawker 900XP HON TFE731-50R Certification: 2005 ` Hawker 900XP ` HON TFE731-50R

Hawker 750 HON TFE731-50R Certification: 2005 ` reduced range (rear ventral fuel tank removal) ` External baggage in place of aft ventral tank

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HAWKER 750

HAWKER 1000A

HAWKER 1000B

The Hawker 800 is the 1980s upgraded version of the 1960-era British Aerospace 125 mid-size business jet. The original model entered service on September 10, 1964. The program underwent many designation changes during its service life. Starting as a De Havilland (DH 125) model, Hawker Siddeley (HS 125) bought the program before its entry into service. In 1977, Hawker Siddeley became a founding component of the nationalized British Aerospace (BAe 125). Raytheon decided to market the jet under the Hawker designation after acquiring the business jets division of British Aerospace in 1993. In 2006, Raytheon sold its business jet company to a consortium of Goldman Sachs and Onex Corporation, forming Hawker Beechcraft Corporation; the company became Beechcraft Corporation upon merging from bankruptcy in February 2013, before its acquisition by Textron in December 2013.

First Flight: 1962 Certification: 1964

First Flight: 1983 Certification: 1984

HAWKER 900XP

Hawker 1000B P&W C PW350B Certification: 1999 ` Higher thrust P&W C

engines

The Hawker 800 (BAe 125 800 Series) was the first aircraft in the 800 Series, certified on July 12, 1984. The mid-size jet featured an increased wingspan, upgraded Honeywell engines, and the first Electronic Flight Instrument System (EFIS) cockpit in a business jet. Between 1983 and 1995, the company produced 275 model 800s. In 1995, the 800 model was upgraded to 800XP with higher-thrust Honeywell TFE731 engines. The 850XP version was introduced in 2005, adding factory-installed API blended winglets and an updated interior. Entering service in 2008, the 900XP version featured powerful Honeywell TFE731-50R engines that offered increased hot/high-altitude takeoff, climb, and cruise performance and a 6.9% range increase over the Hawker 850XP. The short-range Hawker 750 entered service in 2008. It is based on the 850XP design without winglets and the ventral fuel tank, which reduces the range to 2,080 nm. The 750 was developed as a competitor to Bombardier Learjet 45 and Cessna Citation XLS in the super-light category. In 1991, British Aerospace introduced the Hawker 1000, a three-foot stretched fuselage variant of the 800 series featuring an updated interior, increased fuel capacity, and new FADEC-controlled Pratt & Whitney Canada PW305 engines. The Hawker 1000A was updated in 1999 to the Hawker 1000B with higher thrust PW305B engines.

Hawker 800A

Hawker 800XP

Hawker 850XP

Hawker 900XP

Hawker 750

Hawker 1000A

Hawker 1000B

FAA Certification

12-juill-84

28-juill-95

28-févr-06

24-août-07

08-févr-08

31-oct-91

28-mai-99

In-Production Years

1984 - 1999

1995 - 2013

2006 - 2011

2007 - 2013

2008 - 2012

1991 - 1999

1990 - 1993

239

478

118

193

$0.8M - $ 1.8M

$2M - $3.5M

$3.5M - $5M

$4.5M - $6.5 M

$3M - $4M

Max Range*

2,500 nm

2,540 nm

2,800 nm

2,600 nm

2,195 nm

3,534 nm

Max Cruise speed

445 kts

446 kts

448 kts

465 kts

470 kts

Takeoff Distance

5,380 ft

5,499 ft

5,500 ft

5,127 ft

4,778 ft

5,250 ft

Total Produced

SYSTEMS

WEIGHTS

PERFORMANCE

Price Range

3,534 nm

Landing Distance

2,245 ft

3,810 ft

2,280 ft

2,245 ft

3,917 ft

Max Cruise Altitude

41,000 ft

43,000 ft

Max Takeoff

28,000 lbs

27,000 lbs

31,000 lbs

Max Landing

23,350 lbs

25,000 lbs

Max Zero Fuel

18,000 lbs

18,450 lbs

19,800 lbs

20.300 lbs

Usable Fuel

1,495 gal

1,501 gal

1,268 gal

1,708 gal

Engines Manufacturer

Honeywell

Engines Model

TFE731-5R-IH

TFE731-5BR

TFE731-50R

TFE731-5BR

PW305

PW305B

Engines Thrust

4,304 lbf

4,750 lbf

5,225 lbf

5,255 lbf

Avionics Manufacturer

Collins Aerosapce

Honeywell

Avionics Model

Pro Line 4

Honeywell / Collins Aerospace Primus II / Pro Line 21

Pro Line 21

Primus II

SPZ-8000

Hawker 800/850/750/900

CABIN

$1.5M - $2M

Hawker 1000A/B

Max Passengers

2+8

Cabin Volume

604 cu.ft

680 cu.ft

Cabin Height

5 ft 9 in

Cabin Width

6 ft

Cabin Length

21 ft 4 in

24 ft 5 in

Baggage Storage

48 cu.ft

72 cu.ft

Pratt & Whitney Pratt & Whitney

Cabin Cross Section

Cabin Floor Plan

Hawker 850XP with a refurbished interior by Duncan Aviation

M ID SIZE

Cessna Citation Sovereign+ ©Textron Aviation

Textron Aviation (Cessna) | CE-680 Citation Sovereign MODELS

CITATION SOVEREIGN

CITATION SOVEREIGN+

MODELS EVOLUTION Model 560XL (Citation Excel) P&WC PW545 Certification: 1998 ` Citation V wings and

tail ` Citation X Cabin &

Fuselage - Shortned

Model 680 (Citation Sovereign) P&W C PW306C First Flight: 2002 Certification: 2004 ` New large wing design ` New Engine

Model 680 (Citation Sovereign+) P&W C PW306D Certification: 2013 ` Winglets addition ` New higher thrust

engines with autothrottle ` Garmin G5000 avionics

The Citation model 680 is a mid-size business jet developed by Cessna and marketed under the Citation Sovereign designation. Introduced in 2004, the Sovereign was designed around a six-foot stretched Citation Excel fuselage with a new larger wing design and 5,600 lbf Pratt & Whitney Canada PW306C engines. The wing had large trailing edge flaps, which allowed for good runway performance. The original cockpit was fitted with Honeywell Primus Epic avionics and four LCD screens. The Citation Sovereign+ is an enhanced version introduced in December 2014. Cessna started delivering the Sovereign+ model, which was recognizable by the addition of blended winglets that pushed the range performance well over 3,000 nm. This model is equipped with more powerful FADEC-controlled PW306D engines and a new Garmin G5000 touchscreen avionics suite. The spacious and versatile cabin of the Sovereign can host up to 11 passengers. In the standard configuration, the interior features eight seats in a double-club configuration. The large, comfortable leather seats have forward and aft tracking, swivel bases, and reclining positions for maximum comfort. The baseline configuration also includes a forward side-facing seat and a galley that provides ample supply cabinets, cold storage, and a well-lit counter for food preparation. The Sovereign+ cabin has twelve large electrically operated windows and a state-of-the-art wireless cabin management system that allows passengers to access digital media, individual interactive moving maps, and satellite radio from their personal mobile devices. In total, 349 Sovereign and 94 Sovereign+ were produced in 2021 when Textron announced it would no longer make the model. This was due to the market overlap with the recent flat-cabin Cessna Citation Longitude and Latitude.

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Citation Sovereign

Citation Sovereign+

FAA Certification

02-juin-04

20-déc-13

In-Production Years

2004 - 2013

2013 - 2021

349

100

$5M - $7.5M

$12M - $17M

2,891 nm

3,074 nm

Total Produced

WEIGHTS

PERFORMANCE

Price Range Max Range* Max Cruise speed

460 kts

Takeoff Distance

3,640 ft

Landing Distance

2,600 ft

Max Cruise Altitude

47,000 ft

Max Takeoff

30,300 lbs

30,775 lbs

Max Landing

27,100 lbs

27,575 lbs

Max Zero Fuel

20,800 lbs

21,000 lbs

Usable Fuel

1,675 gal

1,700 gal

Engines Manufacturer

SYSTEMS

Pratt & Whitney

Engines Model

PW306C

PW306D

Engines Thrust

5,770 lbf

5,852 lbf

Avionics Manufacturer

Honeywell

Garmin

Avionics Model

Primus EPIC

G5000

CABIN

All Max Passengers

2+10

Cabin Volume

571 cu.ft

Cabin Height

5 ft 8 in

Cabin Width

5 ft 6 in

Cabin Length

25 ft 3 in

Baggage Storage

135 cu.ft

Cabin Cross Section

Cabin Floor Plan

Original Citation Sovereign+ interior ©Textron Aviation

M ID SIZE

Legacy 450 ©Embraer

Embraer | Legacy 450 / Praetor 500 MODELS

LEGACY 450

PRAETOR 500

MODELS EVOLUTION

EMB-545 (Legacy 450) HON HTF7500E

EMB-550 (Legacy 500) HON HTF7500E First Flight: 2012 Certification: 2014

First Flight: 2013 Certification: 2015

EMB-545 (Praetor 500) HON HTF7500E

EMB-550 (Praetor 600) HON HTF7500E

Certification: 2019

` Increased fuel tanks

capacity

` New larger winglets

` Additional avionics

capabilities ` New marketing designation

` New marketing

capabilities designation

EMB-545 (Praetor 500E) HON HTF7500E Certification: 2026 ` New Cabin

Management System ` Redesigned Seats ` Enhanced Cabin ` ROAAS

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PRAETOR 500E

Embraer launched the clean-sheet design, mid-size EMB545 model in 2008. It was initially marketed under the Legacy 450 designation to align with its Legacy 650 large cabin regional jet derivative offering. The second generation of the model is now marketed under the Praetor 500 designation. The EMB-545 is part of a fly-by-wire mid-size aircraft family offering positioned then between the light Phenom 300 and the large Legacy 650. The test aircraft first flew on December 28, 2013, prior to the first delivery in August 2015. The clean-sheet design allowed Embraer to create the largest, fastest, quietest, and most advanced aircraft ever introduced to the mid-size category. The highly functional and sophisticated mid-size cabin offers a refreshment centre at the entrance, a private rear lavatory with a vacuum toilet, and one of the largest in-flight accessible baggage holds. The enhanced Praetor 500, recognizable by its taller and wider winglets, pushes the range performance of its predecessor by over 400 nm. The Praetor 500 features a best-in-class six-foot tall, flatfloor cabin. The interior can accommodate six or seven seats, including four fully reclining club seats that can be converted into two beds.

