ELITE WINGS MAGAZINE - 2024 Business Jets Guide

Issue 08 | 2024

MAGAZINE

ELITE-WINGS.COM

2024

PURPOSE-BUILT

BUSINESS JETS GUIDE

© 2024 ELITE WINGS MEDIA

ABOUT E L IT E W I N G S ELITE WINGS MAGAZINE ISSN 2816-4040

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

ELITE-WINGS.COM

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

MANAGING PARTNER Frédéric Morais frederic.morais@elite-wings.com

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

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

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

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

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

Cover Image: Bombardier Global 7500 © Bombardier

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 4 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 2023 NBAA-BACE ©NBAA

Recent years have seen the entry into service of more than ten new jet models. Optimizing a business jet delivers many advantages. It can increase company efficiencies, support corporate road shows or provide a convenient, discrete, secure means of travel for high-profile figures. For heads of state and government users, executive aviation enables streamlined itineraries, enabling the wheels of global politics to turn, and for captains of industry, it delivers a valuable resource that drives economies.

The global portfolio of business jets is expanding, so it is essential to do your research when selecting the right model for your mission, not just in terms of the airframe itself but also in terms of professional legal knowledge, operational management, maintenance, and upkeep. The acquisition is just the beginning of the ownership investment and operational journey.

Majid

Fred

We created this guide to provide a trusted resource full of relevant and timely knowledge from industry leaders, shapers, and analysts intensely familiar with this complex landscape. It covers all aspects of business jet selection and ownership and enables readers to make informed decisions when selecting, acquiring, and managing an executive aircraft or fleet.

We know that it’s a dynamic market, so we’ll be publishing this resource annually; however, if you have questions about an article, find information lacking or would like to read more about the subject, please let us know.

These guides are for you and our industry colleagues, and your feedback is

Vis

most welcome.

Jane

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2024 PURPOSE-BUILT

BUSINESS JETS GUIDE I N T E RV I E W S

04

TAMMIE JO SHULTS A story of courage and inspiration

26

BOMBARDIER Behold the world’s fastest civil aircraft

08

CAE Aviation talent solutions

30

AIRBUS CORPORATE JETS Where it matters, when it matters

12

STERLING AVIATION SERVICES The critical roles of corporate flight attendants

34

GULSTREAM 2024, a significant year in review

16

EXECAIRE AVIATION State of the industry’s digital transformation

76

CERTIFICATION CENTER CANADA (3C) Accelerating aerospace innovations

20

GANESH MAXIMUS AVIATION Technical oversight representation

24

GLOBAL JET CAPITAL Financing solutions

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39 to 75

2024 BUSINESS JETS GUIDE

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“A STORY OF COURAGE AND INSPIRATION” – AN EXCLUSIVE INTERVIEW WITH TAMMIE JO SHULTS

By Viswanath Tata

I sat down with famed aviator Tammie Jo Shults for an up close and personal conversation about her life story and message to others.

Capt. Shults was a 2022 NBAA BACE keynote speaker and is perhaps best known for her heroic efforts to safely land Southwest Airlines Flight 1380 on April 17, 2018. She is also the author of the book ‘Nerves of Steel’, a must read for aviation enthusiasts everywhere.

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AN EXC LU SIVE IN TERVIEW WITH TA M M IE JO SH U LTS

Tammie Jo, please tell us what first inspired you to get into the aviation field.

I did not grow up around aviation, I grew up underneath it.

As the jets from Holloman Air Force base anchored their dogfighting practice overhead our big hay barn in southern New Mexico, I was usually doing some ranch chores, which often included cleaning out stalls or stock trailers.

I had seen the jets overhead before, but now I looked up with a renewed interest. My dream of being a racehorse jockey had just been crushed with some annoying facts.

My parents had told me that at 5’7” in seventh grade— and growing— I was too tall to be a racehorse jockey.

“Find what you are suited for and get started” they said.

When something was important, my parents were rarely wordy. That simple encouragement has proven to be sage advice through the years. So, I was in the market for a new quest when the familiar sound of jet engines in the sky above caused me to look up. For years now, the answer had been right over head. My dreams shifted and I set my junior high sights toward flying. In high school while attending Career Day, I learned women did not fly for a living—military or commercial—at least that was what I was told. The colonel in charge of the aviation lecture told me to, “go find something girls can do”. Though we disagreed on what that “something” was, it was good advice, and I took it.

“suited for” and I was getting started. I loved the aircraft and loved the flying. I felt about flying the way Eric Liddell (Chariots of Fire), felt about running. He said, “God made me fast. And when I run, I feel His pleasure”. I was not made to run fast, but that is how I feel about flying.

Many people may have been discouraged by what that Colonel said to you. It looks like you were not, and that is a great lesson for everyone. What happened next?

While I never cracked the code on how to enter the Air Force flight training program, I did find my way into the Naval flight training program. Then I simply did whatever was next, starting with Aviation Officer Candidate School (boot camp for pilots), then flight training until eventually I pinned on my wings of gold. During my brief career in the Navy, I was able to train in weapons delivery in the A-7 Corsair, before the combat exclusion policy was lifted.

I went on to fly the F/A-18 Hornet, an aircraft women had not trained in before. I do not think my success was due to being a great pilot, my success rested in the fact that I simply would not quit. When I did not shine in a particular phase of flight training—I stuck with it. I had made up my mind to stay—whether an honor student or the rock at the bottom of the class. Whether I found welcoming peers or was left to my own company, I had found what I was

The love of flying is clearly embedded in you. How did you leverage that to improve your skills and subsequently navigate your life and career paths?

At that time student pilots in the Navy trained in a gunnery pattern, did aerobatics, formation, bombing and strafing, carrier qualified in two different jets, as well as low levels and dogfighting, all before we earned our wings. “Aviate, Navigate, Communicate”, the Navy’s prioritizing mantra in flying, good day or bad, became part of my flying DNA. There was no other place on the planet where women were allowed to do this in the mid 80’s…except the US Navy. After serving as an instructor for a couple of years then as an aggressor pilot in VAQ-34 for the remainder of my time in service, I flew over forest fires for one

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A N EXCL U S I V E I N T E RV I EW WIT H TAMMIE JO S HULT S

season and landed, so to speak, at Southwest Airlines about thirty years ago. I look back now and see the hand of Providence in my life. Had I been able to enter the Air Force flight training—as I had wished—I would never have flown tactical aircraft or missions. I would have most likely not instructed Out of Control Flight (OCF) or landed on a carrier multiple times. More importantly, I would never have met my husband Dean and had the dear family I am blessed to be a part of today. These are details that matter.

I came from parents who had no connections or resources beyond farming and ranching, yet there was a way into the complex and complicated world of aviation. Not because I was special, but because I had the raw skill set and the determination to try. At the end of the day aviation is based on meritocracy. That should be comforting to us all, no matter what seat, cockpit or cabin, we sit in.

From a holistic perspective, how would you describe the challenges and opportunities of becoming a pilot and then entering the continuous improvement journey in aviation?

Aviation needs no spin or marketing to promote the thrill of the challenge and the romance of flying. There is a pro-

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per sense of accomplishment when we are able to wrap our minds around the mental challenges of flight, properly store information for ready access as well as mastering the technical skills required to fly these, “wonderful flying machines”. Today, opportunities in flying have opened up tremendously. More flight schools are standing up, scholarships are being awarded and there are more job opportunities waiting at the end of the long, expensive trek to get those needed hours and ratings. While the opportunities in aviation have become almost as plentiful as the adventure which is aviation’s hallmark, the challenge of flying remains unchanged. Perfection remains transitory. Even if you “fly the magenta line” (having glass avionics verses a six pack of round dials) you must have the airmanship of anticipation and ready to go “raw data and hand fly” at any moment. Aviation is a wonderful collection of studies from meteorology, aerodynamics and engineering to operating within a set perimeter of procedures and regulations. Flying, simply put, is organizing and taming a thousand details into an economy of mind and motion. Your grades in training, which are filtered through the subjectivity of an instructor, may not always parallel your performance however, the facts—good or bad—will eventually shine through. If you use good headwork, hone in on your airmanship, proactively plan and think ahead of your aircraft, you will reach your goal. Gravity has no favorites—at the end of the day you will find the laws of nature may not always play nice, but they do play fair.

AN EXC LU SIVE IN TERVIEW WITH TA M M IE JO SH U LTS

Find what you are suited for and get started - Tammie Jo Shults

How did you use your flying skills, experience, and personal beliefs in safely landing Southwest Airlines (SWA) Flight 1380?

One of the real treasures found in aviation are the life lessons which seem to naturally follow the work lessons we are taught. During SWA Flight 1380, following a fan blade out (FBO) accident while approaching 33,000 feet there were a number of unscripted emergencies that unfolded on our way down as we navigated toward Philadelphia.

We had a total of seven emergency checklists lined up to be run while flying an aircraft that was not inclined to fly properly. The successful landing was a team effort by a team who acted on the same priorities and followed a foundational checklist: *Maintain Aircraft Control, *Analyze the Problem and Take Appropriate Action *Maintain Situational Awareness. I had taken “aircraft” out of this Boeing proverb and aspired to apply it in life years before I flew Flight 1380. This checklist of priorities certainly captures a number of biblical proverbs as well as underlining conventional wisdom, in three simple steps. While the thrill of starting an engine (or two), navigating low through a mountain range or higher through Class A airspace followed by landing in varsity conditions may be the initial inspiration, the challenges of aviation as well as the thrills draws us on to our next flight. If you find yourself unfocused in your work, not problem solving or making the good decisions you know you are capable of—you may need to “find what you are suited for and get started”.

And you definitely need to go flying.

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AV I AT I O N ' S TA L E N T S HO RTAG E - A R E V I E W O F C A E ' S S O L UT I O N S ST R AT E G Y

By Jane Stanbury Attracting talent is one of the biggest challenges facing business aviation in the coming years. How is CAE leading our common industry effort to attract and retain talent?

Attracting talent to aviation has become crucial. As we saw in our 2023 CAE Aviation Talent Forecast, there's an upcoming need for over 100,000 business aviation professionals - pilots and maintenance technicians - by 2032. We, at CAE, have a multi-pronged strategy to help train as many business aviation pilots and maintenance technicians as possible to meet the demand, while maintaining our unwavering commitment to training safely and providing the best aviation training on the market. We’re also training ab-initio pilots, commercial cabin crew and air traffic services personnel to help alleviate shortages in those sectors as well.

Alexandre Prévost CAE’s Division President, Business Aviation

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We continue to grow our global training network to meet both the needs of today and those of the future. We now operate 13 business aviation training centres worldwide and have been undergoing the fastest business aviation training centre expansion in our history. But our strategy isn’t just about building new training centers or deploying additional full flight simulators (FFSs). It includes impro-

B U SIN ESS AVIATION TR A IN IN G | C A E

ving training for ab-initio pilots to get more cadets into the industry. It also involves stepping into new and innovative spaces with the goal of training better, faster and safely, by exploring solutions like virtual and augmented reality, artificial intelligence-based training methodologies, unique partnerships, and new bespoke software to facilitate digital connection and communication with our customers.

The U.S. business aviation market is already suffering from a severe shortage of aircraft maintenance technicians. Can you walk us through CAE’s business aircraft maintenance training offering and how you believe the industry should address this issue?

The same CAE 2023 Aviation Talent Forecast predicted a need for 402,000 new maintenance technicians industrywide over the next 10 years – 74,000 in business aviation.

CAE offers comprehensive maintenance technician training on a full suite of OEM programs, including Bombardier, Dassault, Embraer, Gulfstream and more. We can provide technician training at all of CAE’s business aviation training centers around the globe, as well as at the customer’s location on request.

As a result of the critical need for maintenance technicians in business aviation, we are developing training programs that will be even more efficient. One example is modular training for larger maintenance organizations, whereby we could train a technician on an entire aircraft family rather than on a specific jet. This would eliminate repetition, as there are several common elements in an aircraft family, reducing the time it takes to train a technician.

customer feedback telling us they want to be able to train closer to where they’re based. Savannah is an important new location as it signifies a new and expanding relationship between CAE and Gulfstream.

In addition to those you mentioned, we have also opened facilities in Singapore and Orlando (Lake Nona). We’re excited to open our new Vienna training centre in Q2 2025, as it will deliver the most advanced pilot training experience in Central Europe. CAE Vienna be a nine-bay facility, featuring the first Global 7500 full-flight simulator in Europe, as well as Bombardier Global 6000, Bombardier Challenger 3500 and Embraer Phenom 100/300 simulators, among others.

Finding and retaining pilots is a key driver of success for business aviation operators. What role does CAE play in that regard? How can CAE help operators onboard and engage new pilots?

It’s a challenge for all sectors in aviation and we are running various programs. One of our key initiatives is to promote diversity, which is reflected in our CAE Women in Flight program. Because women make up a very small percentage of pilots worldwide, we want to encourage young girls and women to dream big and have no limits.

CAE partners with airline customers globally to provide partially and fully funded pilot training scholarships to deserving women who also become program ambassadors to inform and inspire other women to become pilots. In addition, CAE partners with organizations like Women in Corporate Aviation and the Organization of Black Aerospace Professionals (OBAP), providing fully paid type rating training for deserving individuals.

In addition, we offer a variety of Professional Development Courses tailored towards aircraft technicians to help them improve their leadership skills to support career advancement. This includes CAE’s Ready For Work program and CAE’s Master Technician program.

CAE opened a new business aviation training center in Las Vegas in 2023, inaugurated one this year in Savannah, Georgia, and with Vienna, Austria, in 2025, you now have a third consecutive year with a new business aviation training center inauguration. Can you tell us more about the business aviation training expansion journey at CAE? We have virtually doubled our business aviation training center footprint over the last five years. We listened to © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 9

B USI NE S S AV I AT I O N T R A INING | CAE

We’ve also integrated advanced VR into our maintenance technician training programs for the Gulfstream G280, G650, and G500/G600 business jets at our training centre in Savannah, Georgia. VR maintenance training enables technicians to engage with aircraft systems, components, and procedures in a fully immersive, simulated environment to build their skills and confidence in a safe setting before handling the actual aircraft.

Instructors are at the core of the business aviation training experience. Can you highlight what already sets CAE apart today and what the market is expecting from your instructors looking forward?

We often think first about CAE’s superb full-flight simulator visual and motion realism, but CAE is also often referred to as a digital innovation leader. Can you tell us about some of your new innovations?

We are a technology company as much as a training business and that drives us to innovate further and exceed expectations for our customers and the industry. Among our recent big innovations is our CAE Rise™ training system. CAE Rise™ leverages advanced data analytics and integrated technology toolsets to improve pilot training. More specifically, it uses Metrics-Based Insights (MBI) and telemetry data to show instructors objective data during live pilot training, allowing them to focus on evaluating the trainee’s soft skills. The platform also helps to calibrate instructors for more consistent training and grading. The technology, which CAE has developed for both civilian and military pilot training, also provides analytics to proactively detect and address emerging safety concerns, enhancing the quality of training and ensuring pilots are better prepared. Currently in use, CAE Rise is already benefiting pilots by offering enhanced training and real-time feedback.

Augmented reality (AR), virtual reality (VR), and haptics are integral to the future of pilot training as well, offering new levels of immersion and realism. At CAE, we’ve been pioneers in integrating these technologies into our training solutions. Our XR solutions, including the CAE 700MXR simulator developed for training eVTOL pilots, combine mixed reality with haptics to create a highly immersive training experience and make training more flexible and accessible.

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When you combine commercial and business aviation our 2,000+ instructors deliver roughly 300,000 hours of simulator training each year in 20+ training locations with 115+ full flight simulators representing aircraft models from most major OEMs, which sets us apart from other training organizations. In surveys, our instructors are consistently ranked highest in terms of the customer experience – they are trusted to have the knowledge, experience and commitment to deliver the highest quality training. In the last couple of years, CAE has also focused on activities that improve job satisfaction, retention, and quality of life for instructors, and all members of the CAE team.

As CAE’s Division President of Business Aviation, you have a strong focus on bolstering customer centricity and delivering world-class experiences. Can you elaborate more?

This is the core of what my team focuses on. As a premier training organization, we aim to give our customers the training they need—in terms of technology, innovation, and instruction—to prepare them for any situation they may encounter. We also believe that by listening to our customers and acting on their feedback we can enhance the service we deliver. CAE has a long history of building strong, long-term relationships with our clients and they return to train with us year after year because they value our people, flexibility and our ability to innovate. Keeping our customers engaged throughout their training journey and service experience is our top priority, which is why fresh courseware and new content is always in development as well. We aim to make it easy to do business with us.

Join the board meeting while onboard We’ve set the standard for in-flight connectivity in the business aviation industry, with powerful, reliable and consistent service, anytime, anywhere.

Perhaps it’s why we’re Business Aviation’s Principal Partner.™

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Photo courtesy of Vistajet

E X P L O R I N G T H E C R IT I C A L RO L E S O F C O R P O R AT E F L I G HT AT T E N DA N T S W IT H ST E R L I N G AV I AT I O N S E RV I C E S

By Viswanath Tata In 2006, she established Altitude Training, a subsidiary of ICFS, and introduced the first multi-user flight attendant training platform in response to the needs of Canadian 704 operators. Altitude Training has since developed and submitted over 12 Transport Canada approved training programs, setting new standards in the industry.

Michele has been named Executive of the Year and received the Canadian Excellence Award for Entrepreneur of the Year and has been featured in multiple trade publications and radio shows. As a subject matter expert for cabin safety and inflight services, Michele shares her expertise on topics such as handling unruly passengers, crew interference, and crew resource management.

Please describe the benefits of having a flight attendant on board a corporate aircraft.

Michele Mentink Senior Vice President Sterling Aviation Services

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Having a flight attendant on board corporate flights offers several benefits. In some cases, it is a regulatory requirement.

CORPORATE FLIG HT ATTEN DA N TS TR A IN IN G | STRER LIN G AVIATION SERVIC ES

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They are trained to ensure passenger safety and respond to emergencies, thereby providing peace of mind during a flight. As a case in point, this was dramatically illustrated by the Challenger 604 flight that made a forced landing onto the I-75 going into Naples, Florida in February 2024.

The passengers would have most probably not survived if a flight attendant had not been on board this flight. A NTSB report stated that “the performance of flight attendants in emergencies, can profoundly affect the survival and injury rates of passengers” There have also been numerous instances where they have played a crucial role in handling onboard medical emergencies. They are trained to respond to various medical situations and aid until further help can be obtained upon landing. Some of the common medical emergencies that they may encounter include heart attacks, fainting, seizures, allergic reactions, and other medical conditions. Their quick thinking, first aid skills, and ability to remain calm under pressure have helped save lives and ensure the well-being of passengers during these critical situations.

Flight attendants also play a crucial role in providing professional and personalized service to passengers, elevating the overall travel experience and allowing passengers to focus on work or relaxation without being burdened by logistics. They undergo training for VIP service, drawing from experience in some of the most prestigious hospitality and service sectors. They excel in creating tailored menus to meet the diverse needs and preferences of clients and are adept at adapting to sudden changes seamlessly.

With a keen eye for managing client food preferences, allergies, and intolerances, they handle catering and ensure that the aircraft is stocked with the highest quality food

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and supplies. Beyond service, they take care of maintaining the aircraft interior, assisting with tasks like setting tables, making beds, and ensuring the cabin is impeccably clean to exceed passenger expectations.

Flight attendants are dedicated to enforcing stringent safety protocols and regulations to ensure a seamless and compliant flight operation. Trained to the highest safety standards, they adhere to some of the most rigorous training requirements set by regulatory bodies. Each person must successfully complete a comprehensive initial training course, encompassing theoretical safety training, hands-on drill exercises, and regular refreshers including crew resource management, practical firefighting, and water evacuation techniques. Moreover, they undergo specific operator courses tailored to each operator to be fully qualified for their duties. This unwavering commitment to safety underscores their professionalism and expertise in upholding the well-being of passengers and crew alike.

Overall, having a flight attendant on board corporate flights can elevate the travel experience for passengers and contribute to a positive and productive journey.

What are the key skills and qualities necessary to excel as a flight attendant?

First and foremost, exceptional customer service skills are an absolute must to provide a high level of service to VIP passengers. With safety as our top priority, it is critical that they be well trained in safety procedures, first aid, and emergency response to ensure the well-being of passen-

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C O R POR AT E F L I G HT AT TE NDANT S T RAINING | ST RE RL ING AVIATION SERVICES

gers under any circumstances. Flexibility and adaptability in scheduling are also important, given the changing needs of passengers and flight operations. Professionalism and confidentiality are keys to respect passenger experience and privacy. Effective communication skills are essential to relay important information to passengers as well as work in harmony with flight crew colleagues. Finally, attention to detail is needed to manage all aspects of the flight, from safety procedures to passenger preferences.

Can you share any recent trends or innovations in flight attendant training and development? What are the biggest challenges facing training and management today, and how are you addressing them?

Recent trends and innovations include technology integration and diversity & inclusion.

We are increasingly using technology to streamline communication and training. This includes the use of apps for scheduling, safety procedures, and in-flight service delivery. We had to invest in data programs such as Skylegs, to adapt to this environment. We created a visual 3D training for practical fire training, and are moving towards implementing online training, when possible, to save on in class time. However, in-class training is invaluable, as this is the time to share experiences and stories that the other participants can learn from.

There is a growing focus on diversity and inclusion within companies wanting to emphasize the importance of representation and cultural awareness among their staff.

We have embraced the cultural diversity at Sterling and are open to give opportunity to all that have the required skills.

One of our biggest challenges to date was training flight attendants for the different operators. In Canada, every operator must possess their own training program for ‘Persons Assigned on Board Duties’ (PAOBD). We lobbied at Transport Canada in 2010 and were able to obtain equivalencies for training. We created Altitude Training, the first training program in Canada for 604 / 704 operations with a built-in equivalency, to be able to use the training of another operator for qualification purposes. We are now bringing our unique training program, that we are calling ‘boutique training’, to the US market.

Other challenges today include staffing shortages, increased workload, and training requirements.

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We have experienced staffing shortages in some bases, where it has been very difficult to find qualified people for this role. We have had to become very creative with experience levels and inflight service training, to bring the new entrants to the required level of service standards.

In general, however, it is a popular career, and we have little challenge most of the time in finding qualified professionals.

Flight attendants are often required to take on additional responsibilities, such as enforcing COVID-19 safety protocols, which can lead to increased stress and fatigue. The days can be very long on some flights with hectic service demands and departure times not always conducive to getting adequate sleep prior to a mission. Flight attendants are not subject to duty time regulations in Canada. Most operators will have them follow the pilot’s duty times, but this can at times be very challenging when there is no regulation to lean on.

Keeping up with evolving safety protocols and regulations can be challenging, necessitating ongoing training and education to ensure compliance.

How do you stay updated with industry regulations and requirements to ensure your flight attendants are well-prepared for any situation they may face onboard an aircraft?