Legacy 450

Praetor 500

Praetor 500E

FAA Certification

26-août-15

30-sept-19

30-June-26

In-Production Years

2015 - 2019

2019 - 2026

2026-

123

$12M - $14M

$ 17M - $18M

~ $ 23M 3,340 nm

Total Produced

SYSTEMS

WEIGHTS

PERFORMANCE

Price Range Max Range*

2,904 nm

3,340 nm

Max Cruise speed

535 kts

Takeoff Distance

5,474 ft

4,222 ft

Landing Distance

3,907 ft

2,086 ft

Max Cruise Altitude

45,000 ft

Max Takeoff

35,758 lbs

37,567 lbs

Max Landing

32,518 lbs

34,172 lbs

Max Zero Fuel

25,904 lbs

25,959 lbs

Usable Fuel

1,821 gal

1,961 gal

Engines Manufacturer

Honeywell

Engines Model

HTF7500E

Engines Thrust

6,540 lbf

Avionics Manufacturer

Collins Aerospace

Avionics Model

Pro Line Fusion

CABIN

All Max Passengers

2+9

Cabin Volume

706 cu.ft

Cabin Height

6 ft

Cabin Width

6 ft 10 in

Cabin Length Baggage Storage

Cabin Cross Section

24 ft 150 cu.ft Cabin Floor Plan

Original Legacy 450 interior ©Embraer

M ID SIZE

Cessna Citation Latitude ©Textron Aviation

Textron Aviation (Cessna) | CE-680A Citation Latitude MODELS

CITATION LATITUDE

MODELS EVOLUTION Model 680 (Citation Sovereign) P&W C PW306C First Flight: 2002 Certification: 2004 ` New large wing design ` New Engine

Model 680A (Citation Latitude) P&W C PW306D First Flight: 2014 Certification: 2015 ` Model 680 Wing /

Engines / Tail ` New larger fuselage

Model 680 (Citation Sovereign+) P&W C PW306D

shared with the Citation Longitude

Certification: 2013

The mid-size Citation Latitude (model 680A) offers a newly developed state-of-the-art wide, stand-up, flat-floor cabin shared with the super-mid-size Citation Longitude model. The design of the Citation Latitude is based on combining this new clean-sheet wider cabin with the wings, the PW306D engines, and the cruciform tail of the Citation Sovereign (Model 680). The Citation Latitude received its FAA certification in June 2015, paving the way to the first delivery in August 2015. Fractional leader NetJets owns the largest fleet of Citation Latitude and holds a large backlog of the type. The Latitude has a four-passenger range of 2,700 nm, allowing U.S. coast-to-coast flights, and state-of-the-art Garmin G5000 touch-screen avionics. The standard seating arrangement in the six-foot standup cabin accommodates eight passengers. It includes a forward side-facing couch and six seats with 180-degree swivelling capability. The wide cabin is complemented by a standard refreshment centre installed on the forward left-hand side of the cabin and an aft large lavatory with an externally serviceable flushing toilet separated from the cabin by sliding divider doors. Ten large windows are optimally located throughout the cabin for enhanced light and viewing.

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Citation Latitude FAA Certification

05-juin-15

In-Production Years

2015 -

Total Produced

WEIGHTS

PERFORMANCE

Price Range Max Range*

2,700 nm

Max Cruise speed

446 kts

Takeoff Distance

4,030 ft

Landing Distance

2,480 ft

Max Cruise Altitude

45,000 ft

Max Takeoff

30,800 lbs

Max Landing

27,575 lbs

Max Zero Fuel

21,430 lbs

Usable Fuel

1,700 gal

Engines Manufacturer

SYSTEMS

408 $ 15M - $ 18M

Pratt & Whitney

Engines Model

PW306D1

Engines Thrust

5.907 lbf

Avionics Manufacturer

Garmin

Avionics Model

G5000

CABIN

All Max Passengers

2+9

Cabin Volume

701 cu.ft

Cabin Height

6 ft

Cabin Width

6 ft 5 in

Cabin Length

21 ft 9 in

Baggage Storage

127 cu.ft

Textron Aviation delivered the 400th Citation Latitude to Simmons Foods on August 2024

Cabin Cross Section

Cabin Floor Plan

Original Citation Latitude interior ©Textron Aviation

SU PER M ID SIZE

Cessna Citation X+ ©Textron Aviation

Textron Aviation (Cessna) | CE-750 Citation X / X+ MODELS

CITATION X

CITATION X+

MODELS EVOLUTION Model 650 (Citation III) Hon TFE731 First Flight: 1979 Certification: 1982

Model 750 (Citation X) RR AE3007 First Flight: 1993 Certification:1996

Model 650 (Citation VII) Hon TFE731-4R-2S Certification: 1992

` Citation III fuselage

cross-section ` New high speed wing ` New RR high thrust

engines

Launched in 1990, the Citation model 750 was developed to become the flagship jet of the Cessna business aircraft family under the Citation X marketing designation. The first Citation X was delivered to golf legend and long-time Cessna customer Arnold Palmer in 1996.

Model 750 (Citation X+) RR AE3007C2 Certification:2012 ` Stretched fusealge ` Garmin G5000

Avionics ` Upgraded engines ` Standard

winglets

elliptical

The Citation X featured a highly swept supercritical wing, allowing the jet to become the fastest subsonic civil aircraft, flying at Mach 0.935 up to a maximum altitude of 51,000 feet. The X can also climb directly to 43,000 feet initial cruise altitude in just 28 minutes. The Citation X was the first Cessna aircraft powered by Rolls-Royce engines. It featured the fuel-efficient AE 3007C engine model, delivering 6,442 lbf of thrust. The Citation X cockpit used five 7 X 8-inch screens of the Honeywell Primus 2000 avionics suite. The updated Citation X+ entered service in 2014. With a 14-inch cabin stretch, the cockpit featured Garmin G5000 avionics suite with four full-colour touch-screen LCD control panels, three 14-inch high-resolution displays, and fully integrated autothrottles. The X+ offers standard Garmin Synthetic Vision Technology on the primary flight displays.

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Citation X

Citation X+

FAA Certification

31-mai-96

25-juin-14

In-Production Years

1996 - 2013

2014 - 2020

317

$2.5M - $5M

$11M - $12M

Max Range*

3,105 nm

3,127 nm

Max Cruise speed

511 kts

528 kts

Takeoff Distance

5,140 ft

Total Produced

SYSTEMS

WEIGHTS

PERFORMANCE

Price Range

Landing Distance

2,730 ft

3,330 ft

Max Cruise Altitude

51,000 ft

Max Takeoff

36,100 lbs

36,600 lbs

Max Landing

31,800 lbs

32,000 lbs

Max Zero Fuel

24.400 lbs

24,978 lbs

Usable Fuel

1,930 gal

Engines Manufacturer

Rolls-Royce

Engines Model

AE 3007C

AE 3007C2

Engines Thrust

6,442 lbf

7,042 lbf

Avionics Manufacturer

Honeywell

Garmin

Avionics Model

Primus 2000

G5000

CABIN

Citation X

Citation X+

Max Passengers

2+12

Cabin Volume

538 cu.ft

593 cu.ft

Cabin Height

5 ft 8 in

Cabin Width

5 ft 6 in

Cabin Length

13 ft 11 in

25 ft 2 in

Baggage Storage

82 cu.ft

104 cu.ft

Cabin Cross Section

Cabin Floor Plan

Cessna Citation X with a refurbished interior by Duncan Aviation

SU PER M ID SIZE

Beechcraft Hawker 4000 ©Textron Aviation

Textron Aviation (Beechcraft) | Hawker 4000 MODELS

HAWKER 4000

MODELS EVOLUTION Hawker 800XP HON TFE731-5BR1H Certification: 2005 ` Increased thrust

engines

Hawker 1000 P&W C PW-305 Certification: 2005 ` Stretched fuselage ` Updated interior

Hawker 4000 P&W C PW308A First Flight: 2001 Certification: 2006 ` Composite fuselage ` Supercritical wing ` FADEC-Controlled

engines ` Honeywell Primus

EPIC Avionics

Launched in 1996, the Hawker 4000 (initially called the “Horizon”) is a super-mid-size business jet developed originally by Raytheon Aircraft Company. It was the first aircraft in its class to have a carbon-fibre composite fuselage, which allowed a quieter, more spacious cabin and a 6,000-foot cabin pressure altitude. The fuselage was also much lighter than the standard aluminum fuselage, adding valuable flying range. The Hawker 4000 had a 3,400 nm range and excellent airfield performance thanks to its advanced pair of FADEC controller Pratt & Whitney Canada PW308A engines, each delivering 6,900 lbf of thrust. The flight deck featured an advanced Honeywell Primus EPIC avionics suite, and the flat floor-wide cabin could seat up to 10 passengers. The Hawker 4000 received its FAA type certification on November 21, 2006, a month before Raytheon announced the sale of its wholly-owned subsidiary, Raytheon Aircraft Company (RAC), to Hawker Beechcraft Corporation, a new company formed by GS Capital Partners, an affiliate of Goldman Sachs, and Onex Partners. The new company was severely hit by the 2008 financial crisis and declared bankruptcy in 2012. It emerged from Chapter 11 in 2013 after taking the decision to cease jet production. This decision caused the residual value of the newly delivered Hawker 4000 to fall by over 80%. In December 2013, Textron acquired Beechcraft Corporation and took over the support of the Hawker business jets line. Textron adopted some design elements of the Hawker 4000, including the wings and empennage, when designing its top-of-the-line Cessna Longitude.

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Hawker 4000 FAA Certification

21-nov-06

In-Production Years

2006 - 2013

Total Produced

WEIGHTS

PERFORMANCE

Price Range Max Range*

3,190 nm

Max Cruise speed

484 kts

Takeoff Distance

5,068 ft

Landing Distance

2,995 ft

Max Cruise Altitude

45,000 ft

Max Takeoff

39,500 lbs

Max Landing

33,500 lbs

Max Zero Fuel

26,000 lbs

Usable Fuel

2,180 gal

Engines Manufacturer

SYSTEMS

79 $4M - $5M

Pratt & Whitney

Engines Model

PW308A

Engines Thrust

6,900 lbf

Avionics Manufacturer

Honeywell

Avionics Model

Primus Epic

CABIN

Hawker 4000 Max Passengers

2+8

Cabin Volume

757 cu.ft

Cabin Height

6 ft

Cabin Width

6 ft 6 in

Cabin Length Baggage Storage

Textron Aviation continues to support the Hawker 4000 program since 2013

Cabin Cross Section

25 ft 115 cu.ft Cabin Floor Plan

Original Hawker 4000 interior ©Textron Aviation

SU PER M ID SIZE

Cessna Citation Longitude ©Textron Aviation

Textron Aviation (Cessna) | CE-700 Citation Longitude MODELS

CITATION LONGITUDE

MODELS EVOLUTION

Model 680A (Citation Latitude) P&W C PW306D First Flight: 2014 Certification: 2015 ` Model 680 Wing /

Engines / Tail ` New larger fuselage

shared with the Citation Longitude

Model 700 (Citation Longitude) HON HTF7700L First Flight: 2016 Certification: 2019 ` Stretched Citation

Latitude fuselage ` New design wing and

T-tail

Launched in 2012, the Citation Longitude (model 700) combines a one-seat-row stretched version of the newly designed Citation Latitude six-foot stand-up, flat floor-wide cabin with a large winglet equipped wing. The wing design is based on the 2013 acquired Hawker 4000 program, sharing the same shape and wing’s airfoil. The Longitude also adopted the T-tail of the Hawker 4000. Following the first flight on October 8, 2016, and a wellover two-year delay, the Citation Longitude received its FAA certification in September 2019, paving the way for its entry into service in October 2019. Fractional operator NetJets holds a large 175-aircraft order of this model and was among the first customers, with a first delivery in December 2019. The Citation Longitude has a range of 3,500 nm and a full fuel payload of 1,600 pounds. The Longitude's standard cabin arrangement accommodates eight passenger seats in a double club configuration, offering very generous legroom for maximum comfort. This is complemented by a large forward wet galley with plenty of room for food preparation and a large aft walk-in baggage compartment fully accessible in flight.