We conduct regular training sessions to review safety procedures, emergency protocols, and any updates to industry regulations and revise our training programs on a regular basis to incorporate new requirements or industry trends. We strive to stay informed about changes in regulations and requirements through industry publications, websites, and newsletters. By maintaining a strong relationship with regulatory authorities such as Transport Canada and the Federal Aviation Administration (FAA), we help to ensure compliance with all relevant regulations and requirements.

We encourage flight attendants and pilots to provide feedback on training sessions and drills to identify areas for improvement and ensure they are well-prepared for any situation. Finally, our goal is to foster a culture of continuous learning and professional development to keep their skills and knowledge up to date with industry best practices.

CORPORATE FLIG HT ATTEN DA N TS TR A IN IN G | STRER LIN G AVIATION SERVIC ES

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What is considered an acceptable daily rate for corporate flight attendants?

The daily rates can vary depending on factors such as country, experience, qualifications, the type of aircraft they work on, additional responsibilities, and the specific operator. They can range from approximately $300 to $1,200 per day. In Canada, the rates are currently lower that in the US due to the different volume of flights. The current rates in the US can evolve between $450 to $1,200 per day. This rate does not include the expenses for hotels, transport, catering expenses and per diem.

It's important to note that these rates are approximate and can vary based on individual circumstances and the specific requirements of the job. Additionally, some of them may receive additional compensation for overtime, international flights, or specialized skills such as fluency in multiple languages or experience with high-profile clients.

Sterling Aviation Services - The first Argus-certified Training Provider Industry safety rating auditor Argus International introduced cabin crew training provider Sterling Aviation Services as the first member of its certified training program. Argus established the certification to recognize the organizations that contribute to training industry standards at the highest level to support safe corporate flight operations.

Calgary, Canada-based Sterling has more than a quarter century of experience in training flight attendants. The company also provides manuals, annual recurrent training, and education covering aviation food safety and executive services. Argus recognized Sterling and its leadership team at the 2024 NBAA Schedulers & Dispatchers Conference.

“Where they really meet industry best practices is in their emergency training,” said Ed Wandall, Argus’ V.P. of Business Aviation. He also noted an NTSB report stating that “the performance of flight attendants in emergencies can profoundly affect the survival and injury rates of passengers."

According to Wandall, Sterling's “emergency training uses the specific aircraft types that flight attendants will be flying in and is comprehensive and vibrant. Sterling Aviation is the perfect example of why we developed this certification program.”

With a career spanning over four decades in the aviation industry, Michele founded ICFS (International Corporate Flight Attendant Services), a pioneering company in Canada. The success of ICFS led to its acquisition by Sterling Aviation Services Inc. in 2018, where she now serves as the Senior Vice President of Customer Relations and Training.

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STAT E O F T H E I N D U ST RY ' S D I G ITA L T R A N S F O R M AT I O N

By Viswanath Tata A conversation with Michael Fedele, President of Execaire Aviation

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STATE OF TH E IN D U STRY'S D IG ITA L TR A N SFORMATION | EXE C A IR E AVIATION

The new Execaire Aviation brand identity was launched a few months ago in conjunction with your 60th anniversary. Can you tell us more about the importance of this initiative?

partners. We’re excited to embark on this new chapter, grounded in our rich history yet looking forward to the future.

The launch of the new Execaire Aviation brand marks a pivotal moment in our company’s journey. This initiative not only celebrates over six decades of excellence in aviation, but also symbolizes our commitment to evolving with the industry and our clients’ needs.

Execaire Aviation has a strong commitment to innovation. What role digital technologies play in driving that commitment home? Can you give us examples of Execaire’s customer experience and flight operations digital solutions?

In June of this year, we unified our brands into one cohesive entity, Execaire Aviation and embarked on a transformative journey, unveiling a revitalized brand and a fresh perspective on aviation. Guided by the insights of our valued customers and dedicated team, we presented a new identity that reflects our unwavering commitment to a seamless and elevated experience. In the world of Aviation, a legacy is more than just a history; it’s a testament of trust earned over time. Our brand tag line - ‘A Trusted Legacy Evolved’ reflects our journey of continuous growth and adaptation while encapsulating our renewed promise to our clients; an unwavering commitment to excellence in aviation services, ensuring their journey is not only safe but also imbued with the experience of a trusted legacy that’s continuously advancing.

Being innovative allows us to lead the industry. We lead the industry in our implementation of client-focused digital solutions, as well as in our use of digital solutions that enhance our overall operational effectiveness and efficiency.

Over the last 5 years, we have developed three versions of our proprietary iOS and Android application, FlyExecaire.

Version 4 of the FlyExecaire app will be launched shortly, it will represent the largest release to date with significant upgrades to its client experience while also introducing next generation operational control functionalities such as fatigue modelling and mitigation planning.

Rebranding allows us to unify our brands to better reflect our shared values, vision, and dedication to our focus on integrity, professionalism, and innovation. We believe that by coming together as one entity, we can better streamline our operations, enhance our capabilities and elevate the overall experience for our valued clients and

We also manage a significant amount of internally developed operations management tools integrated with 3rd party applications. As an example, Execaire Aviation implemented the fully integrated document management solution WebManuals. WebManuals has represented a major milestone for Execaire Aviation in the digitization of its document control process. Most operators continue to rely on Word documents to track revisions and use email to manage document feedback and approvals.

WebManuals has allowed us to integrate all aspects of document management and distribution into one tool. © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 17

STATE O F T H E I N D U ST RY 'S DIGITAL T RANS F ORMAT ION | EXECA IRE AVIATION

Transport Canada has adopted Execaire Aviation’s use of WebManuals by allowing us to send our regulatory documents for approval directly to them via the WebManuals portal. We realize that no “off-the-shelf” tool is able to handle all of the particularities of this highly specialized industry, with a full team of developers, however, we have designed operations control tools to digitize and automate flight following, flight planning, NOTAM verification, slot management, and many other operational aspects. By developing these tools internally, we have been able to customize the business workflows to match our customer experience strategy while ensuring full operational control from a regulatory standpoint.

Can you share your perspective on the state of digitalization in the business aviation industry?

The last 5-7 years has seen a tremendous increase in aviation specific tech startups. Additionally large organizations such as CAE have made public commitments to invest large sums of capital into digitization. Recently, the aviation tech industry has started to consolidate with the smaller tech startups being bought and integrated into larger organizations. This M&A has led to a recent boom in product development, with funding allowing smaller tech startups to continue their development roadmaps.

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As air operators continue to confront an industry with a lack of personnel and higher turnover, investing in digitization, and subsequently automation, is key to maintaining an efficient and accurate operational control system. The next frontier of digitization is leveraging data to enable powerful AI models. The business aviation industry has long struggled with a lack of reliable data sources, if AI is to become a major component of a corporate aircraft operator, integrated data sources will be key.

There are many mobile apps that promise to revolutionize private jet booking and enable an “uberization” of jet booking, do you believe this could be an opportunity to bring new travelers to private aviation?

There have been quite a few apps of this nature that have sprung up over the years. Some have failed and some continue to operate, however, no one seems to have figured out how to effectively offer Uber style convenience within such a complex operational and regulatory environment. Proper costing and accurate trip feasibility remain roadblocks to this technology. Most of these apps offer inflated pricing to protect against unknown costs while also allowing users to book routings which are actually not feasible. The charter industry is built on relationships of

STATE OF TH E IN D U STRY'S D IG ITA L TR A N SFORMATION | EXE C A IR E AVIATION

trust, our experience to date is that most clients want to speak with someone who they can trust to provide them the most cost-effective option for the trip they wish to do without jeopardizing the quality of service they seek.

Expectations are high and digital solutions complex. How do you look at partnerships? For the development of your solutions, hosting, security imperatives, user interfaces, etc. How much should be developed and maintained internally vs. via an external partner and why?

In an environment with high expectations and complex digital solutions, partnerships are essential. For development, a hybrid model works best: foundational components are managed internally, while specialized functions are developed with external partners. Hosting should leverage established cloud providers like MS Azure or AWS for scalable and secure solutions. Security requires

As air operators continue to confront an industry with a lack of personnel and higher turnover, investing in digitization, and subsequently automation, is key to maintaining an efficient and accurate operational control system.

a blend of internal strategy and external partners to offer advanced tools and threat detection. For UI/UX, initial design can be outsourced; but the internal team should maintain and evolve the interface to ensure consistency.

The balance between internal and external work depends on strategic importance, expertise, cost, and speed, keeping core value-defining elements in-house.

What makes you proud of your digital journey so far?

What would you have done differently looking in the rear-mirror? What’s next?

The niche and specialised nature of this business has allowed Execaire Aviation to truly leverage internal innovation into industry first technologies which have changed our client experience and revolutionized our operational control model. Execaire Aviation has had tremendous success not re-engineering key specificity tools such as ForeFlight but using their integrability to create hyper specialised tools that fill gaps in our workflows. This approach has allowed Execaire to maximise its digitization ROI. The lesson learned is certainly to not try to be something you are not. As an example, recreating WebManuals internally is not feasible from a cost or strategy standpoint; but finding ways to develop in between programs or blanket applications that leverage the power of the specialised tools is the key to exceptional operational excellence, client experience, and strong brand equity.

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B U S I N E S S J ET TECHNICAL OV E RS I G HT R E P R E S E N TAT I O N B OO ST I N G B U Y E RS ' E X P E RT I S E

By Abdelmajid Jlioui

Can you provide an overview of why a customized business jet is so unique?

Private jets make a statement about their owners. The interiors are individually designed and outfitted according to the owners’ preferences and operational requirements.

The specification process begins with a meticulous selection from numerous original equipment manufacturer (OEM) offerings such as floorplans, materials, seats, galley, onboard entertainment, lavatories, certification basis, etc. Also, a choice of optional equipment such as avionics upgrades, cabin management systems (CMS), materials upgrades, etc. are considered. Often, customers want to add their unique mark by further customizing beyond what is typically is offered by the OEM. Examples include custom logos, artwork, unique paint schemes, or even buyer furnished equipment that is to be incorporated.

In addition, numerous technological advances are constantly being made, leading to upgraded product offerings such as high-speed onboard connectivity systems, safety enhancements such as synthetic vision systems (SVS), and passenger convenience features such as high-resolution monitors and personal electronics devices (PED) integrated with the CMS. Finally, with the increased focus on sustainability in aviation, there is a lot of development work being done world-wide on hybrid-electric or all-electric airplanes, use of eco-friendly materials, Sustainable Aviation Fuel (SAF), and composite materials. Who knows what the future holds?

A conversation with Viswanath Tata, Principal of Ganesh Maximus Aviation

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All this is to say that every business jet is unique, leading to a fresh set of challenges when it comes to design, outfitting, testing, certifying, and delivering a high-quality product.

T HIRD-PART Y AIRC R A FT COMPLETION MAN AG ERS: FR IEN D OR FOE? | GAN ESH MAXIM U S AVIATION

Since the OEM is contractually responsible to deliver a quality aircraft within budget and on schedule, why is a third-party completion manager necessary?

Just as a business jet customer would likely never dream of not having a contracts specialist, pilot, or maintenance professional on their team, a 3rd party completion manager should be strongly considered as being their ‘onsite eyes and ears’. This allows for effective customer advocacy for the client interests during the critical completion phase. Extended team members typically also include an independent interior designer and a flight attendant, depending on their interior customization and flight crew operational requirements.

The adage ‘the squeaky wheel gets the grease’ comes to mind when referring to the valuable role a professional completion manager plays when interfacing with the OEM. Simply put, the mere onsite presence of the dedicated completion manager can serve to ensure that the customers’ aircraft receives the necessary attention, while proactively addressing risks before they manifest themselves as issues.

What are some of the challenges to convince customers to retain the services of an independent completions manager?

Several challenges typically exist when discussing the benefits of retaining a completion manager. These include – but are not limited to – professional fees that may not have been budgeted for. Completions managers can help where there’s a lack of understanding of the complexities of the completion process. They can communicate the value-added services in tangible or intangible terms. For example, cost avoidance strategies or higher quality outcomes through professional technical management.

Crucially, an independent completions manager can help educate customers that they 'do not know what they do not know' by providing concrete examples of the importance of proactivity. Furthermore, they can convince internal stakeholders that we are all part of the same team.

Paint inspection on a Challenger 3500

manager can participate in or help review the completion specification. The manager can also play a pivotal role in documentation reviews involving engineering layouts, change orders, quality assurance documents, aircraft manuals, supplier documents, and ground and flight test results. Plus, it is typical for a completions manager to undertake onsite project management coordination with an OEM on a weekly (or daily) basis.

Their role can also include inspection of monuments, components and systems at critical stages of the aircraft build, as well as providing strategic guidance based on prior experience. Additionally, a completions manager usually participates in all final delivery and acceptance activities and ensures that the finished aircraft complies with all contractual requirements, customer expectations, and is airworthy.

Please describe some roles and responsibilities of an aircraft completion manager.

Can you elaborate on the optimum strategic approach to these projects? How can a customer or OEM decide if the completion manager is likely to be a friend or foe?

Again, depending on the scope of work and complexity of the individual completion project, as well as the project stage, the services can include, but are not limited to, roles such as ensuring adherence with the terms of the Aircraft Purchase Agreement (APA). First off, a completions

There are three teams involved, i.e. customer, OEM and third-party completion manager. It is vital to emphasize that a professional approach based on a ‘win-win’ outcome be adopted. In other words, this is not to be viewed as a ‘zero sum’ game. © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 2 1

THI R D- PA RT Y A I RC R A F T COMP L ET ION MANAGE RS : F RIE ND OR FOE? | GAN ESH MAXIMU S AVIATION

issues are made. These should be made with the right stakeholders, with the ‘safety first’ principle in mind.

As marketing approaches to attract clients are closely orchestrated, it may be difficult to differentiate between different companies or individuals offering these services.

It is therefore highly recommended to seek referrals from the 3rd party completion managers’ previous clients and do a proper internal due diligence before deciding on the ‘friend or foe’ question.

What are some of the technical skills necessary to be an effective completions manager?

I have seen many completion projects go astray because no dedicated independent completion manager was assigned or the completion manager did not have the requisite technical experience. I have seen instances where – in absence of a dedicated manager – the relationship with the OEM was unnecessarily adversarial for no apparent reason or 'over-promises' were made, leading to under-performance.

Without a dedicated independent completion manager there is a risk of ineffective project management where 'firefighting' tactical approaches are adopted. There can also be a risk of operations falling outside of agreed upon NDAs or confidentiality agreements. A project may go sideways because creative yet non-sensical solutions to ill-defined problems are implemented, due to a lack of fundamental understanding of the APA, specifications or customer requirements.

Other issues can include unqualified managers making misleading statements 'on behalf of the customer,' either unintentionally or for other unspecified reasons. Lastly and sadly, people sometimes behave unprofessionally or unethically.

The bottom line is that a professional completion manager can be either a friend or foe, depending on how they score against the observations listed above. It is also important to note that there may be a delicate balance between quality, schedule and budget when decisions on critical 2 2 / E L IT E W I N G S M AGA Z I N E © 2 0 2 4

A completions manger should possess a deep understanding of the completion process from tip-to-tail, so to speak. Experience with multiple projects, preferably at an OEM, is highly desirable. Technical skills include a clear understanding of engineering, airworthiness, completion specifications, interior design, green aircraft systems, cabin systems, ground and flight testing, and OEM documents, amongst others.

From a holistic perspective, one should ideally be very knowledgeable about what I refer to as the 4P model, i.e.

(1) Processes – internal to the OEM and on the customer side (2) Product – the aircraft itself at both the micro and macro level (3) People – organizational structure, i.e. who are the key people and what are their roles & responsibilities. Who is on the escalation path for key issues, etc.

(4) Politics – necessary to be aware but not get directly involved.

With a comprehensive technical background and adoption of the 4P model, it becomes easier to manage perceptions, priorities, progress, and people in a proactive manner…. I could not resist.

How are project management principles used during a project?

Project management principles and processes must be employed to obtain a desirable outcome. For example, at Ganesh Maximus Aviation, we produce weekly status reports and action log tracking. We have a continuous flow of information via email, text messages, pictures and so on. Our critical path schedule management ensures efficient operations. We use customized inspection checklists during the delivery phase and engage in proactive communication and mitigation planning for foreseen risks. Onboarding of additional specialist resources, as required, adds a key layer of efficiency.

T HIRD-PART Y AIRC R A FT COMPLETION MAN AG ERS: FR IEN D OR FOE? | GAN ESH MAXIM U S AVIATION

On a Challenger 300 project in the mid 2000’s, the owner who was scheduled to come for the delivery suddenly had to cancel their trip due to urgent business matters. At risk of not being able to fulfill their contractual obligations per APA, I was asked whether I would mind being granted the power of attorney (POA) to formally accept the aircraft from a commercial perspective. As a technical person, I had zero idea what this entailed but found out in record time. It was another successful delivery.

What does project success look like?

Success, like beauty, is ‘in the eyes of the beholder’.

Personally, I do not measure success by how many customer observations or aircraft snags were found during the delivery phase. In fact, the opposite is true. Too many snags are indicative of insufficient due diligence during the completion build phase. Changing perceptions and/or excessive subjectiveness may also be factors during the delivery, and these must be delicately addressed.

Open and transparent communication, teamwork, professionalism, and focus on the task at hand are likely sufficient to ensure that all stakeholders are smiling at the end of the project. That is perhaps the real measure of success.

Finally, while on the last day of delivering a Global 5000 to a Middle East client, the CEO suddenly changed his mind regarding the aircraft paint scheme. The corporate logo, which had been previously specified and embodied on the aircraft properly, was now the subject of intense scrutiny because of security concerns while the aircraft was scheduled to fly in certain unstable regions of the world. Since the aircraft was formally accepted and was to be put into service as soon as possible, this issue could have turned out very badly. The OEM realized the gravity of the situation and gladly arranged for the aircraft to be delivered on time, with a dedicated team of paint specialists deployed to remove the logo in-situ when the aircraft landed at the customer base. This is a great testament to the saying that ‘doing things right’ is not the same as ‘doing the right thing’.

Another adage that I personally adopt is ‘success is silent, failure is loud’. Therefore, a smooth and drama free delivery is the desired outcome.

Lastly, can you give us a few examples of interesting case studies on your past projects?

I recall one project that I was involved in many years ago on a Global Express platform. The customer was from the USA and worked in the Finance industry. Even though the aircraft was successfully delivered, when it went into service the client was deeply annoyed that the satellite communication (SATCOM) system to access the Internet through onboard Wi-Fi did not work as fast as he expected throughout the flight. This was during the time period that Swift Broadband service was the benchmark in the industry. Given that he used the aircraft to conduct business and could not afford to be ‘offline’ for even a minute at the risk of losing a major deal, he insisted that he be the only user to have access to the Internet. Since he was the CEO, none of the other passengers complained.

About Ganesh Maximus Aviation Ganesh Maximus Aviation is a Montreal, Canada based independent organization providing various on-site representation services to business jet customers.

With over 15 years of experience and numerous bespoke aircraft successfully delivered to clients all around the world, we are pleased to wok with your team to see your dreams become reality by ‘Removing Obstacles to Flight…. with Passion’

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Savannah-based precision manufacturing facility for the Gulfstream G400, G500 and G600 © Gulfstream

P ROG R E S S PAY M E N T F I N A N C I N G A R E V I E W W I T H G L O B A L J E T C A P I TA L

By Claude Draillard

Why do aircraft manufacturers require progress payments before new aircraft delivery?

Aircraft manufacturers require progress, or pre-delivery payments (PDPs), to fund the production process, which can be long and capital-intensive. These payments are typically scheduled at different milestones, such as upon signing the contract, and at various stages of manufacturing, leading up to delivery. PDPs help manufacturers manage their cash flow, secure materials, and ensure that they can meet production timelines for highly customized aircraft.

How does PDP financing work?

A conversation with Vivek Kaushal, Chief Executive Officer of Global Jet Capital

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PDP financing allows buyers to avoid tying up large amounts of capital in pre-delivery payments upfront. A financier like Global Jet Capital provides the necessary funds to cover these milestone payments. Once the aircraft is delivered, the PDP loan is typically rolled into a permanent financing solution, like a traditional loan or lease, allowing the buyer to preserve liquidity during the build phase while still securing their new jet.

B U SIN ESS JETS FIN A N C IN G | G LOBA L J ET C A PITA L

Most business aircraft buyers have financing relationships in place, what do aircraft financing companies offer that is different from traditional banks?

Specialized aircraft financing companies, such as Global Jet Capital, offer unique solutions tailored to the aviation industry. Traditional banks that may not want to provide financing for pre-delivery payments as there is no “collateral” in the form of a finished aircraft. We fully understand the complexities of aircraft transactions, specialized financiers provide flexible options, including PDP financing, operating leases, finance leases, and loans tailored to the lifecycle of an aircraft. Our industry expertise also enables us to assess risk more accurately and structure deals that traditional banks may shy away from due to the specialized nature of aviation assets.

Global Jet Capital is the leader in business aircraft leasing solutions, can you walk us through the difference between a traditional loan, a finance lease, and an operating lease? ` Traditional Loan: With a traditional loan, the buyer owns the aircraft from day one and finances it over a set term, typically making fixed payments. The buyer assumes all risks related to depreciation, maintenance, and eventual resale.

both corporates and ultra-high-net-worth individuals (UHNWI) as the market increasingly focuses on access to and usage of business jets versus outright ownership.

What we hear most often from clients who choose an operating lease is that they appreciate being able to finance up to 100% of the value of their aircraft, which allows them to conserve capital for investment in other more profitable ventures. Leasing through Global Jet Capital also allows them to keep their banking lines open for other business purposes. Clients who opt for operating leases tend to appreciate the predictable fixed lease payments and lack of residual value risk, not to mention the flexibility of being able to extend an existing lease or upgrade their aircraft seamlessly. An operating lease also provides the client with greater privacy than full ownership as they are not associated with public records associated with the aircraft title. Lease rents are usually tax-deductible, which is another direct financial benefit to the lessee. Lastly, clients appreciate the ability to walk away at the end of the lease, which provides a smooth transition to the next aircraft versus having to deal with market delays and potentials hassles associated with selling the asset.

In short, a Global Jet Capital Operating Lease provides an ownership experience without being in the full business of owning an aircraft.

` Finance Lease: A finance lease is similar to a traditional loan in that the lessee (buyer) gains control of the aircraft and assumes most of the risks and rewards of ownership. However, the financier technically retains ownership until the lease ends, and the lessee typically has an option to purchase the aircraft at the end of the term, usually for a sum lower than the value of the aircraft.

What is the typical security structure for an aircraft operating lease?