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Citation Longitude FAA Certification

21-sept-19

In-Production Years

2019 - In Production

Total Produced

SYSTEMS

WEIGHTS

PERFORMANCE

Price Range Max Range*

133 $22M - $28M 3,500 nm

Max Cruise speed

476 kts

Takeoff Distance

4,900 ft

Landing Distance

4,900 ft

Max Cruise Altitude

45,000 ft

Max Takeoff

39,500 lbs

Max Landing

33,500 lbs

Max Zero Fuel

26,800 lbs

Usable Fuel

2,134 gal

Engines Manufacturer

Honeywell

Engines Model

HTF7700L

Engines Thrust

7,665 lbf

Avionics Manufacturer

Garmin

Avionics Model

G5000

CABIN

Citation Longitude Max Passengers

2+12

Cabin Volume

761 cu.ft

Cabin Height

6 ft

Cabin Width

6 ft 5 in

Cabin Length

25 ft 2 in

Baggage Storage

112 cu.ft

Textron Aviation delivered the 100th Citation Longitude on June 2023

Cabin Cross Section

Cabin Floor Plan

Original Citation Longitude interior ©Textron Aviation

SU PER M ID SIZE

Challenger 300 with a new paint scheme by Duncan Aviation

Bombardier | Challenger 300 / 350 / 3500 MODELS

CHALLENGER 300

CHALLENGER 350

MODELS EVOLUTION BD-100-1A10 (Challenger 300) HTF7000 First Flight: 2001 Certification: 2003

BD-100-1A10 (Challenger 350) HON TFE7350 Certification: 2014 ` Taller windows ` Increase engine thrust ` New canted winglets

BD-100-1A10 (Challenger 3500) HON TFE7350 Certification: 2022 ` Auto Throttles ` Additional avionics

features ` Upgraded cabin ` Nuage seats

(Redesigned from Global 7500) ` New marketing designation

CHALLENGER 3500

Launched in 1999 as a super-mid-size business jet offering between the mid-size Learjet 60 and the large cabin Challenger 604, the Bombardier Challenger 300 was a clean-sheet design initially marketed under the Bombardier Continental designation. The jet was renamed in September 2002 after much debate about which category (Learjet, Challenger, or Global) the new aircraft fit into. FAA type certification was received on June 4, 2003, with entry into service in January 2004 with launch customer Flexjet, the then fractional ownership division of Bombardier Aerospace. The new supercritical wing and wide flat-floor stand-up cabin enabled the new offering to quickly become the most successful jets in the Bombardier portfolio. Bombardier introduced the improved Challenger 350 variant in 2014. It featured a more luxurious interior, 20% taller cabin windows, higher-thrust Honeywell HTF7350 engines, and new canted winglets. The Challenger 350 modifications greatly increase the jet design weights and payload capabilities. Introduced in 2022, the Challenger 3500 is the third iteration of the model. This edition featured a redesigned interior, including Bombardier exclusive and patented Nuage seats, a lower cabin altitude, and a long-overdue baseline autothrottle system. The Challenger 300's standard configuration accommodates eight passengers in a highly comfortable double club seating configuration. The cabin can also be configured with an optional three-place divan, bringing the total passenger capacity to 10. The 2022 edition also benefits from some of the Global 7500's developed technologies, like highly improved sound insulation. This edition also introduces the industry’s first voice-controlled cabin system to manage lighting, temperature, and entertainment systems.

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Challenger 300

Challenger 350

Challenger 3500

FAA Certification

04-juin-03

25-juin-14

sept-22

In-Production Years

2003 - 2016

2014 - 2023

2022 -

456

429

144 (In Prod)

$9M - $14M

$16M - $22M

$28M - $30M 3,200 nm

Total Produced

SYSTEMS

WEIGHTS

PERFORMANCE

Price Range Max Range*

3,065 nm

3,200 nm

Max Cruise speed

470 kts

Takeoff Distance

4,689 ft

4,835 ft

Landing Distance

2,600 ft

2,364 ft

Max Cruise Altitude

45,000 ft

Max Takeoff

38,500 lbs

40,600 lbs

Max Landing

33,750 lbs

34,150 lbs

Max Zero Fuel

26,100 lbs

28,200 lbs

Usable Fuel

2,096 gal

Engines Manufacturer

Honeywell

Engines Model

HTF7000

HTF7350

Engines Thrust

6.826 lbf

7,323 lbf

Avionics Manufacturer Avionics Model

Collins Aerospace

Pro Line 21

Pro Line 21 Advanced

CABIN

All Max Passengers

2+10

Cabin Volume

862 cu.ft

Cabin Height

6 ft

Cabin Width

7 ft 2 in

Cabin Length

25 ft 2 in

Baggage Storage

106 cu.ft

Cabin Cross Section

Cabin Floor Plan

Challenger 300 with a refurbished interior by Duncan Aviation

SU PER M ID SIZE

Legacy 500 ©Embraer

Embraer | Legacy 500 / Praetor 600 MODELS

LEGACY 500

PRAETOR 600

MODELS EVOLUTION

EMB-545 (Legacy 450) HON HTF7500E

EMB-550 (Legacy 500) HON HTF7500E First Flight: 2012 Certification: 2014

First Flight: 2013 Certification: 2015

EMB-545 (Praetor 500) HON HTF7500E Certification: 2019 ` Increased fuel tanks

capacity ` New larger winglets ` Additional avionics

capabilities

EMB-550 (Praetor 600) HON HTF7500E Certification: 2019 ` Increased fuel tanks

capacity ` New larger winglets ` Additional avionics

capabilities ` New marketing designation

` New marketing

Embraer launched the clean-sheet design, super-mid-size EMB-550 model in 2008. It was initially marketed under the Legacy 500 designation to align with its Legacy 650 large cabin regional jet derivative offering. The second generation of the model is now marketed under the Praetor 600 designation. The EMB-550 is part of a fly-by-wire mid-size aircraft family offering, positioned then between the light Phenom 300 and the large Legacy 650. The test aircraft first flew on November 7, 2012, prior to the first delivery in October 2014. The clean-sheet design allowed Embraer to create the largest, fastest, quietest, and most advanced aircraft ever introduced to the mid-size category. The enhanced Praetor 600, recognizable by its taller and wider winglets, improves the range performance of its predecessor by over 900 nm, achieving a best-in-class 4,018 nm range capability.

designation

EMB-550 (Praetor 600E) HON HTF7500E Certification: 2026 ` New Cabin

Management System ` Redesigned Seats ` Enhanced Cabin ` ROAAS

The Praetor 600 features a best-in-class 6-foot-tall, flat-floor cabin. The interior can accommodate six or seven seats, including four fully reclining club seats that can be converted into two beds. The highly functional and sophisticated mid-size cabin offers a refreshment centre at the entrance, a private rear lavatory with a vacuum toilet, and one of the largest inflight accessible baggage holds. The standard cabin layout consists of eight single club seats that comfortably accommodate eight passengers, a baseline forward galley, and a storage cabinet. The alternative nine-passenger configuration features an aft zone installed divan capable of carrying three passengers. Embraer also offers a 12-passenger configuration with two aft divans. An optional pocket door can be installed, isolating the cabin from the galley and cockpit area for additional privacy and reduced noise.

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Legacy 500

Praetor 600

Praetor 600E

FAA Certification

21-oct-14

20-mai-19

30-sep-26

In-Production Years

2014 - 2019

2020 - 2026

2026-

117 (In Prod)

Total Produced

$20M - $25M

SYSTEMS

WEIGHTS

PERFORMANCE

Price Range Max Range*

3,125 nm

4,018 nm

Max Cruise speed

466 kts

535 kts

Takeoff Distance

5,597 ft

4,018 nm

Landing Distance

2,122 ft

Max Cruise Altitude

45,000 ft

Max Takeoff

38,360 lbs

42,857 lbs

Max Landing

34,524 lbs

37,478 lbs

Max Zero Fuel

26,500 lbs

28,660 lbs

Usable Fuel

1,961 gal

2,404 gal

Engines Manufacturer

Honeywell

Engines Model

HTF7500E

Engines Thrust

7,036 lbf

7,528 lbf

Avionics Manufacturer

Collins Aerospace

Avionics Model

Pro Line Fusion

All

CABIN

~ $ 29M

Max Passengers

2+12

Cabin Volume

826 cu.ft

Cabin Height

6 ft

Cabin Width

6 ft 10 in

Cabin Length

26 ft 10 in

Baggage Storage

110 cu.ft

Cabin Cross Section

Cabin Floor Plan

SU PER M ID SIZE

Gulfstream G200 with a new paint scheme by Duncan Aviation

Gulfstream | G200 / 280 MODELS

IAI GALAXY

G200

G280

MODELS EVOLUTION IAI Astra HON TFE731-3A-200G First Flight: 1984 Certification: 1985

IAI Astra SP HON TFE731-3A-200G

The IAI Galaxy was a super-mid-size class jet that entered service in January 2000, well ahead of its competitors. It offered the longest range and largest cabin volume in this category.

Certification: 1989

IAI Astra SPX HON TFE731-40R-200G Certification: 1994 ` Increased thrust

engines ` Winglets addition

IAI Galaxy P&W C PW306 First Flight: 1997 Certification: 1998 ` Modified Astra SPX wing ` New wider fuselage ` new Pratt & Whitney engines

Program sold by IAI to Gulfstream IAI program rebranding to G100 and G200 in 2002

G100 HON TFE731-40R-200G Certification: 2002

In 2001, General Dynamics, Gulfstream’s parent company, announced the acquisition of Galaxy Aerospace Company from Israel Aircraft Industries (IAI) and the integration of its two new product lines: the Astra mid-size twin turbofan business jet and the Galaxy. The acquisition agreement specified that both aircraft models would be assembled by Israel Aircraft Industries in Tel Aviv, Israel, and flown to Fort Worth in a "green" configuration; General Dynamics would design and install custom interiors and all optional equipment. Concurrent with this transaction, NetJets placed an order for 50 Galaxy aircraft.

G200 P&W C PW306 Certification: 2002

G280 HON HTF7250G First Flight: 2009 Certification: 2012 ` New type Certificationificate ` New honeywell engines ` New wing ( based on G550) ` Longer cabin ` Pro Line Fusion avionics

Following Gulfstream's acquisition of the program, the IAI Galaxy model designation was changed to Gulfstream 200 through a type certificate amendment in 2002. Gulfstream marketed the new model under the G200 designation. In 2008, Gulfstream launched an updated version marketed under the G280 designation (rebranded from its G250 initial designation to do away with the negative connotations associated with that sequence of numbers in the Chinese culture). The G280 was developed under a new type certificate. The G280 is the first iteration of this model incorporating Gulfstream design elements. It completed its first flight on December 11, 2009 in Tel Aviv before obtaining its FAA certification in September 2012. Designed in concert with the G650, the G280 is a testimonial to Gulfstream know-how with best-in-class speed, range, and airfield performance. However, the G280 is the only Gulfstream jet to feature Collins Pro Line Fusion avionics instead of Honeywell Primus Epic. The G280 uses Honeywell TF7250G engines instead of the Pratt & Whitney PW306A on the previous model. The G280 features a spacious cabin with seating for up to 10 passengers in two living zones. The standard G280 cabin layout accommodates eight passengers in a double club seating configuration. The wide cabin allows for a four-place conference table with an opposing divan or two-place club seating optional configuration. The 19-large-window cabin offers a large forward wet galley, an elegant aft vacuum lavatory, and a very generous in-flight accessible baggage compartment.