` Operating Lease: In an operating lease, the financier (lessor) retains ownership of the aircraft, and the lessee essentially rents it for a set period. At the end of the lease, the aircraft is returned to the lessor. This option is more flexible for buyers who want to avoid the longterm commitment of ownership or are concerned about asset depreciation.

Off-lease aircraft can be ideal choice for quality preowned jets. Do you remarket these jets? And do you offer financing solutions for pre-owned aircraft?

Operating lease structures are very popular in commercial aviation, how attractive are they for business aircraft buyers?

We have seen greater interest in operating leases among

In an operating lease, the primary security structure relies on the lessee's creditworthiness and the contractual obligations outlined in the lease agreement, as the lessor retains ownership of the asset and is contractually committed to take the aircraft back at the end of the lease.

Yes, through our asset management program, we actively look for opportunities to remarket off-lease aircraft for lease or sale. These aircraft often represent excellent opportunities for buyers seeking high-quality, well-maintained aircraft with strong pedigrees.

Yes, we provide financing for both new and pre-owned aircraft, including pre-owned aircraft outside of our portfolio. Our financing solutions are not limited to remarketed aircraft from our own inventory. © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 2 5

B O M BA R D I E R G L O BA L 8 0 0 0 B E HO L D T H E WO R L D ’ S FAST E ST C I V I L A I RC R A F T

By Viswanath Tata A new era in business aviation will dawn in 2025, when Bombardier’s Global 8000 aircraft – the first purpose-built business jet to break the sound barrier in testing – is scheduled to enter into service. With a top speed of Mach 0.94, the Global 8000 will be the fastest civil aircraft since the Concorde, and the fastest Canadian-built aircraft in more than five decades.

“This incredible business jet is not only capable of flying 8,000 nautical miles with improved cabin pressure, but it has the fastest top speed of any civil aircraft, including an intercontinental range at an average cruise speed of Mach 0.92,” said Bombardier President and CEO, Eric Martel. “The testing is going fantastic right now, and we are excited about the capabilities we will be offering to our customers.”

The Global 8000 is the ultimate all-in-one private aircraft for up to 19 passengers, blending outstanding performance, the industry’s smoothest ride and an exceptional cabin experience. Evolving from Bombardier’s acclaimed Global 7500 platform, the Global 8000 builds on the proven track record of its predecessor and flies to new heights – com2 6 / E L IT E W I N G S M AGA Z I N E © 2 0 2 4

bining an industry-leading range of 8,000 nautical miles with a top speed of Mach 0.94 and the healthiest cabin in the business.

Global 8000 passengers will unlock new city pairs such as Dubai-Houston, Singapore-Los Angeles, London-Perth, and many others.

The testing is going fantastic right now, and we are excited about the capabilities we will be offering to our customers - Eric Martel, Bombardier President and CEO

BEHOLD TH E WOR LD ’S FASTEST C IVIL A IRC R A FT | B OM BA R D IER

Designed with wellness in mind On-board comfort is unsurpassed in the Global 8000, thanks to one of the lowest cabin altitudes in the industry of less than 2,900 feet when cruising at 41,000 feet. Additionally, Bombardier’s Pũr Air and advanced HEPA filter technology ensures the fast fresh air replacement as well as heating and cooling for maximum passenger comfort, while the revolutionary Soleil circadian-based lighting system helps reduce jet lag.

The Global 8000 cabin also boasts thoughtfully-designed amenities, many of them inherited from its sister ship, the award-winning Global 7500. With close to 200 of the latter type now in service, it’s clear the Global 7500 aircraft has successfully raised the bar for performance, reliability and comfort across the business aviation industry. Indeed, the Global 7500 was recently recognized for setting more than 50 speed records in less than 50 weeks, with an average speed for its 10 fastest records clocked at more than 1,000 km/h.

“With every new speed record, the Global 7500 aircraft builds on its well-deserved reputation as the most impressive ultra long-range aircraft in the skies today,” said Jean-Christophe Gallagher, Executive Vice President, Aircraft Sales and Bombardier Defense. “In terms of its

design attributes and unique technological advancements, the Global 7500 aircraft is unmatched for its reliability, productivity and comfort.”

Entered into service in 2018, the Global 7500 is the first to offer four true living spaces equipped with every possible convenience for living and working on board. A full-size kitchen, dedicated crew suite, and the most spacious and comfortable cabin in the industry – including Bombardier’s patented Nuage zero-gravity seat – are just a few reasons why the Global 7500 sits atop the pinnacle of private aviation.

Now, the Global 8000 is building on those accomplishments to usher in a new paradigm in performance. For the pilots lucky enough to sit at the controls of the Global 8000, it will feature an extensive array of powerful automation features and safety technologies, including advanced Runway Overrun Awareness and Alerting System (ROAAS) with dynamic visual indications of predicted stopping point.

The Global 8000 offers additional performance enhancements, including a range of 8,000 nautical miles that will enable customers to fly further than ever before. In a world where time is a precious commodity, passengers

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B EHO L D T H E WO R L D ’ S FAST E ST CIV IL AIRCRAF T | BOMBA R D IER

will reach their destinations faster, thanks to the Global 8000’s top speed of Mach 0.94 – the fastest Maximum Mach Operating (MMO) speed of any civil aircraft, let alone business jet. Finally, the Global 8000’s exceptionally comfortable cabin altitude helps passengers arrive feeling rested and refreshed.

Bombardier reports that components for the Global 8000 aircraft are already in production at its manufacturing facilities in Saint-Laurent (Québec), Red Oak (Texas) and Quérétaro (Mexico).

Inside, the Global 8000 benefits from a list of notable features inspired by the Global 7500, including the industry’s first 55-inch 4K OLED TV, Bombardier’s L’Opera audio system with adjustable sweet spot technology, Soleil circadian-based cabin lighting system and available sound synchronization feature for an immersive lightshow and more.

Soon, Global 7500 owners and operators will be able to unlock additional speed, range and enhanced cabin comfort with the purchase of Bombardier’s Global 8000 upgrade package, a retrofit offer that includes a series of specific aircraft performance and comfort upgrades. Purchased enhancements will be performed by Bombardier Service Centres following the Global 8000’s entry into service.

The ultimate in passenger comfort is assured with a host of engineered extras, including an available Principal Suite with a full-size bed and stand-up shower in the ensuite bathroom. Cabin control and connectivity are accessed at the touch of a button, through the intuitive NICE Touch cabin management system (CMS) and OLED touch dial – another industry first.

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Retrofit option for the Global 7500

Winning DNA Inspired by the award-winning Global 7500 aircraft, Bombardier’s Global 8000 jet boasts the fastest speed, longest range, and industry’s healthiest and most luxurious cabin.

Designed to deliver the ultimate in performance and productivity, the Global 8000 stands alone as the bold pioneer of the industry’s supersonic era.

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T H E AC J T WOT W E N T Y: W H E R E IT M AT T E RS, W H E N IT M AT T E RS

By Abdelmajid Jlioui

The ACJ TwoTwenty is an extraordinary business jet that aims to redefine the business aviation landscape by carving out a whole new market segment: the Xtra Large Bizjet. With a clean-sheet design, the ACJ TwoTwenty offers an innovative value proposition, combining intercontinental range, unmatched personal space and unbeatable economics at a price tag similar to ultra-long-range jets.

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TH E ACJ TWOTWEN TY: WH ER E IT MATTERS, WH EN IT M ATTERS

North American Roots Designed and built in Canada, completed in Indianapolis by Comlux, and supported by a trusted network of partners offering parts and service centers across North America and internationally, the ACJ TwoTwenty showcases solid engineering and dependable operational support.

Cabin and Interior Features The ACJ TwoTwenty’s cabin boasts an impressive 786 square feet, offering six VIP living areas with a variety of layout options. Whether it’s a California King-size bed with an en suite bathroom and rain shower or a state-of-theart boardroom with 55-inch 4K TV screens, the cabin is designed for maximum comfort and functionality. With seating for up to 19 passengers, this business jet provides a flexible environment for both relaxation and work.

Ultra-high-speed Connectivity In today's business landscape, constant connectivity is vital. The ACJ TwoTwenty not only meets current connectivity needs but will soon offer even greater performance with the upcoming ACJ Connect Link. This enhancement will provide up to 195Mbps of bandwidth—ten times the speed of current solutions—ensuring high-speed, reliable internet access for multiple devices. It will support 4K video conferencing, high-definition streaming, and live TV.

Range, Accessibility, and Performance The ACJ TwoTwenty offers an intercontinental range of 5,650 nautical miles, connecting key North American city pairs such as New York to Los Angeles or Miami to Buenos Aires, all with superior fuel efficiency. Thanks to advanced aerodynamics and Pratt & Whitney GTF™ PW1500G engines, the aircraft burns less fuel and emits lower levels of CO2 compared to previous-generation aircraft. Additionally, it has short-field performance capabilities, allowing it to take off and land at a variety of airports.

Unbeatable Economics The ACJ TwoTwenty offers lower operating costs than similarly priced competitors due to simplified maintenance procedures, longer maintenance intervals and lower training costs.

The first C check, scheduled after six years, results in fewer maintenance man-hours and more days of aircraft availability over a 10-year period. The aircraft benefits from Airbus’ global footprint, allowing it to leverage more affordable spare parts, maintenance, and training services, which further reduce costs. © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 3 1

THE AC J T WOT W E N T Y: WHE RE IT MAT T E RS, WHE N IT MATTERS

Flight crew training is also more efficient and cost-effective, benefiting from Airbus' A220 program. Initial training is one-third the cost and takes 25% less time, while recurrent training is reduced to one day and is just one-sixth the cost of ultra-long-range jets.

Value Retention Strong demand and limited supply contribute to ACJ aircraft having twice the value retention compared with long-range and ultra-long-range business jets. An internal analysis of over 20 years of transaction data by ACJ (January 2023) showed an average annual depreciation of only 3%. A similar study by Bank of America Merrill Lynch Research (October 2018) of long-range and ultra-longrange business jets showed average annual depreciation of 6%.

In addition, unlike most OEMs, Airbus only builds ACJs to order, eliminating the financial pressure to reduce prices to move unsold inventory (white tails). Furthermore, ACJ maintains commonality in new feature designs, allowing existing aircraft to be retrofitted to the latest capabilities without buying a new model.

terials and enhanced fuel efficiency, the ACJ TwoTwenty reduces CO2 emissions by up to 20% compared to previous-generation aircraft. Additionally, it is capable of operating with up to a 50% blend of kerosene and sustainable aviation fuel (SAF) while keeping to the technical specifications of Jet A. SAF is a biofuel that can help reduce CO2 emissions by 80% on average throughout its lifecycle.

A Game Changer in Business Aviation The ACJ TwoTwenty is set to become a game changer in the business aviation market, offering unmatched cabin space, intercontinental range, state-of-the-art amenities, and competitive pricing. With lower operating costs and twice the value retention versus ultra-long-range aircraft, the ACJ TwoTwenty is, simply put, the best value-for-money proposition in business aviation today.

Meeting the Needs of the Modern Executive The ACJ TwoTwenty redefines what it means to travel for business. With unprecedented cabin space, advanced connectivity, competitive operating costs, and world-class dispatch reliability, modern executives can be where it matters, when it matters.

Sustainability and Efficiency Airbus is committed to leading the decarbonization of the aviation sector. Through the integration of advanced ma-

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For more information, please see: https://www.acj.airbus.com

The Hub of Business Aviation 10 - 12 DECEMBER 2024 DWC, Dubai Airshow Site MEBAA Show, the must attend private aviation event in the MENA region offers the perfect environment to view the latest in business and private jets.

Enjoy VIP networking, exceptional hospitality, and exclusive access to luxury brands. Join our Platinum Guest Programme and unwind in the ultra-exclusive lounge designed for HNWIs and UHNWIs.

Follow us on:

Register now:

www.mebaa.aero

2024, A BIG YEAR FOR GULFSTREAM

By Abdelmajid Jlioui

2024 is a significant year for Gulfstream as the flagship ultra-long range G700 earned its FAA certification earlier during the year. Can you give us a quick update on the entry into service phase and 2024 planned deliveries?

A conversation with Mark Burns, President, Gulfstream Aerospace Corp.

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Gulfstream conducted the most rigorous certification program in company history for the G700 which resulted in unparalleled program maturity upon entry into service.

2024, A BIG YEAR FO R G U LFSTR EA M

Our team was well-prepared for this moment to ensure a seamless entry into service. G700 deliveries are underway, and customer feedback has been outstanding.

To date, the G700 has received earned type certification from 11 nations’ aviation agencies, including the FAA, EASA, the U.K. Civil Aviation Authority and Mexico.

The 8,000 nm G800 has made several appearances around the world, can you give an update on the progress of its certification program?

The G800 flight test program continues to progress well.

Gulfstream’s next generation aircraft family of the G400, G500, G600, G700 and G800, was intentionally designed with commonalities in flight deck and cabin technologies, and as a result, we’ve been able to strategically leverage and apply the extensive testing implemented through the G700 program to the G800, which has greatly advanced our efforts towards achieving G800 certification.

On August 15th, the all-new Gulfstream G400 successfully completed its first flight. Can you give a quick overview of the ongoing certification campaign?

The first flight of the G400 was a significant milestone and testing is progressing well. As a new leader in its category, with the same advanced aerodynamics and Pratt & Whitney 800-series engines as the G500 and G600, the G400 flight test program will consist of five aircraft and, similar to the G800, is also greatly leveraging the advances we made certifying those aircraft.

The G400 is a segment leader that fills a void in its category thanks to the compelling combination of speed, range, efficiency and cabin comfort with a 4,200 nautical mile / 7,778 kilometer range at Mach 0.85. The G400 was designed with direct customer input, and Gulfstream is reinventing the segment through the G400’s operational flexibility, safety features, range and cabin size.

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2024, A B I G Y E A R F O R GUL F ST RE AM

September 2024 marked the 6th anniversary of the clean-sheet G500 entry into service. Can you give us an update on the in-service G500 and G600 fleet?

Gulfstream has seen outstanding demand for the G500 and G600, and both aircraft’s popularity continues to grow as they prove their impressive performance capabilities and reliability around the world. The aircraft continue to achieve new milestones – this summer the G500 and G600 each surpassed 100,000 flight hours and both received FAA certification for steep-approach operations within the past year, giving operators access to even more destinations around the world. Combined, the two aircraft have set nearly 90 city-pair speed records with customers greatly benefiting from the time savings their speed and

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range capabilities provide – our customers regularly fly their G500 and G600 aircraft at an average speed of Mach 0.90, which can save them up to 50 hours a year of travel time.

Gulfstream was also able to leverage the G600 range capabilities for our sustainability efforts, as we completed the world’s first trans-Atlantic flight on 100% neat sustainable aviation fuel (SAF) on a G600 in late 2023 – the endurance flight was a significant step in our SAF research and development efforts.

SCHEDULERS & DISPATCHERS CONFERENCE March 25–27, 2025 • New Orleans, LA

Let the Good Times Fly… Navigating Tomorrow, Today! The 2025 NBAA Schedulers & Dispatchers Conference (SDC2025) is where your journey towards success takes flight. Elevate your logistical planning and explore the latest in dispatch technologies and innovative equipment designed to propel your flight department operations to new heights. In the spirit of New Orleans, where timeless charm meets innovation, start planning today to ensure you’re part of this exceptional event you won’t want to miss!

REGISTER TODAY

nbaa.org/sdc © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 3 7

2024 BUSINESS AVIATION GUIDES

elite-wings.com/guides/

CONNECTIVITY

SUSTAINABILITY

CORPORATE HELICOPTERS

PURPOSE-BUILT BUSINESS JETS

PRE-OWNED BUSINESS JETS

BIZLINERS

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2024 BUSINESS JETS GUIDE

© 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 3 9

2 0 2 4 P U R P O S E - B U I LT | B U S I N E S S J ET S G U I D E

M A N U FAC T U R E RS O F F E R I N G M A P VERY LIGHT ENTRY LEVEL CIRRUS AIRCRAFT

HQ: Duluth, Minnesota Founded in 1984

LIGHT VLJ

LIGHT

HONDAJET ELITE II

HONDAJET ECHELON 2028 Expected

SUPER LIGHT

VISION JET G2+ 2016 | 2021

HONDA AIRCRAFT HQ: Greensboro, North Carolina Founded in 2006

2015 | 2022

PILATUS AIRCRAFT

PC-24

HQ: Stans, Switzerland Founded in 1939

EMBRAER

HQ: Sao Paulo, Brazil Founded in 1969

TEXTRON AVIATION CESSNA HQ: Wichita, Kansas Founded in 1927

2018

PHENOM 100EX 2008 | 2023

PHENOM 300E 2009 | 2020

CITATION CJ3 GEN2 CITATION M2 GEN2

2004 | 2025 Expected

1992 | 2022

CITATION CJ4 GEN2

CITATION ASCEND 2025 Expected

2010 | 2021

DASSAULT AVIATION HQ: Paris, France Founded in 1929

BOMBARDIER

HQ: Montreal, Canada Founded in 1942

GULFSTREAM

HQ: Savannah, Georgia Founded in 1958

AIRBUS CORPORATE JETS HQ: Toulouse, France Founded in 1970

BOEING BUSINESS JETS HQ: Seattle, USA Founded in 1917

BUSINESS JET MODEL Year 1 | Year 2

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

2 0 2 4 P U R P O S E - B U I LT | B U S I N E S S J ET S G U I D E

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

SUPER MIDSIZE

PRAETOR 500

PRAETOR 600

CITATION LATITUDE

CITATION LONGITUDE

2015 | 2019

2015

LONG RANGE LARGE

5K nm <

6K nm <

7K nm <

FALCON 6X

FALCON 8X

FALCON 10X 2027 Expected

GLOBAL 5500

GLOBAL 6500

8K nm <

2015 | 2019

2019

FALCON 2000LXS

1995 | 2013

FALCON 900LX

2023

2016

1986 | 2010

CHALLENGER 3500 2004 | 2022

CHALLENGER 650 1980 | 2015

2005 | 2019

GLOBAL 7500 2018

1999 | 2019

G700 G280 2012

G400 2025 Expected

G500 2018

2024

G600 2019

G650

GLOBAL 8000 2025 Expected

G800 2024 Expected

2012 | 2014

ACJ TWOTWENTY 2023

BBJ SELECT 2025 Expected

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VERY LIGHT PERFORMANCE

CIRRUS AIRCRAFT VISION JET G2+ MODEL YEAR BASE PRICE

2021 $ 3,250,000

The all-composite single-engine Vision Jet was launched in 2006 and achieved certification a decade later. This jet was originally 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 offer air taxi services.

The Cirrus’ 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. 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 takeoff safety margins, especially on hot and high airports.

Max Range*

1,275 nm

Max Cruise Speed

311 kts

Takeoff Distance

2,036 ft

Landing Distance

1,628 ft

Max Cruise Altitude

31,000 ft

Initial Cruise Altitude

-

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

WEIGHTS Max Takeoff

6,000 lbs

Max Landing

5,550 lbs

Max Zero Fuel

4,900 lbs

Usable Fuel

2,000 lbs SYSTEMS AVIONICS

Manufacturer Model

Garmin G3000 ENGINES

Manufacturer

Williams International

Model

FJ33-5A

Thrust

1,846 lbf CABIN

Max Passengers

6 + 1 Pilot

Cabin Volume

163 cu.ft

Cabin Height

4 ft 1 in

Cabin Width

5 ft 1 in

Cabin Length

12 ft

BAGGAGE STORAGE Internal

24 cu.ft

External

30 cu.ft

In 2023, Cirrus introduced an Auto Radar function powered by avionics supplier Garmin® and Cirrus IQ ™ LTE-based connectivity. 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.

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VERY LIGHT PERFORMANCE

EMBRAER PHENOM 100EX MODEL YEAR BASE PRICE

2023 $ 4,995,000

Max Range*

1,178 nm

Max Cruise Speed

406 kts

Takeoff Distance

3,190 ft

Landing Distance

2,430 ft

Max Cruise Altitude

41,000 ft

Initial Cruise Altitude

-

The Phenom 100EX is the fourth iteration of Embraer’s successful EMB-500 Very Light Jet (VLJ) model marketed under the Phenom 100 designation. The Brazilian manufacturer decided to enter what was then a booming VLJ market in 2005. Thanks to flawless program execution, the first Phenom 100 prototype completed its first flight on July 26th, 2007, at São José dos Campos in Brazil, pathing the way to the first delivery in December 2008. A seven-time winner of the Robb Report Best of the Best award in its segment, Phenom’s roomy cabin can comfortably carry up to seven passengers. The 2023 EX 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.

*4 Occupants, LRC, NBAA IFR reserves

Manufacturer

Pratt & Whitney

The updated Phenom 100EX introduces enhanced cabin comfort and new pilot-centric avionics features to deliver the ultimate flying experience for those in the cockpit and the cabin.

Model

PW671F1-E

Thrust

1,730 lbf

WEIGHTS Max Takeoff

10,703 lbs

Max Landing

9,998 lbs

Max Zero Fuel

9,072 lbs

Usable Fuel

2,804 lbs SYSTEMS AVIONICS

Manufacturer Model

Garmin G3000 ENGINES

CABIN Max Passengers

7 + 1 Pilot

Cabin Volume

212 cu.ft

Cabin Height

4 ft 11 in

Cabin Width

5ft 1 in

Cabin Length

11 ft

BAGGAGE STORAGE Internal

4 cu.ft

External

60 cu.ft

The Phenom 100EX cabin enhancements include new upper control panels, a new seat design, and flush-to-the-wall tables that maximize the workspace in addition to a baseline side-facing fifth seat and belted lavatory for additional passenger capacity.

The 100EX is also introducing Runway Overrun Awareness and Alerting System (ROAAS) and a large number of new avionics features. © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 4 3

VERY LIGHT

TEXTRON AVIATION CESSNA CITATION M2 GEN2 MODEL YEAR BASE PRICE

2022 $ 6,150,00

The Citation M2 is the latest iteration of the original 1992 Citation 525 model. The single-pilot Very Light Jet (VLJ) offering from Cessna shares the same fuselage cross-section, cockpit, and engines with 2 other larger Cessna Citation CJ models, the CJ3 and CJ4. The M2 is developed around an all-aluminum airframe with a T-tail and a straight wing with room for two crew members and up to six passengers. Since its first delivery in March 1993, the Citation M2 has changed marketing designations two times, first marketed under CitationJet designation then Citation CJ1, and enhanced CJ1+. The latest M2, recognizable with the small winglets’ addition, introduces more powerful FJ44-1AP-21 engines and Garmin G3000 avionics in replacement of the Collins Aerospace Pro Line 21 on previous versions. The 2022 Citation M2 Gen2 version introduces a new cabin experience with enhanced styling and updated functionalities.