IAI Galaxy / G200

G280

FAA Certification

16-déc-98

30-août-12

In-Production Years

1997 - 2012

2012 - 2024

Total Produced

WEIGHTS

PERFORMANCE

Price Range

SYSTEMS

291

$3.5M - $7.5M

$14M - $21.5M 3,600 nm

Max Range*

3,400 nm

Max Cruise speed

470 kts

549 kts

Takeoff Distance

5,500 ft

4,750 ft

Landing Distance

2,590 ft

2,720 ft

Max Cruise Altitude

45,000 ft

Max Takeoff

35,650 lbs

39,600 lbs

Max Landing

30,000 lbs

32,700 lbs

Max Zero Fuel

24,000 lbs

28,200 lbs

Usable Fuel

2,256 gal

2,182 gal

Engines Manufacturer

Pratt & Whitney

Honeywell

Engines Model

PW306A

HTF7250G

Engines Thrust

6,040 lbf

7,624 lbf

Collins Aerospace

Pro Line 4

Pro Line Fusion

Avionics Manufacturer Avionics Model G200

CABIN

248

G280

Max Passengers

2+10

Cabin Volume

870 cu.ft

935 cu.ft

Cabin Height

6 ft 3 in

Cabin Width

7 ft 2 in

Cabin Length

24 ft 5 in

25 ft 10 in

Baggage Storage

145 cu.ft

120 cu.ft

Cabin Cross Section

Cabin Floor Plan

Gulfstream G200 with a refurbished interior by Duncan Aviation

LARG E

Falcon 2000 with a new paint scheme by Duncan Aviation

Dassault Aviation | Falcon 2000 MODELS

FALCON 2000

FALCON 2000EX

MODELS EVOLUTION

FALCON 2000EX EASY

FALCON 2000DX

FALCON 2000LX

FALCON 200S

Falcon 2000 CFE 738-1-1B

The Falcon 2000 is a wide-body transcontinental twin-engine aircraft from French aircraft manufacturer Dassault Aviation. Developed as a twin-engine version of the Falcon 900 trijet, the Falcon 2000 inherited the Falcon 900’s fuselage diameter and wing design.

First Flight: 1993 Certification: 1995

The first aircraft flew on March 4, 1993, before entering service in 1994. The Falcon 2000 saw incremental improvements, which pushed the range to 4,000 nm including the addition of Aviation Partner blended winglets in 2009 (2000LX/LXS/S models).

Falcon 2000EX P&W C PW308C Certification: 2003

In 2004, a year after the Falcon 900, Dassault certified the new EASy (Enhanced Avionics System) flight deck with the Honeywell Primus Epic System on the 2000. In 2013, the enhanced EASy II came standard with the 2000LXS and S models.

` New P&W C Engines ` Additional fuel tank

Falcon 2000EX EASy P&W C PW308C Certification: 2004 ` EASy flight deck

(Honeywell Primus EPIC Avionics)

Falcon 2000DX P&W C PW308C Certification: 2007 ` Reduced range version

Falcon 2000LX P&W C PW308C

The Falcon 2000 features a wide cabin cross-section configured in two flexible seating zones with seating arrangements for up to 10 passengers. In 2011, Dassault Aviation premiered a new interior redesign for the Falcon 2000S developed in partnership with BMW Designworks USA which created the interior cabin for the Dassault Falcon 7X a few years earlier.

Certification: 2009 ` API winglets ` Slats addition

Falcon 2000LXS P&W C PW308C

In 2011, Dassault Aviation highly enhanced the twin-jet airfield performance by adding full-length inboard slats (2000LXS/S models).

Falcon 2000S P&W C PW308C

Certification: 2009

Certification: 2013

` Movable inboard

leading edge slats

FALCON 2000LXS

Falcon 2000

Falcon 2000EX

2000EX EASy

2000DX

2000LX

2000S

2000LXS

FAA Certification

02-févr-95

21-mars-03

21-juin-04

03-oct-07

ap 29, 2009

25-mars-13

In-Production Years

1995 - 2007

2003 - 2004

2003 - 2009

2008 - 2009

2005 - 2015

2013-2021

2013 -

231

103

133

152 (In Prod)

Total Produced

SYSTEMS

WEIGHTS

PERFORMANCE

Price Range

$2M - $6.5M

$9M - $13M

$24M - $30M

Max Range*

3,040 nm

3,800 nm

3,250 nm

4,000 nm

3,350 nm

Max Cruise speed

479 kts

448 kts

487 kts

493 kts

574 kts

Takeoff Distance

5,249 ft

5,445 ft

5,704 ft

5,445 ft

5,700 ft

4,875 ft

4,536 ft

4,000 nm

Landing Distance

2,579 ft

2,640 ft

3,309 ft

2,640 ft

2,630 ft

2,315 f

2,260 ft

Max Cruise Altitude

47,000 ft

Max Takeoff

35,800 lbs

42,200 lbs

41,000 lbs

42,200 lbs

41,000 lbs

42,800 lbs

Max Landing

33,000 lbs

39,300 lbs

Max Zero Fuel

28,660 lbs

29,700 lbs

31,000 lbs

Usable Fuel

1,814 gal

2,470 gal

2,193 gal

2,470 gal

2,193 gal

2,470 gal

Engines Manufacturer

GE / Honeywell

Pratt & Whitney

Engines Model

CPE738-1-1B

PW308C

Engines Thrust

5,725 lbf

6,998 lbf

Avionics Manufacturer

Collins Aerospace

Honeywell

Avionics Model

Pro Line 4

Pro Line 21

Primus EPIC

Max Passengers

2+10

Cabin Volume

1,024 cu.ft

Cabin Height

6 ft 2 in

Cabin Width

7 ft 8 in

Cabin Length

26 ft 2 in

Baggage Storage

130 cu.ft

All

CABIN

$15M - $18M

Pratt & Whitney Pratt & Whitney Pratt & Whitney Pratt & Whitney Pratt & Whitney

Cabin Cross Section

Cabin Floor Plan

Falcon 2000 with a refurbished interior by Duncan Aviation

LARG E

Challenger 604 with a new paint scheme by Duncan Aviation

Bombardier | Challenger 600 / 604 / 605 / 650 MODELS

CHALLENGER 604

CHALLENGER 605

CHALLENGER 650

MODELS EVOLUTION Challenger 600 (CL-600-1A11) AVCO Lycoming ALF-502L First Flight: 1978 Certification: 1980 ` Stand-up cabin ` Supercritical wing

Challenger 601 -1A (CL-600-2A12) GE CF34-1A Challenger 601 -1A/ER (CL-600-2A12) GE CF34-1A Certification: 1983 ` Extended range version ` Auxiliary fuel tank ( Tail

mounted)

Certification: 1983 ` New

engines from GE

` MTOW increase ` Winglets addition

Challenger 601-3A (CL-600-2B16) GE CF34-3A Certification: 1987

Challenger 601-3A (CL-600-2B16) GE CF34-3A Certification: 1987 ` Extended range version ` Auxiliary fuel tank ( Tail

mounted)

` Improved GE engines (-3A) ` Glass Cockpit

Challenger 601-3R (CL-600-2B16) GE CF34-3A1 Certification: 1993 ` Improved GE engines (-3A1) ` Baseline tail fuel tank

Challenger 604 (CL-600-2B16) GE CF34-3B Certification: 1995 ` Improved GE engines (-3B) ` Increased MTOW ` Increased fuel capacity ` Collins Pro Line 4 Avionics

Challenger 605 (CL-600-2B16) GE CF34-3B Certification: 2006 ` Enhanced cabin ` larger and higher-positioned cabin

windows ` Collins Pro Line 21 Avionics

Challenger 650 (CL-600-2B16) GE CF34-3B Certification: 2015 ` Redesigned cabin ` Collins Pro Line 21 Advanced Avionics

When entering service in 1980, the Canadair Challenger 600 was a game-changing business jet. Its large cabin offered a new level of in-flight comfort. The Challenger 600 introduced several new technologies, including a supercritical wing design, high-bypass engines, and new avionics. The Canadair program pushed its competition to launch a new generation of business jets including the Cessna Citation III and Gulfstream III. After Canadair was acquired by Bombardier in 1986, the Challenger 600 saw many new enhancements. In 1987, Bombardier introduced the Challenger 601-3A variant, equipped with more efficient GE Aerospace CF34-3A engines and the first glass cockpit. The engines were updated again in 1996 with a more powerful CF34-3B on the Challenger 604 model, which also introduced the Pro Line 4 avionics suite. The 2006 Challenger 605 model introduced the more advanced Pro Line 21 avionics suite, larger windows, and a new tail cone. The 2015 Challenger 650 is the latest model iteration, introducing a completely restyled, modern-looking cabin and improved GE engines offering a 5% thrust increase. With a seating capacity of up to 12 passengers, the wide Challenger 650 cabin offers upscaled seats, a large aisle, spacious galleys, and in-flight access to a 112-cubic-foot baggage compartment.

Challenger 601-3A

Challenger 604

Challenger 605

Challenger 650

FAA Certification

21-avr-87

20-sept-95

01-oct-06

09-nov-15

In-Production Years

1986 - 1994

1996 - 2007

2007 - 2015

2014 - 2024

134

365

288

159 (In Prod)

$2M - $3.5M

$5.5M - $9M

$10M- $14M

$20M - $30M

Max Range*

3,485 nm

4,027 nm

3,995 nm

4,000 nm

Max Cruise speed

476 kts

470 kts

488 kts

469 kts

Takeoff Distance

5,700 ft

5,694 ft

5,520 ft

Total Produced

WEIGHTS

PERFORMANCE

Price Range

Landing Distance

2,775 ft

2,350 ft

2,402 ft

Max Cruise Altitude

41,000 ft

Max Takeoff

43,100 lbs

48,200 lbs

Max Landing

36,000 lbs

38,000 lbs

Max Zero Fuel

29,500 lbs

32,000 lbs

Usable Fuel

2,472 gal

2,962 gal

SYSTEMS

Engines Manufacturer

GE Aerospace

Engines Model

CF34-3A

CF34-3B

CF34-3B MTO

Engines Thrust

8,650 lbf

8,729 lbf

9,220 lbf

Avionics Manufacturer

Honeywell

Collins Aerospace

Avionics Model

5 tube EFIS

Pro Line 4

Pro Line 21

Pro Line 21 Advanced

CABIN

All Max Passengers

2+12

Cabin Volume

971 cu.ft

Cabin Height

6 ft

Cabin Width

7 ft 11 in

Cabin Length

25 ft 7 in

Baggage Storage

112 cu.ft

Cabin Cross Section

Cabin Floor Plan

Challenger 604 with a refurbished interior by Duncan Aviation

LARG E

2001 Falcon 50EX available for sale through Avpro

Dassault Aviation | Falcon 50 MODELS

FALCON 50

FALCON 50EX

MODELS EVOLUTION Falcon 20 GE CF700-2C First Flight: 1964 Certification: 1965

Falcon 50 HON TFE 731-3-1C First Flight: 1976 Certification: 1979 ` Falcon 20 fuselage ` New wings &

Empenage ` Three engine configuration

Falcon 50EX HON TFE 731-40 Certification: 1995 ` Upgraded

engines

` New avionics

Falcon 900 HON TFE 731-5AR-1C First Flight: 1984 Certification: 1986 ` New wider & longer

fuselage

Introduced in 1979, the Dassault Falcon 50 was developed as a longer-range trijet derivative of the original Falcon 20, with whom it shared the same fuselage cross-section. The original version was powered by three Honeywell TFE731-3 engines and designed to fly 3,000 nm on FAR 121 reserves, which equates to crossing the North Atlantic or the United States nonstop. During the development phase, Dassault elected to replace the wing shortly after the maiden flight, the Falcon 50 became the world’s first civil aircraft featuring supercritical wings. Industrial production began in November 1976 after an agreement was signed between the French government, Aerospatiale and Dassault. Aerospatiale’s plant in Saint-Nazaire oversaw the fuselage and built 55% of the airframe. Dassault’s plant in Colomiers built the wings, and the assembly and flights test took place in Mérignac (Bordeaux region). On April 26, 1995, Serge Dassault announced the launch of the Falcon EX, destined to replace the Falcon 50. Compared with the Falcon 50, the new aircraft flew higher and faster (it could reach 41,000 feet in 23 minutes), its range increased to 3,260 nm at Mach 0.75, and it received the more advanced Collins Proline 4 avionics. The engines were upgraded to FADEC-controlled TFE 73140, which had increased thrust (3,700 lbf each), improved specific fuel consumption (reduced by 7%), and lower maintenance costs. The Falcon 50 EX made its first flight at Mérignac on April 10, 1996, prior to first deliveries in 1997. In 2012, Dassault Aviation and Aviation Partners (API) announced the FAA certification of API’s “High Mach” blended winglets installation STC on the Falcon 50 series aircraft. The winglets provide drag reduction and corresponding range increase, of 5% at Mach 0.80 and over 7% at Long Range Cruise (LRC).

Falcon 50

Falcon 50EX

FAA Certification

07-mars-79

1997

In-Production Years

1978 - 1996

1997 - 2008

254

101

$1.5M - $3M

$3M - $5.5M

Max Range*

3,000 nm

3,200 nm

Max Cruise speed

480 kts

481 kts

Takeoff Distance

4,593 ft

Total Produced

WEIGHTS

PERFORMANCE

Price Range

Landing Distance

2,673 ft

2,159 ft

Max Cruise Altitude

45,300 ft

49,000 ft

Max Takeoff

38,800 lbs

39,700 lbs

Max Landing

35,715 lbs

Max Zero Fuel

25,570 lbs

Usable Fuel

2,315 gal

2,334 gal

SYSTEMS

Engines Manufacturer

Honeywell

Engines Model

TFE731-3-1C (X3)

TFE731-40 (X3)

Engines Thrust

3,700 lbf

Collins Aerospace

Pro Line II

Pro Line 4

Avionics Manufacturer Avionics Model

CABIN

All Max Passengers

2+12

Cabin Volume

700 cu.ft

Cabin Height

5 ft 9 in

Cabin Width

6 ft 1 in

Cabin Length

23 ft 6 in

Baggage Storage

115 cu.ft

Cabin Cross Section

Cabin Floor Plan

Falcon 50 with a refurbished interior by Duncan Aviation

SU PER LARG E

Falcon 900 with a new paint scheme by Duncan Aviation

Dassault Aviation | Falcon 900 MODELS

FALCON 900

FALCON 900B

FALCON 900C

FALCON 900EX

MODELS EVOLUTION Falcon 50 HON TFE 731-3-1C First Flight: 1976 Certification: 1979 ` Falcon 20 fuselage ` New wings &

Empenage ` Three engine configuration

Falcon 900 HON TFE 731-5AR-1C

` New wider & longer

fuselage

engines

Falcon 900EX HON TFE 731-60-1C Certification: 1996 ` Upgraded

engines with Autothrottles

Falcon 900C HON TFE 731-5BR-1C

` Aux fuel tanks

Certification: 1998 ` Upgraded

engines with FADEC ` Honeywell Primus 2000 avionics

Falcon 900EX EASy HON TFE 731-60-1C Certification: 2003 ` EASy flight deck with

Honeywell Primus EPIC avionics

Falcon 900DX HON TFE 731-60-1C Certification: 2005 ` Short-range version

(Reduced fuel) ` Honeywell Primus EPIC avionics

900LX

Introduced in 1986, the Dassault Falcon 900 was developed as a bigger, faster, and longer-range version of the 1979 Falcon 50 model. It used the same supercritical wing design and introduced a new stand-up cabin and a longer fuselage.

The latest iteration marketed under the Falcon 900LX designation was Introduced in 2010. It features Aviation Partners blended winglets that extend the range to 4,750 nm.

Falcon 900B HON TFE 731-5BR-1C

` Upgraded

900DX

Since its entry into service, the Falcon 900 has seen many improvements, from FADEC-controlled state-of-the-art Honeywell engine integration to the latest generation of avionics powering the Dassault signature EASy II flight deck.

First Flight: 1984 Certification: 1986

Certification: 1991

900EX EASY

Falcon 900LX HON TFE 731-60-1C Certification: 2010 ` API winglets addition

The Falcon 900 cabin offers standard configurations for between 12 and 19 passengers in three distinct seating areas. The redesigned cabin offers the latest cabin technologies, including high-speed internet and telephone, a convenient and capacious baggage compartment, and a large forward galley. The Falcon 900 was the first aircraft developed using 3D digital tools. Dassault's 3D interactive software, CATIA, developed to support the 900's design, is now the standard for designing not just airplanes but automobiles and even commercial buildings. The 900 is also one of the first commercial aircraft to use lightweight composite material.

Falcon 900

Falcon 900B

Falcon 900C

Falcon 900EX

900EX EASy

900DX

900LX

FAA Certification

21-mars-86

1992

2000

19-juill-96

14-nov-03

03-nov-05

15-juill-10

In-Production Years

1986 - 1992

1991 - 1999

1998 - 2023

1996 - 2007

2003 -2023

2005 - 2010

2010-2026

136

167

119

122

$4.5M - $7M

$8M - $10M

$8.5M - $11.5M

$15M - $20M

$10M - $13M

$15M - $23M 4,750 nm

Total Produced

WEIGHTS

PERFORMANCE

Price Range Max Range*

4,000 nm

4,330 nm

4,100 nm

Max Cruise speed

500 kts

482 kts

479 kts

Takeoff Distance

4,921 ft

5,015 ft

4,768 ft

5,215 ft

5,085 ft

5,360 ft

Landing Distance

3,500 ft

2,775 ft

2,360 ft

2,410 ft

2,864 ft

2,775 ft

2,415 ft

Max Cruise Altitude

51,000 ft

Max Takeoff

45,500 lbs

48,300 lbs

49,000 lbs

46,700 lbs

49,000 lbs

Max Landing

42,000 lbs

44,500 lbs

42,200 lbs

44,500 lbs

Max Zero Fuel

28,220 lbs

30,864 lbs

Usable Fuel

2,845 gal

3,109 gal

2,810 gal

SYSTEMS

Engines Manufacturer

Honeywell

Engines Model

TFE731-5AR-1C

TFE731-5BR-1C

TFE731-60-1C

TFE731-60

Engines Thrust

4,500 lbf

4,750 lbf

5,000 lbf

Avionics Manufacturer

Honeywell

Avionics Model

SPZ-8000

Primus 2000

Primus EPIC

CABIN

All Max Passengers

2+14

Cabin Volume

1,264 cu.ft

Cabin Height

6 ft 2 in

Cabin Width

7 ft 8 in

Cabin Length

33 ft 2 in

Baggage Storage

127 cu.ft

Cabin Cross Section

Cabin Floor Plan

Falcon 900 with a refurbished interior by Duncan Aviation

SU PER LARG E

Legacy 600 with a new paint scheme by Duncan Aviation

Embraer | Legacy 600 / 650 MODELS

LEGACY 600

LEGACY 650

LEGACY 650E

MODELS EVOLUTION

The Legacy 600 is the marketing designation of the Embraer EMB-135BJ model, an ultra-large business jet derivative of Embraer’s ERJ135 regional jet model.

ERJ145 RR AE 3007 ERJ135 RR AE 3007 Certification: 1999 ` 37 Seats configuration

Legacy 600 RR AE 3007A1E First Flight: 2000 Certification: 2002 ` Aux fuel tanks ` Winglets addition

Legacy 650 RR AE 3007A2 Certification: 2011 ` Increased MTOW ` Increased thrust

engines

Legacy 650E RR AE 3007A2 Certification: 2011 ` Authothrottle ` Improved avionics

First Flight: 1995 Certification: 1996 ` 1st Embraer Regional

Jet ` 50 Seats configuration

Introduced in 1999 with launch operator Continental Express, the 37-passenger ERJ135 is a shortened version of the 50-seater ERJ145. Launched in 2000 as the “Legacy 2000,” the new business jet was designed to carry 13 passengers in a three-zone configuration for 3,000 nm by adding auxiliary fuel tanks, winglets, and an extended wing-to-body fairing to the original regional jet model. The Legacy 600 received its FAA certification on August 23, 2002. The original model was powered by Rolls-Royce AE 3007A1E engines, each producing 9,020 lbf of thrust, and featured Honeywell Primus Elite avionics. The longer-range Legacy 650 version was introduced in 2011 and featured increased take-off weight and fuel capacity. The cabin also had a lowered alley with increased headroom. The model's latest iteration was introduced in 2017 and marketed under the Legacy 650E designation. The latest model features a standard autothrottle, a restyled interior, and a synthetic vision system in the cockpit. After allowing its entry into the business jet market, Embraer announced it was ending production of the Legacy 650 in July 2020 to focus on its line of purpose-built business jet families, the Phenom 100 and 300 and the Praetor 500 and 600. In the 18-year production run, Embraer delivered 289 Legacy 600 jets.

Legacy 600

Legacy 650

Legacy 650E

FAA Certification

23-août-02

18-févr-11

2017

In-Production Years

2000 - 2015

2009 - 2017

2016 - 20220

192

Total Produced

SYSTEMS

WEIGHTS

PERFORMANCE

Price Range

$19M - $22M

Max Range*

3,250 nm

3,750 nm

Max Cruise speed

459 kts

515 kts

Takeoff Distance

5,741 ft

5,924 ft

3,900 nm

Landing Distance

2,301 ft

2,999 ft

2,842 ft

Max Cruise Altitude

41,000 ft

Max Takeoff

49,604 lbs

53,572 lbs

Max Landing

40,786 lbs

44,092 lbs

Max Zero Fuel

35,274 lbs

36,155 lbs

Usable Fuel

2,729 gal

3,071 gal

Engines Manufacturer

Rolls-Royce

Engines Model

AE 3007A1E

AE 3007A2

Engines Thrust

8,765 lbf

9,278 lbf

Avionics Manufacturer

Honeywell

Avionics Model

Primus 1000

Primus Elite

All

CABIN

$6.5M - $15M

Max Passengers

2+14

Cabin Volume

1,410 cu.ft

Cabin Height

6 ft

Cabin Width

6 ft 11 in

Cabin Length

42 ft 6 in

Baggage Storage

286 cu.ft

Cabin Cross Section

Cabin Floor Plan

Legacy 600 with a refurbished interior by Duncan Aviation

SU PER LARG E

Bombardier | Challenger 850 MODELS

CRJ SPECIAL EDITION (SE)

CHALLENGER 850

MODELS EVOLUTION Challenger 600 (CL-600-1A11) AVCO Lycoming ALF-502L First Flight: 1978 Certification: 1980 ` Stand-up cabin ` Supercritical wing

Challenger 601 -1A (CL-600-2A12) GE CF34-1A Certification: 1983

Challenger 601-3R (CL-600-2B16) GE CF34-3A1

CRJ100 (CL-600-2B19) GE CF34-3A1

Certification: 1993

First Flight: 1991 Certification: 1992 ` 50-seat regional jet

CRJ200 (CL-600-2B19) GE CF34-3B1 First Flight: 1991 Certification: 1992 Challenger SE (CL-600-2B19) GE CF34-3B1 Certification: 1996 ` Challenger Special Edition

Challenger 850 (CL-600-2B19) GE CF34-3B1 Certification: 2006 ` Green CRJ200 ` STC interior (Factory authorized

completion centers)

The Challenger 850 is the marketing designation of the business jet derivative of Bombardier’s CRJ200LR (CL600-2B19 type model) 50-seat regional jet. The ultra-large jet has been marketed under the Challenger SE (Special Edition) since 1996 and was rebranded in 2006 as the Challenger 850 to better align with Bombardier's mid-size cabin product line that included the super-mid-size Challenger 300 and the large cabin Challenger 600. The Challenger 850 shares the same fuselage cross-section and type certification as the Challenger 600, since the 600 series was the base for the popular Canadair Regional Jet program launched in 1989. The CRJ200 uses a 19-foot stretched Challenger 600 fuselage, a larger wing, and more powerful engines. The Challenger 850, or CRJ SE, was delivered green from Bombardier’s production line in Montreal and subsequently completed with an interior approved under STC by third-party completion centres. The completion network included Midcoast Aviation (an affiliate of the Jet Aviation Group) in St. Louis, Missouri, Lufthansa Technik in Hamburg, Germany, and Flying Colours in Peterborough, Canada. In 1995, PATS, in partnership with Bombardier, developed an auxiliary fuel system to enable the range increase of the CRJ SE. Bombardier installed the structural provision and the auxiliary fuel systems in the production line. Although it suffers from lower speed and range capabilities than purpose-built jets, the Challenger 850’s three-zone cabin has proved very popular in some markets where the range is not that important. Production of the Challenger 850 ended in 2012 following the completion of 71 deliveries.