PERFORMANCE Max Range*

1,550 nm

Max Cruise Speed

404 kts

Takeoff Distance

3,210 ft

Landing Distance

2,590 ft

Max Cruise Altitude

41,000 ft

Initial Cruise Altitude

-

*Ferry mission, LRC, NBAA IFR reserves

WEIGHTS Max Takeoff

10,700 lbs

Max Landing

9,900 lbs

Max Zero Fuel

8,500 lbs

Usable Fuel

3,296 lbs SYSTEMS AVIONICS

Manufacturer Model

Garmin G3000 ENGINES

Manufacturer

Williams International

Model

FJ44-1AP-21

Thrust

1,965 lbf CABIN

Max Passengers

7 + 1 Pilot

Cabin Volume

199 cu.ft

Cabin Height

4 ft 9 in

Cabin Width

4 ft 10 in

Cabin Length

11 ft

BAGGAGE STORAGE Internal

-

External

45.6 cu.ft

On October 13, 2023, Textron Aviation announced the introduction of Garmin autothrottles to its renowned VLJ Cessna Citation M2 Gen2 with deliveries planned to begin in mid-2025.

The new capability will be fully integrated with the Citation M2 Gen2’s Garmin G3000® avionics suite.

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VERY LIGHT PERFORMANCE

HONDA AIRCRAFT HONDAJET ELITE II MODEL YEAR BASE PRICE

2022 $ 6,950,000

The HA-420 HondaJet is the first aircraft developed by Honda Aircraft Company, a wholly owned subsidiary of Japanese Honda Motor Company. Developed in Japan, the airplane is assembled in Greensboro, North Carolina. Launched in 2004, the first HondaJet prototype took to the sky on December 20, 2010. The FAA certification was received in December 2015 following many years of development and certification delays. The low-wing very light jet is recognizable by the unique engine mounting configuration above the wing. The improved HondaJet Elite entered service in 2018 introducing many flight deck and cabin new functionalities together with a set of airfield performance enhancements. The 2021 Elite S came with an increased maximum takeoff weight of 200 lbs, allowing for an up to 120 nm range increase. The jet was updated again in 2022, with the certification of the HondaJet Elite II upgraded version featuring a host of key advancements in performance and comfort. The Elite II pushes the range to 1,547 nm with increased fuel capacity and a 200 lbs MTOW increase.

Max Range*

1,547 nm

Max Cruise Speed

422 kts

Takeoff Distance

3,639 ft

Landing Distance

2,795 ft

Max Cruise Altitude

43,000 ft

Initial Cruise Altitude

-

*4 Occupants, LRC, NBAA IFR reserves

WEIGHTS Max Takeoff

11,100 lbs

Max Landing

10,360 lbs

Max Zero Fuel

9,100 lbs

Usable Fuel

3,165 lbs SYSTEMS AVIONICS

Manufacturer Model

Garmin G3000 ENGINES

Manufacturer

GE-Honda

Model

HF120

Thrust

2,050 lbf CABIN

Max Passengers

7 + 1 Pilot

Cabin Volume

238 cu.ft

Cabin Height

4 ft 10 in

Cabin Width

5 ft

Cabin Length

17 ft 9 in

BAGGAGE STORAGE Internal

-

External

66 cu.ft

The HondaJet Elite II received type certification from the FAA in November 2022 and its European EASA certification on May 23, 2023. The updated model made its public debut at EBACE 2023. © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 4 5

LIGHT

TEXTRON AVIATION CESSNA CITATION CJ3 GEN2 MODEL YEAR BASE PRICE

2025 Expected $ 10,500,000

The Citation CJ3 (Model 525B) is a stretched version of the original 1992 Citation 525 model. The single-pilot light jet offering from Cessna shares the same fuselage, cross-section, cockpit, and engines with two other Cessna Citation CJ models, the shorter M2, and the stretched CJ4. The Citation CJ3 is 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 Citation CJ3 first flew on April 17, 2003, and deliveries began in December of the same year. The Enhanced Citation CJ3+ model introduced Garmin G3000 avionics, replacing the Collins Aerospace Pro Line 21 on the precedent CJ3 model. ​ On October 16, 2023, Textron Aviation announced the introduction of an updated version marketed under the Citation CJ3 Gen2 designation.​ The updated light jet will feature the latest updates to the Garmin G3000 avionics suite, including Garmin autothrottle, optional Enhanced Vision System (EVS), intuitive touch screen interface, and GDL60 for aircraft connectivity.

PERFORMANCE Max Range*

2,040 nm

Max Cruise Speed

416 kts

Takeoff Distance

3,180 ft

Landing Distance

2,770 ft

Max Cruise Altitude

45,000 ft

Initial Cruise Altitude

-

*Ferry mission, LRC, NBAA IFR reserves

WEIGHTS Max Takeoff

13,870 lbs

Max Landing

12,750 lbs

Max Zero Fuel

10,675 lbs

Usable Fuel

4,710 lbs SYSTEMS AVIONICS

Manufacturer Model

Garmin G3000 ENGINES

Manufacturer

Williams International

Model

FJ44-3A

Thrust

2,820 lbf CABIN

Max Passengers

9

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 Internal

-

External

65 cu.ft

The Citation CJ3 Gen2 introduces a more modern luxury cabin designed with inputs from a Textron Aviation customer advisory board made up of owners, pilots, and mechanics.

One of the most notable changes in the Gen2 cockpit is an added 4.5 inches of legroom for the pilot.

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LIGHT

HONDA AIRCRAFT HONDAJET ECHELON MODEL YEAR BASE PRICE

2028 Expected $-

First introduced at the 2021 NBAA Business Aviation Convention & Exhibition (NBAA-BACE) as a concept for a new transcontinental light jet, leveraging HondaJet’s success in the Very Light Jets category. The HondaJet Echelon has been approved for commercialization with target type certification in 2028. The new aircraft is planned to surpass the performance, comfort, and efficiency of typical light jets by providing a medium-sized equivalent jet experience. With a 2,625 nm nominal range, the new jet is designed to be the world’s first light jet capable of nonstop transcontinental flight across the United States. The HondaJet Echelon will feature a quiet and spacious cabin suited for long-range travel and the ability to accommodate up to 11 occupants. The aircraft is also designed for single-pilot operation. Honda Aircraft Company has already identified critical suppliers for the new light jet, entering into strategic supplier agreements with Aernnova for aerostructures and components, Garmin for avionics, Spirit AeroSystems for the fuselage, and Williams International for engines.

PERFORMANCE Max Range*

2,625 nm

Max Cruise Speed

450 kts

Takeoff Distance

3,300 ft

Landing Distance

2,500 ft

Max Cruise Altitude

47,000 ft

Initial Cruise Altitude

-

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

WEIGHTS Max Takeoff

17,500 lbs

Max Landing

-

Max Zero Fuel

-

Usable Fuel

SYSTEMS AVIONICS

Manufacturer Model

Garmin G3000 ENGINES

Manufacturer

Williams International

Model

FJ44-4C

Thrust

3,600 lbf CABIN

Max Passengers

10 + 1 Pilot

Cabin Volume

-

Cabin Height

5 ft 2 in

Cabin Width

5 ft 1 in

Cabin Length

14 ft 1 in (seating area)

BAGGAGE STORAGE Internal

-

External

120 cu.ft

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LIGHT

TEXTRON AVIATION CESSNA CITATION CJ4 GEN2 MODEL YEAR BASE PRICE

2021 $ 11,855,000

The Citation CJ4 (Model 525C) is the final stretched version of the original 1992 Citation 525 model. The single-pilot light jet offering from Cessna shares the same fuselage cross-section, cockpit, and engines with the other Cessna Citation CJ models, the VLJ M2, and the shorter CJ3. Instead of the straight wing of the M2 and CJ3 models, the CJ4 uses a higher speed moderately swept wing. The Citation CJ4 first flew on May 5, 2008, and deliveries began in 2010. 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.

PERFORMANCE Max Range*

2,165 nm

Max Cruise Speed

451 kts

Takeoff Distance

3,410 ft

Landing Distance

2,940 ft

Max Cruise Altitude

45,000 ft

Initial Cruise Altitude

-

*Ferry mission, LRC, NBAA IFR reserves

WEIGHTS Max Takeoff

17,110 lbs

Max Landing

15,660 lbs

Max Zero Fuel

12,500 lbs

Usable Fuel

5,828 lbs SYSTEMS AVIONICS

Manufacturer Model

Collins Aerospace Pro Line 21 ENGINES

Manufacturer

Williams International

Model

FJ44-4A

Thrust

3,621 lbf CABIN

Max Passengers

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 Internal

-

External

77.1 cu.ft

On April 25, 2023, Textron Aviation announced the delivery of the 400th Cessna Citation CJ4 Gen2. The milestone jet was delivered to Koch Holdings, a car dealership holding in Easton, in Pennsylvania.

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LIGHT PERFORMANCE

PILATUS AIRCRAFT PC-24 MODEL YEAR BASE PRICE

2018 $ 12,225,000

Beginning with new aircraft deliveries in 2024, Pilatus has extended the PC-24's payload-range capability to achieve a maximum range with six passengers of 2,000 nautical miles. The PC24 is the first and only jet-powered offering from the Swiss-based Pilatus Aircraft company. Launched in 2007, the PC-24 first flew on May 11, 2015, prior to entering service in February 2018. With the PC-24, the turboprop leader Pilatus succeeded to introduce 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, with a large double-slotted flap system allowing 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, with each passenger seat featuring a quick-change function allowing its addition or removal in just a few minutes. The aft partition is also movable, to easily enlarge the passenger cabin section or the baggage compartment prior to each flight.

Max Range*

2,040 nm

Max Cruise Speed

440 kts

Takeoff Distance

3,090 ft

Landing Distance

2,410 ft

Max Cruise Altitude

45,000 ft

Initial Cruise Altitude

-

4 Passengers, 1 Pilot, LRC, NBAA IFR reserves

WEIGHTS Max Takeoff

18,740 lbs

Max Landing

17,340 lbs

Max Zero Fuel

14,220 lbs

Usable Fuel

14,660 lbs SYSTEMS AVIONICS

Manufacturer Model

Honeywell Primus EPIC 2.0 ENGINES

Manufacturer

Williams International

Model

FJ44-4A

Thrust

3,420 lbf CABIN

Max Passengers

11 + 1 Pilot

Cabin Volume

501 cu.ft

Cabin Height

5 ft 1 in

Cabin Width

5 ft 7 in

Cabin Length

23 ft

BAGGAGE STORAGE Internal

90 cu.ft

External

-

The enhanced PC-24 version also incorporated an array of new interior amenities, including a large side-facing divan that can be converted into a bed. Pilatus partnered with Lufthansa Technik to incorporate a new integrated Cabin Management System (iCMS) featuring a 10" touchscreen controller with a 3D moving map, four high-fidelity cabin speakers with a sub-woofer option, mood lighting, USB ports, and a media storage server. All PC-24s from serial number 501 onwards are now equipped with an automated data transmission system, enabling Pilatus to offer predictive maintenance recommendations. © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 4 9

LIGHT PERFORMANCE

EMBRAER PHENOM 300E MODEL YEAR BASE PRICE

2020 $ 11,500,000

Following the great success of the Phenom 100 VLJ model, the Brazilian aircraft manufacturer Embraer decided to launch the bigger model 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 a maximum speed pushed to Mach 0.80. This version introduces the Garmin G3000 Prodigy® Touch flight deck, bringing not only an instinctive interface between the pilot and the aircraft but also a large set of new safety enhancement functions. This enhanced version is powered by an increased thrust Pratt & Whitney Canada PW535E1 engine. In 2020, Embraer and Porsche decided to create Duet, a limited-edition, limited-quantity Embraer Phenom 300E aircraft, and Porsche 911 Turbo S style pairing offer priced at $11M. Each pairing features a special badge, representing one of only ten delivered and the customer position among the ten units.