CRJ Special Edition (SE)

Challenger 850

FAA Certification

21-janv-93

2006

In-Production Years

1995 - 2006

2006 - 2012

Total Produced

PERFORMANCE WEIGHTS

Max Range*

2,807 nm

Max Cruise speed

459 kts

Takeoff Distance

6,305 ft

SYSTEMS

2,807 nm

Landing Distance

2,910 ft

Max Cruise Altitude

41,000 ft

Max Takeoff

53.000 lbs

Max Landing

47,000 lbs

Max Zero Fuel

44,000 lbs

Usable Fuel

2,748 gal

Engines Manufacturer

GE Aerospace

Engines Model

CF34-3B1

Engines Thrust

8,729 lbf

Collins Aerospace

Pro Line 4

Avionics Manufacturer Avionics Model

All

CABIN

71 $7.5M - $10M

Price Range

Max Passengers

2+16

Cabin Volume

1,710 cu.ft

Cabin Height

6 ft 1 in

Cabin Width

7 ft 2 in

Cabin Length

48 ft 5 in

Baggage Storage

295 cu.ft

Cabin Cross Section

Cabin Floor Plan

SU PER LARG E

Gulfstream | Gulfstream IV / G300 / 350 / 400 / 450 MODELS

GIV-SP

G400

G300

MODELS EVOLUTION Gulfstream II RR Spey 511-8 First Flight: 1966 Certification: 1967

Gulfstream III RR Spey 511-8 First Flight:1979 Certification: 1980 ` Stretched fuselage

( +2') ` Increased wingspan ` Increased MTOW

Gulfstream IV RR Tay 611-8 First Flight:1985 Certification: 1987 ` Stretched fuselage

(+4') ` New higher thrust RR

engines

GIV-SP (G400) RR TAY MK611-8 GIV-SP (G300) RR TAY MK611-8 Certification: 2002 ` Shorter range version

Certification: 1992 ` Increased MTOW ` Enhanced cabin ` Upgraded avionics

` Reduced fuel capacity

GIV-X ( G350) RR TAY MK611-8C Certification: 2004 ` Shorter range version ` Reduced fuel capacity

GIV-X ( G450) RR TAY MK611-8C Certification: 2004 ` Enhanced engines

(FADEC) ` Honeywell advanced

flightdeck

G450

G350

Launched in 1983, the Gulfstream IV was developed as a re-engined, stretched fuselage derivative of the Gulfstream III. Gulfstream ended up redesigning the wing and introducing a new entirely glass cockpit. The original model was certified on April 22, 1987. In 1992, Gulfstream introduced the GIV-SP, an enhanced version of the GIV. This “special performance” GIV aircraft featured increased takeoff and landing weights that allowed for heavier payloads and more flexibility in outfitting. It also included an upgraded landing package with a new braking system and improved wheels and tires. On March 3, 1993, the GIV-SP earned a place in the world record books for the first time, the “Spirit of Savannah” flew 5,918 nm from Tokyo to Albuquerque, New Mexico, in 10 hours and 12 minutes at an average speed of 579.87 miles per hour. The GIV/GIV-SP has subsequently established 84 world speed and performance records, including both eastbound and westbound around-the-world speed records. A short-range version of the GIV-SP was certified in 2002 and marketed under the G300 designation. The same year, Gulfstream decided to rebrand the GIV-SP to the G400 marketing designation starting from S/N 1500. The G400 also had more standard equipment, including a captain HUD, more flexibility in the cabin configuration, and an improved warranty. The GIV-SP/G400 features two Rolls-Royce Tay Mk611-8 engines, each supplying 13,850 pounds of thrust. The GIV-SP/G400 possesses a maximum range of 4,220 nm and a maximum speed of Mach 0.88. The Gulfstream IV and its derivatives were manufactured for 16 years, with the last of the 535 GIV/GIV-SP family entering service on Sept. 13, 2003. In 2001, Gulfstream launched an improved version marketed under the G450 designation. The new model featured a one-foot-stretched fuselage, new electrical and environmental control systems, upgraded engines and nacelles, exterior aerodynamic enhancements, new thrust reversers, the Honeywell PlaneView cockpit, and the Gulfstream Enhanced Vision System (EVS). A short-range version was also certified in 2004 and marketed under the G350 designation.

GIV-SP

G400

G300

G450

G350

FAA Certification

15-sept-93

2003

12-août-04

In-Production Years

1992 - 2003

2003 - 2005

2003 - 2007

2005 - 2017

303

359

Total Produced

$3M - $7.5M

SYSTEMS

WEIGHTS

PERFORMANCE

Price Range Max Range*

4,100 nm

4,700 nm

3,820 nm

4,350 nm

Max Cruise speed

476 kts

Takeoff Distance

5,250 ft

5,700 ft

4,700 ft

5,700 ft

4,700 ft

3,800 nm

Landing Distance

3,200 ft

3,361 ft

3,374 ft

3,260 ft

3,374 ft

Max Cruise Altitude

45,000 ft

Max Takeoff

74,600 lbs

72,000 lbs

74,600 lbs

70.900 lbs

Max Landing

66,000 lbs

Max Zero Fuel

49,000 lbs

Usable Fuel

4,436 gal

4,040 gal

4,431 gal

3,889 gal

Engines Manufacturer

Rolls-Royce

Engines Model

TAY MK611-8

TAY MK611-8C

Engines Thrust

13,850 lbf

Avionics Manufacturer

Honeywell

Avionics Model

SPZ-8400

Primus Epic (PlaneView)

All

CABIN

11 $7.5M - $15.5M

Max Passengers

2+19

Cabin Volume

1,525 cu.ft

Cabin Height

6 ft 2 in

Cabin Width

7 ft 4 in

Cabin Length

45 ft 1 in

Baggage Storage

169 cu.ft

Cabin Cross Section

Cabin Floor Plan

Gulfstream G450 by Autumn Elizabeth Design

LON G RAN G E

Global Express with a new paint scheme by Duncan Aviation

Bombardier | Global Express / 6000 / 6500 / 5000 / 5500 MODELS

GLOBAL EXPRESS

GLOBAL EXPRESS XRS

MODELS EVOLUTION Challenger 600 (CL-600-1A11) AVCO Lycoming ALF-502L First Flight:1978 Certification: 1980 ` Stand-up wide cabin ` Supercritical wing

Global Express (BD-700-1A10) RR BR700-710A2-20 First Flight:1996 Certification: 1998 ` Challenger 600 fuselage

cross-section ` New high speed

supercritical wing

Global Express XRS RR BR700-710A2-20 Global 5000 (BD-700-1A11) RR BR700-710A2-20 Certification: 2005

Certification: 2005 ` Increased fuel capacity ` Enhanced avionics offering

(HUD, EVS,…)

` Shorter fuselage version

Global 5000 GVFD RR BR700-710A2-20

Global 6000 RR BR700-710A2-20 Certification: 2012

Certification: 2012 ` Global Vision Flight Deck

` Collins Aerospace Pro Line

Fusion avionics

(GVFD)

Global 5500 RR BR710 Pearl

Global 6500 RR BR710 Pearl Certification: 2019

Certification: 2019 ` Shorter fuselage version

` Redesigned cabin

(Global 7500 features) ` Lower furel burn RR Pearl

engines

GLOBAL 6000

GLOBAL 5000

GLOBAL 6500

GLOBAL 5500

The Bombardier Global Express (BD-700) was first announced at the 1991 NBAA annual convention as part of a new class of ultralong-range, high-speed, large-cabin business jets. These jets were designed to fly long distances at a high speed between any two points on the globe and need only one refuelling stop. The clean-sheet design jet used the same large fuselage cross-section as the Challenger 600 and Bombardier CRJ regional jets, combined with a high-speed 35-degree swept supercritical wing equipped with winglets. The early cockpit featured the then very advanced Honeywell Primus 2000XP with six CRT displays and a highly redundant set of navigation sensors optimized for long-range missions. The new airplane quickly adopted the newly developed BMW Rolls-Royce (BRR) BR700 powerplant, which was initially designed to power the Gulfstream V. When entering service in 1998, the Global Express had an eight-passenger range of 5,960 nm. In 2004, Bombardier introduced the shorter fuselage Global 5000, which was priced $10 million lower than the larger Global Express. This lower-range version was designed to compete against Gulfstream IV and Dassault Falcon 900 in the 5,000 nm subcategory. The 5000 short fuselage maintained the three living areas but removed the crew rest area and had a smaller galley adapted to shorter missions. In 2005, Bombardier introduced the Global Express XRS, an improved version of the original Global Express aircraft. It offers increased range at higher cruise speeds and improved cabin layout and lighting. The range increase was achieved by adding a 1,500 lb fuel tank at the wing root. Bombardier also introduced changes in cabin pressurization controls that effectively lower the cabin altitude during the cruise phase of flight allowing for a 5,700 ft cabin altitude at 51,000 ft. The third major upgrade was introduced in 2011 with the certification of the new Bombardier Global Vision cockpit (GVFD), which is based on the Collins Aerospace Pro Line Fusion avionics suite. Bombardier rebranded the XRS with GVFD to Global 6000. In 2019, Bombardier introduced the latest improved versions marketed under Global 6500 and Global 5500. The major modification was the introduction of more efficient Rolls-Royce BR710 Pearl engines, which greatly improved the aircraft economics and mission capabilities.

Global Express

Global Express XRS

Global 6000

Global 5000

Global 6500

Global 5500 23-déc-19

FAA Certification

13-nov-98

2005

2012

20-sept-04

23-déc-19

In-Production Years

1998 - 2007

2005 - 2012

2012 - 2020

2003 - 2020

2020 -

148

165

327

237

108 (In Prod)

41 (In Prod)

$10M - $12M

$15M - $21M

$24.5M - $32M

$8M - $20M

Max Range*

5,960 nm

6,000 nm

5,200 nm

6,600 nm

5,900 nm

Max Cruise speed

499 kts

513 kts

573 kts

513 kts

600 kts

Takeoff Distance

6,300 ft

6,016 ft

6,314 ft

5,200 ft

6,145 ft

5,340 ft

Landing Distance

2,801 ft

2,670 ft

2,236 ft

2,207 ft

2,236 ft

2,207 ft

Max Cruise Altitude

51,000 ft

Max Takeoff

98,000 lbs

99,500 lbs

92,500 lbs

99,500 lbs

92,500 lbs

Max Landing

78,600 lbs

Max Zero Fuel

58,000 lbs

Usable Fuel

6,428 gal

5,815 gal

6,774 gal

5,805 gal

6,428 gal

Total Produced

CABIN

SYSTEMS

WEIGHTS

PERFORMANCE

Price Range

$40M - $45M

Engines Manufacturer

Rolls-Royce

Engines Model

BR710A2-20

BR710 Pearl

15,125 lbf

Engines Thrust

14,750 lbf

Avionics Manufacturer

Honeywell

Collins Aerospace

Primus 2000XP

Pro Line Fusion

Pro Line Fusion (GVFD)

Avionics Model

Global Express /6000/6500

Global 5000 / 5500

Max Passengers

2+16

Cabin Volume

1,690 cu.ft

1,589 cu.ft

Cabin Height

6 ft 2 in

Cabin Width

7 ft 11 in

Cabin Length

43 ft 3 in

40 ft 9 in

Baggage Storage

195 cu.ft

Collins Aerospace Collins Aerospace Pro Line Fusion

Pro Line Fusion

Cabin Cross Section

Cabin Floor Plan

Global 5000 / 5500

Global Express / 6000 / 6500

Global Express with a refurbished interior by Duncan Aviation

LON G RAN G E

Gulfstream | Gulfstream V / G500 / 550 MODELS

Gulfstream V

GV-SP (G550)

GV-SP (G500)

MODELS EVOLUTION Gulfstream III RR Spey 511-8 First Flight: 1979 Certification: 1980 ` Stretched fuselage

( +2') ` Increased wingspan ` Increased MTOW

The original model was certified on April 11, 1997. It had a 6,500 nm range, a Mach 0.885 maximum speed, and a maximum cruise altitude of 51,000 feet. The GV was a direct competitor to Bombardier’s Global Express ultra-longrange jet, certified in 1998. The GV offered a longer range and better fuel efficiency but had a relatively smaller cabin.

Gulfstream IV RR Spey 611-8 First Flight:1985 Certification: 1987 ` Stretched fuselage ` Higher thrust RR

engines

GIV-SP (G300) RR Spey 611-8 Certification: 1992

Gulfstream produced 193 GVs before its replacement by the improved G550 (GV-SP model) in 2003.

Gulfstream V RR BR700-710A1-10 First Flight:1995 Certification: 1997 ` Stretched fuselage

( +5') ` New RR engines

(FADEC) ` Wingspan increase ` Increased MTOW &

MLW

GV-SP ( G550) RR BR700-710A1-10 GV-SP ( G500) RR BR700-710A1-10 Certification: 2003 ` Short range version ` Reduced fuel capacity

The Gulfstream V (GV) is Gulfstream’s first ultra-long-range business jet, developed from the Gulfstream IV. It introduced higher-thrust Rolls-Royce BR700 engines, a 25% increased wingspan, and a five-foot stretched fuselage.

Certification: 2003 ` Honeywell Primus Epic

Avionics ` Improved cabin ` Relocated cabin main

door ` Addition of a 7th cabin

window pair

Announced in 2000, the G550 entered service in 2003 as the launch platform for the transformational Gulfstream PlaneView flight deck. Its tremendous range and high-altitude capabilities put the aircraft at the top of its class as evidenced by its more than 55 speed records. In addition to the new flight deck based on the Honeywell Primus Epic avionics suite, the G550 benefited from a 500 lbs MTOW increase and a drag reduction program. The cabin saw the addition of a seventh pair of windows and the relocation of the entry door two feet forward. The Gulfstream G550's cabin volume is 1,812 cubic feet. A typical configuration features 16 passengers and four crew seats, but this can vary based on the specific interior configuration chosen by the owner or operator. It boasts a lavish interior divided into up to four living areas, including private staterooms, conference areas, and entertainment zones. In July 2021, Gulfstream announced the delivery of the final commercial Gulfstream G550 after more than 600 deliveries, nearly two decades after it first entered service. A short-range version marketed under the G500 marketing designation (GV-G500 model) was introduced in 2004, this 5,800 nm version shared the same cabin as the G550 with reduced fuel capacity and optional HUD and EVS systems. The G550 model was very popular, with government customers in special mission roles, including VVIP and head-of-state transport, medevac and airborne intelligence, surveillance and reconnaissance missions.

Gulfstream V

GV-SP (G550)

GV-SP (G500)

FAA Certification

11-avr-97

14-août-03

In-Production Years

1996-2006

2003 - 2024

194

622

Total Produced

$8M - $11.5M

WEIGHTS

PERFORMANCE

Price Range Max Range*

6,500 nm

6,750 nm

Max Cruise speed

488 kts

Takeoff Distance

5,15 ft

5,960 ft

5,150 ft

3,200 ft

2,770 ft

Max Cruise Altitude

51,000 ft

Max Takeoff

90,500 lbs

91,000 lbs

85,100 lbs

Max Landing

75,300 lbs

76,300 lbs

Max Zero Fuel

54,500 lbs

Usable Fuel

6,169 gal

6,203 gal

5,551 gal

Rolls-Royce

Engines Model

BR700-710A1-10

BR700-710C4-11

Engines Thrust

14,750 lbf

15,385 lbf

Avionics Manufacturer

Honeywell

Avionics Model

SPZ-8000

Primus Epic (PlaneView)

All

CABIN

5,800 nm

Landing Distance

Engines Manufacturer

SYSTEMS

$13M -$23M

Max Passengers

2+19

Cabin Volume

1,669 cu.ft

Cabin Height

6 ft 2 in

Cabin Width

7 ft 4 in

Cabin Length

50 ft 1 in

Baggage Storage

226 cu.ft

Cabin Cross Section

Cabin Floor Plan

Aft galley configuration

Fwd galley configuration

Gulfstream V with a refurbished interior by Duncan Aviation

LON G RAN G E

Gulfstream | Gulfstream VII / G500 / 600 MODELS

G500

G600

MODELS EVOLUTION G500 ( Model GVII) P&W C PW814GA) G400 ( Model GVII) P&W C PW812GA)

First Flight:2015 Certification: 2018 ` Clean sheet cabin

G600 ( Model GVII) P&W C PW815GA)

` G650 technology wing

First Flight: 2024 In-Development ` Shorter fuselage

` New advanced flight

deck / FBW ` New P&W C engines

(2.5 zones) ` Short range

First Flight: 2016 Certification: 2019 ` Longer fuselage ` Increased MTOW

The G500 and G600 are part of a new Gulfstream GVII family offering launched in 2014. This new family introduces a newly designed wide cabin and a G650 derivative highspeed supercritical wing allowing for Mach 0.925 maximum speed. Both jets are powered by new generation PW800 engines from Pratt & Whitney Canada. The shorter fuselage G500 first flew on May 8, 2015, prior to entering service in September 2018. The longer fuselage G600 first flew on December 17, 2016, prior to entering service in August 2019. The new wide cabin benefited from the highly optimized four circular arcs cross-section fuselage design, which was complemented by 14 Gulfstream signature large panoramic oval windows. Both the G500 and G600 feature three living zones, allowing for great configuration flexibility. The option of a forward or aft galley and an aft fully enclosed stateroom is also available. The G600 interior can be configured in three living zones with a crew rest area optimized for long-haul operations or a generous four living zones for increased seating capacity.

FAA Certification

G500

G600

20-juill-18

28-juin-19

2015 -

2016 -

Total Produced

145 (In Prod)

159 (In Prod)

Price Range

$40M - $44M

$50M - $52M

Max Range*

5,300 nm

6,600 nm

Max Cruise speed

516 kts

Takeoff Distance

5,960 ft

5,700 ft

WEIGHTS

PERFORMANCE

In-Production Years

Landing Distance

3,100 ft

Max Cruise Altitude

51,000 ft

Max Takeoff

79,600 lbs

94,600 lbs

Max Landing

64,350 lbs

76,800 lbs

Max Zero Fuel

52,100 lbs

57,440 lbs

Usable Fuel

5,293 gal

6,194 gal

CABIN

SYSTEMS

Engines Manufacturer

Pratt & Whitney

Engines Model

PW814GA

PW815GA

Engines Thrust

15,144 lbf

15,680 lbf

Avionics Manufacturer

Honeywell

Avionics Model

Primus Epic

Primus Epic Cabin Cross Section

G500

G600

Max Passengers

Cabin Volume

1,715 cu.ft

1,884 cu.ft

Cabin Height

6 ft 2 in

Cabin Width

7 ft 7 in

Cabin Length

41 ft 6 in

45 ft 2 in

Baggage Storage

175 cu.ft

176 cu.ft Cabin Floor Plan

G500

G600

LON G RAN G E

Dassault Aviation | Falcon 6X MODELS

FALCON 6X

MODELS EVOLUTION Falcon 5X SAFRAN Silvercrest First Flight: 2017 Certification: Canceled ` Clean sheet

extra wide cabin ` All-new ultra-efficient wing ` Advanced EASy flight deck. ` New Safran Slivercrest engines

Falcon 6X P&W C PW812D First Flight:2021 Certification: 2023 ` Engine supplier

change ` Increased MTOW ` Longer Cabin

Launched in 2017 as a successor of the abandoned Snecma Silvercrest-powered Falcon 5X, the Falcon 6X retains the 5X wide cross-section fuselage and replaces the delayed engines with proven Pratt & Whitney Canada new generation PW800 family engines. The Falcon 6X introduces a new generation of ultra-efficient wings capable of both Mach 0.90 high-speed cruising and enhanced low-speed performance, enabling steep approaches into London City and a large number of short-field operations at other airports. The three-zone Falcon 6X cabin features the industry's largest cross-section and is marketed by Dassault Aviation as the first ultra-widebody purpose-built business jet. The 6X cabin is 20 inches longer than the original 5X, allowing for greater configuration flexibility, especially in the forward galley and the aft lounge areas. Featuring 30 extra-large windows, the 6X cabin’s most noticeable feature is the addition of the unique skylight, a ceiling-mounted window in the entrance area, allowing the cabin to be flooded with natural light. The Falcon 6X was granted Type certification by both EASA and the FAA on August 22, 2023, and entered service on November 30, 2023.

Falcon 6X FAA Certification In-Production Years

22-août-23 2023 10 (In Prod)

Price Range

$40 M - $50 M

WEIGHTS

PERFORMANCE

Total Produced

Max Range*

0.90 M

Takeoff Distance

5,115 ft

Landing Distance

2,440 ft

Max Cruise Altitude

51,000 ft

Max Takeoff

77,500 lbs

Max Landing

66,200 lbs

Max Zero Fuel

45,900 lbs

Usable Fuel

5,044 gal

Engines Manufacturer

SYSTEMS

5,500 nm

Max Cruise speed

Pratt & Whitney

Engines Model

PW812D

Engines Thrust

13,500 lbf

Avionics Manufacturer

Honeywell

Avionics Model

Primus Epic Cabin Cross Section

CABIN

Falcon 6X Max Passengers

Cabin Volume

1,843 cu.ft

Cabin Height

6 ft 6 in

Cabin Width

8 ft 6 in

Cabin Length

40 ft 4 in

Baggage Storage

155 cu.ft Cabin Floor Plan

LON G RAN G E

Dassault Aviation | Falcon 7X / 8X MODELS

FALCON 7X

FALCON 8X

MODELS EVOLUTION Falcon 900EX EASy HON TFE 731-60-1C Certification: 2003

Falcon 7X P&W C PW307A

` EASy flight deck with

Honeywell Primus EPIC avionics

First Flight:2005 Certification: 2007 ` Stretched Falcon 900

fuselage ` New high speed wing ` Fly-by-wire ` New P&W C engines ` EASy flight deck

(Honeywell Primus EPIC)

Falcon 8X P&W C PW307D Certification: 2016 ` Stretched fuselage ` EASy III cockpit ` Enhanced engines ` Increased MTOW

The Falcon 7X is a trijet wide-cabin long-range jet developed by French-based aerospace conglomerate Dassault Aviation. Launched in 2001, by combining a stretched Falcon 900 fuselage with a newly designed high-speed wing, the Falcon 7X completed its first flight on May 5, 2005, prior to entering service in June 2007. The Falcon 7X new wing design has been highly optimized for both high cruise speed where it delivers 30% increased efficiency over the previous generation, and low speed allowing for safe operation in challenging short-field airports. The 7X was also among the first to introduce a state-ofthe-art digital fly-by-wire technology with sidestick controls, benefiting from Dassault Aviation’s long experience in fighter jets design. The Falcon 7X inherited the Falcon 900 generous cabin cross-section with the addition of nine linear feet, allowing for three more spacious seating areas. The current Dassault Aviation flagship Falcon 8X is a 3.5 feet longer derivative of the Falcon 7X model featuring slightly improved wings and engines. Announced in 2014, the Falcon 8X first flew on February 6, 2015, prior to entering service in October 2016. Introducing a 5% thrust increase on 2% more fuel-efficient Pratt & Whitney Canada PW307D engines as well as a redesigned ultra-efficient wing coupled with redesigned winglets. The Falcon 8X offers a 500 nm range increase compared with the 7X with improved fuel efficiency. The Falcon 8X cabin is over three feet longer compared with the Falcon 7X allowing for greater cabin configuration flexibility, especially for long-haul operations. The three spacious seating areas can now be complemented with an optional crew rest section, bigger galleys, and an aft standup shower installation, all part of the over 30 cabin layouts offered by Dassault Aviation.

Falcon 7X

Falcon 8X

FAA Certification

27-avr-07

27-juin-16

In-Production Years

2005 - 2023

2015 -

300

110 (In Prod)

$20M - $26M

$42M - $46M

Max Range*

5,950 nm

6,450 nm

Max Cruise speed

497 kts

Takeoff Distance

5,505 ft

5,655 ft

Total Produced

WEIGHTS

PERFORMANCE

Price Range

Landing Distance

2,070 ft

2,150 ft

Max Cruise Altitude

51,000 ft

Max Takeoff

70,000 lbs

73,000 lbs

Max Landing

62,400 lbs

Max Zero Fuel

41,000 lbs

Usable Fuel

4,766 gal

5,248 gal

Pratt & Whitney

CABIN

SYSTEMS

Engines Manufacturer Engines Model

PW307A

PW307D

Engines Thrust

6,405 lbf

6,722 lbf

Avionics Manufacturer

Honeywell

Avionics Model

Primus Epic

Primus Epic (EASy III) Cabin Cross Section

Falcon 7X

Falcon 8X

Max Passengers

Cabin Volume

1,552 cu.ft

1,695 cu.ft

Cabin Height

6 ft 2 in

Cabin Width

7 ft 10 in

7 ft 8 in

Cabin Length

39 ft 1 in

42 ft 8 in

Baggage Storage

140 cu.ft

140 cu.ft Cabin Floor Plan

Falcon 7X

Falcon 8X

LON G RAN G E

Gulfstream | Gulfstream VI / G650 MODELS

G650

G650ER

MODELS EVOLUTION G650 ( GVI) RR BR700-725A1-12

Although in development since 2005, the 7,000 nm G650 was first unveiled in 2008, and the first flight was on November 25, 2009.

First Flight: 2009 Certification: 2012

With the G650, Gulfstream was able to bring to market the most incredible high-speed wing. The 36-degree sweep, highly clean wing enabled one of the flight test vehicles to reach Mach 0.995 during flutter testing as early as December 27, 2009.

G650ER (GVI) RR BR700-725A1-12 Certification: 2014 ` Increase MTOW

The G650 was powered by a pair of new Rolls-Royce BR725 engines, offering higher thrust and lower Specific Fuel Consumption (SFC), while being quieter than the previous BR710 models.

(over 100K lbs)

G800 (GVII) RR Pearl 700 First Flight: 2022 Certification: 2024 (expected) ` G650 fuselage ` G700 wing and

technology

When entering service in 2012, the G650 (model GVI) was the largest and fastest purpose-built business jet ever built. It is currently dethroned by the Bombardier Global 7500.

G700 (GVIII) RR Pearl 700 First Flight: 2020 Certification: 2024 ` Enhanced RR engines

In 2014, Gulfstream introduced the higher MTOW G650ER model, busting the traditional 100,000 lbs business aircraft MTOW limit. The ER additional 4,000 lbs fuel capacity enabled an additional 500 nm of range compared with the standard model.

` Stretched fusealge ` New large winglets ` GVII Flightdeck

technology

The G650 cabin was 14 inches wider than the G550, offering 28% more cabin volume and 30% more floor area. The longer seating areas allowed for more seat recline, better leg room, and larger stateroom capability. The cabin also features 16 windows optimized to seating pitch and 16% larger than on previous Gulfstream models.

G650

G650ER

FAA Certification

07-sept-12

oct-14

In-Production Years

2010 - 2025

2012 - 2025

187

Total Produced

411 $33M - $50M

WEIGHTS

PERFORMANCE

Price Range Max Range*

7,000 nm

Max Cruise speed

562 kts

Takeoff Distance

6,285 ft

6,765 ft

Landing Distance

2,680 ft

Max Cruise Altitude

51,000 ft

Max Takeoff

99,600 lbs

103,600 lbs

Max Landing

83,500 lbs

Max Zero Fuel

60,500 lbs

Usable Fuel

6,597 gal

7,194 gal

SYSTEMS

Engines Manufacturer

CABIN

7,500 nm

Rolls-Royce

Engines Model

BR700-725A1-12

Engines Thrust

16,900 lbf

Avionics Manufacturer

Honeywell

Avionics Model

Primus Epic

Primus Epic Cabin Cross Section

G650 / ER / G800

G700

Max Passengers

Cabin Volume

2,138 cu.ft

2,603 cu.ft

Cabin Height

6 ft 3 in

Cabin Width

8 ft 2 in

Cabin Length

46 ft 10 in

56 ft 11 in

Baggage Storage

195 cu.ft

195 cu.ft Cabin Floor Plan

LON G RAN G E

Bombardier | Global 7500 MODELS

GLOBAL 7500

MODELS EVOLUTION Global 7500 (BD-700-2A12) GE Passport First Flight: 2016 Certification: 2018

Global 8000 (BD-700-2A12) GE Passport First Flight: 2023 In-Development ` Increased Range ` Increase speed to M

0.95

The ultra-long-range Global 7500 originally launched as the Global 7000 is the top-end offering from Canadian aircraft manufacturer Bombardier. Combining a unique four-zone cabin, a state-of-the-art transonic wing, and advanced flyby-wire technology. Launched in 2010, the prototype flew on November 4, 2016, and achieved certification in December 2018 with a delay of two years due to a mid-certification wing redesign. The Global 7500 is the only business jet powered by the General Electric (GE) Passport engine. This 20,000 lbf class engine combines the latest technologies from GE’s extensive portfolio of commercial and military engine programs, boasting an industry-leading pressure ratio of 45:1. The Global 7500 is the first and only fly-by-wire equipped business jet from Bombardier, which took advantage of the technology developed on its commercial aircraft side with the CSeries (now Airbus A220) program. The Vision cockpit, based on the proven Collins Aerospace Pro Line Fusion avionics suite, incorporates all the latest communication, navigation, and surveillance technologies on four 15-inch high-resolution displays in a T-shape configuration. The four-zone cabin of the Global 7500 offers limitless customization possibilities ranging from a fully private master suite next to a stand-up en suite shower to the elegant six-seating conference suite, allowing for business lunch or family dinner.

Global 7500 FAA Certification

07-nov-18

In-Production Years

2018 250 (In Prod)

Price Range

$61M - $70M

WEIGHTS

PERFORMANCE

Total Produced

Max Range* Max Cruise speed

596 kts

Takeoff Distance

5,950 ft

Landing Distance

2,810 ft

Max Cruise Altitude

51,000 ft

Max Takeoff

114,850 lbs

Max Landing

87,600 lbs

Max Zero Fuel

67,500 lbs

Usable Fuel

7,687 gal

Engines Manufacturer Engines Model SYSTEMS

7,700 nm

Engines Thrust

GE Aerospace Passport 20-19BB1A 18,920 lbf

Avionics Manufacturer

Collins Aerospace

Avionics Model

Pro Line Fusion All

CABIN

Global 7500 operators will be able to retrofit their aircraft to the Global 8000 enhanced performance version when it enters service in 2025

Max Passengers

Cabin Volume

2,236 cu.ft

Cabin Height

6 ft 2 in

Cabin Width

8 ft

Cabin Length

54 ft 5 in

Baggage Storage

195 cu.ft

Cabin Cross Section

Cabin Floor Plan

LON G RAN G E

Gulfstream | Gulfstream VIII MODELS

G700

G800

MODELS EVOLUTION G650 ( GVI) RR BR700-725A1-12 First Flight: 2009 Certification: 2012

The G700 brings the best of Gulfstream technologies, combining the award-winning Symmetry Flight Deck innovation of the G500 and G600 with the legendary performance of the G650ER.

G650ER (GVI) RR BR700-725A1-12 Certification: 2014 ` Increase MTOW

(over 100K lbs)

G800 (GVII) RR Pearl 700 First Flight: 2022 Certification: 2024 (expected) ` G650 fuselage ` G700 wing and

technology

Launched in October 2019, the G700 was designed as Gulfstream's new flagship jet. This stretched G650 derivative features a new, advanced high-speed winglet, combined with higher-thrust next-generation engines from Rolls-Royce.

G700 (GVIII) RR Pearl 700 First Flight: 2020 Certification: 2024 ` Enhanced RR engines ` Stretched fusealge ` New large winglets ` GVII Flightdeck

technology

The G700 features the longest, widest and tallest cabin in the industry with 20 Gulfstream panoramic oval windows and up to five living areas. The aircraft introduces many all-new interior differentiators, including an ultragalley with more than 10 feet of counter space, a forward crew rest compartment that can be replaced by a passenger lounge, the industry’s only ultra-high-definition circadian lighting system, speakerless surround sound, and a master suite with a shower. Launched in October 2021, the Ultra long-range Gulfstream G800 combines all the G700-developed advancements with a shorter, G650-sized fuselage. The G800 will offer unprecedented mission flexibility, with up to 8,000 nm nonstop city-pair connections at Mach 0.85 or 7,000 nm at Mach 0.90, providing up to 1.5 hours of flight time savings. The G800 Cabin will be similar in size to the G650, with seating for up to 19 passengers in four living areas or three areas with a crew rest compartment. With sixteen Gulfstream Signature Panoramic Oval Windows. The G800 cabin will highly benefit from all the innovations introduced with the G700, such as the lower cabin altitude (2,916 ft at 41,000 ft cruising altitude), the high-definition circadian lighting system, and the award-winning G700 seat design with advanced ergonomics.

FAA Certification

G700

G800

29-mars-24

avr-25

2024 -

2025 -

In-Production Years

124(In Prod)

Total Produced

$70 M - $75 M

CABIN

SYSTEMS

WEIGHTS

PERFORMANCE

Price Range Max Range*

7,750 nm

8,200 nm

Max Cruise speed

0.935 M

Takeoff Distance

5,995 ft

5,812 ft

Landing Distance

3,150 ft

3,000 ft

Max Cruise Altitude

51,000 ft

Max Takeoff

107, 600 lbs

105,600 lbs

Max Landing

83,500 lbs

Max Zero Fuel

62,750 lbs

60,500 lbs

Usable Fuel

7,373 gal

Engines Manufacturer

Rolls Royce

Engines Model

Pearl 700

Engines Thrust

18,250 lbf

Avionics Manufacturer

Honeywell

Avionics Model

Primus Epic

Primus Epic Cabin Cross Section

G700

G800

Max Passengers

Cabin Volume

2,603 cu.ft

2,138 cu.ft

Cabin Height

6 ft 3 in

Cabin Width

8 ft 2 in

Cabin Length

56 ft 11 in

46 ft 10 in

Baggage Storage

195 cu.ft

195 cu.ft Cabin Floor Plan

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