Max Range*

2,010 nm

Max Cruise Speed

464 kts

Takeoff Distance

3,209 ft

Landing Distance

2,212 ft

Max Cruise Altitude

45,000 ft

Initial Cruise Altitude

-

*5 Occupants, LRC, NBAA IFR reserves

WEIGHTS Max Takeoff

18,552 lbs

Max Landing

17,273 lbs

Max Zero Fuel

14,264 lbs

Usable Fuel

5,404 lbs SYSTEMS AVIONICS

Manufacturer Model

Garmin G3000 ENGINES

Manufacturer

Pratt & Whitney

Model

PW535E1

Thrust

3,478 lbf CABIN

Max Passengers

10 + 1 Pilot

Cabin Volume

324 cu.ft

Cabin Height

4 ft 11 in

Cabin Width

5ft 1 in

Cabin Length

17 ft

BAGGAGE STORAGE Internal

10 cu.ft

External

74 cu.ft

In January 2023, Embraer announced the FAA and EASA certification of the Phenom 300MED. The new STC package converts the Phenom 300 to a Medevac Jet with a customized aeromedical interior with one or two stretchers capability. The Phenom 300MED can be converted from an executive to a Medevac configuration in less than 5 hours.

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SUPER LIGHT

TEXTRON AVIATION CESSNA CITATION ASCEND MODEL YEAR BASE PRICE

2025 Expected $ 16,725,000

The Citation Ascend will be the third iteration of the very successful 1998 Citation Excel (Model 560XL). The 2025 model will feature enhanced performance capabilities enabled by new higher-thrust Pratt & Whitney Canada PW545D engines. The state-of-the-art cockpit will feature a Garmin G5000 avionics suite similar to the Cessna Latitude and Longitude. A significant upgrade from the older Citation XLS+ Collins Aerospace Pro Line 21. The Citation Ascend will be powered by a new Pratt & Whitney Canada PW545D engine designed to deliver better fuel efficiency, increased thrust and longer time-on-wing. The engines use new materials and technology — including a more efficient high-pressure compressor, an enhanced single stage high-pressure turbine module, and an upgraded exhaust mixer. The PW545D engines are also equipped with a Full Authority Digital Engine Control (FADEC), enabling the new autothrottle technology and ensuring they operate at their maximum efficiency and with reduced pilot workload. In September 2023, Textron announced NetJets as the fleet launch customer for the new updated model.

PERFORMANCE Max Range*

1,900 nm

Max Cruise Speed

441 kts

Takeoff Distance

3,660 ft

Landing Distance

-

Max Cruise Altitude

45,000 ft

Initial Cruise Altitude

45,000 ft

*4 Passengers, LRC, NBAA IFR reserves

WEIGHTS Max Takeoff

20,200 lbs

Max Landing

-

Max Zero Fuel

-

Usable Fuel

6,740 lbs SYSTEMS AVIONICS

Manufacturer Model

Garmin G5000 ENGINES

Manufacturer

Pratt & Whitney

Model

PW545D

Thrust

4,213 lbf CABIN

Max Passengers

12

Cabin Volume

501 cu.ft

Cabin Height

60 in / 68 in Optional

Cabin Width

5 ft 6 in

Cabin Length

18 ft 6 in

BAGGAGE STORAGE Internal

10 cu.ft

External

80 cu.ft

Textron Aviation announced in September 2024 that the Garmin G5000 featured on the Citation Ascend is available as an avionics upgrade to the previous models’ Citation XLS+ and XLS Gen2. The retrofit is certified under an FAA Supplemental Type Certification (STC) and is available for installation at Textron service centers. © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 5 1

MIDSIZE

TEXTRON AVIATION CESSNA CITATION LATITUDE MODEL YEAR BASE PRICE

2015 $ 19,775,000

The midsize Citation Latitude (Model 680A) offers a newly developed state-of-the-art wide, stand-up, flat-floor cabin shared with the super-midsize Citation Longitude model. The design of the Citation Latitude is based on this new clean sheet wider cabin, combined with the wings, the PW306D engines, and the cruciform tail of the Citation Sovereign (Model 680). The Latitude received its FAA certification in June 2015. The Citation Latitude jet offers a wide, flat floor and a 6-foot stand-up cabin. The standard seating arrangement accommodates eight passengers with a forward side-facing couch and six seats with 180-degree swiveling capability. The wide cabin is complemented by a standard refreshment center 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.

PERFORMANCE Max Range*

2,700 nm

Max Cruise Speed

446 kts

Takeoff Distance

3,580 ft

Landing Distance

2,480 ft

Max Cruise Altitude

45,000 ft

Initial Cruise Altitude

-

*4 Passengers, HSC, NBAA IFR reserves

WEIGHTS Max Takeoff

30,800 lbs

Max Landing

27,575 lbs

Max Zero Fuel

21,430 lbs

Usable Fuel

11,394 lbs SYSTEMS AVIONICS

Manufacturer Model

Garmin G5000 ENGINES

Manufacturer

Pratt & Whitney

Model

PW306D1

Thrust

5,907 lbf CABIN

Max Passengers

9

Cabin Volume

701 cu.ft

Cabin Height

6 ft

Cabin Width

6 ft 5 in

Cabin Length

21 ft 9 in

BAGGAGE STORAGE Internal

-

External

127 cu.ft

On August 2024, Textron Aviation announced the delivery of the 400th Cessna Latitude to longtime Citation customer Simmons Foods.

5 2 / E L IT E W I N G S M AGA Z I N E © 2 0 2 4

MIDSIZE PERFORMANCE

EMBRAER PRAETOR 500 MODEL YEAR BASE PRICE

2019 $ 18,995,000

The Praetor 500 is the new marketing designation of the Embraer EMB-545 model previously marketed under the Legacy 450 designation. Part of a fly-by-wire midsize aircraft family offering positioned then between the light Phenom 300 and the large Legacy 650. The EMB-545 was launched in 2008 and first flew on December 28, 2013, prior to the first delivery in August 2015.

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 6-foot tall, flat-floor cabin. The interior can accommodate six or seven seats including four fully reclining club seats that can be berthed into two beds. The highly functional and sophisticated midsize cabin offers a refreshment center at the entrance, a rear private lavatory with a vacuum toilet and one of the largest in-flight accessible baggage holds.

Max Range*

3,340 nm

Max Cruise Speed

466 kts

Takeoff Distance

4,222 ft

Landing Distance

2,086 ft

Max Cruise Altitude

45,000 ft

Initial Cruise Altitude

-

*4 Passengers, LRC, NBAA IFR reserves

WEIGHTS Max Takeoff

37,567 lbs

Max Landing

34,172 lbs

Max Zero Fuel

25,959 lbs

Usable Fuel

13,051 lbs SYSTEMS AVIONICS

Manufacturer Model

Collins Aerospace Pro Line Fusion ENGINES

Manufacturer

Honeywell

Model

HTF7500E

Thrust

6,540 lbf CABIN

Max Passengers

9

Cabin Volume

705 cu.ft

Cabin Height

6 ft

Cabin Width

6 ft 10 in

Cabin Length

24 ft

BAGGAGE STORAGE Internal

40 cu.ft

External

110 cu.ft

In May 2023, Embraer and NetJets announced a deal for up to 250 Praetor 500 with deliveries expected to begin in 2025 and will be NetJets’ first time offering the midsize Praetor 500 to its customers. © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 5 3

SUPER MIDSIZE

TEXTRON AVIATION CESSNA CITATION LONGITUDE MODEL YEAR BASE PRICE

2019 $ 29,995,000

Launched in 2012, the Citation Longitude (Model 700) combines a one-seat-row stretched version of the newly designed Citation Latitude stand-up, flat floor-wide cabin with a large winglet equipped Hawker 4000 similar wing and T-tail. Following the first flight on October 8, 2016, and well over 2 years delay, the Citation Longitude received its FAA certification in September 2019 paving the way for its entry into service with fractional operator NetJets holding a large 175 aircraft order of this model. The standard cabin arrangement of the Longitude accommodates eight passenger seats in a double club configuration, offering very generous legroom for maximum comfort, complemented by a large forward wet galley offering plenty of room for food preparation and a large aft walk-in baggage compartment fully accessible in flight.

PERFORMANCE Max Range*

3,500 nm

Max Cruise Speed

483 kts

Takeoff Distance

4,810 ft

Landing Distance

3,170 ft

Max Cruise Altitude

45,000 ft

Initial Cruise Altitude

-

*4 Passengers, M 0.80, NBAA IFR reserves

WEIGHTS Max Takeoff

39,500 lbs

Max Landing

33,500 lbs

Max Zero Fuel

26,800 lbs

Usable Fuel

14,511 lbs SYSTEMS AVIONICS

Manufacturer Model

Garmin G5000 ENGINES

Manufacturer

Honeywell

Model

HTF7700L

Thrust

7,665 lbf CABIN

Max Passengers

12

Cabin Volume

761 cu.ft

Cabin Height

6 ft

Cabin Width

6 ft 5 in

Cabin Length

25 ft 2 in

BAGGAGE STORAGE Internal

112 cu.ft

External

-

On May 2024, Textron Aviation announced the development of new Garmin G5000 avionics enhancements including the introduction of a Synthetic Vision Guidance System (SVGS) that couples with Synthetic Vision Technology (SVT) to support approach minima as low as 150 ft.

The improved avionics version will be available in 2025 for the Citation Latitude and in 2026 for the Citation Longitude.

5 4 / E L IT E W I N G S M AGA Z I N E © 2 0 2 4

SUPER MIDSIZE PERFORMANCE

EMBRAER PRAETOR 600 MODEL YEAR BASE PRICE

2019 $ 21,995,000

The Praetor 600 is the new marketing designation of the Embraer EMB-550 model previously marketed under the Legacy 500 designation. Part of a fly-by-wire midsize aircraft family offering positioned then between the light Phenom 300 and the large Legacy 650. The EMB-550 was launched in 2008 and first flew on November 27, 2012, prior to the first delivery in October 2014.

The enhanced Praetor 600, recognizable by its taller and wider winglets pushes the range performance of its predecessor by almost 900 nm, achieving a best-in-class 4,018 nm range capability.

The Praetor 600 features a 6-foot tall, flat-floor cabin, configured on an eight seats double club configuration, the fully reclining seats may be berthed into four beds. The highly functional and sophisticated super-midsize cabin offers a refreshment center at the entrance, a rear private lavatory with a vacuum toilet, and an in-flight accessible baggage hold.

Max Range*

4,018 nm

Max Cruise Speed

466 kts

Takeoff Distance

4,717 ft

Landing Distance

2,165 ft

Max Cruise Altitude

45,000 ft

Initial Cruise Altitude

-

*4 Passengers, LRC, NBAA IFR reserves

WEIGHTS Max Takeoff

42,857 lbs

Max Landing

37,478 lbs

Max Zero Fuel

28,660 lbs

Usable Fuel

16,145 lbs SYSTEMS AVIONICS

Manufacturer Model

Collins Aerospace Pro Line Fusion ENGINES

Manufacturer

Honeywell

Model

HTF7500E

Thrust

7,528 lbf CABIN

Max Passengers

12

Cabin Volume

826 cu.ft

Cabin Height

6 ft

Cabin Width

6 ft 10 in

Cabin Length

26 ft 10 in

BAGGAGE STORAGE Internal

45 cu.ft

External

110 cu.ft

© 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 5 5

SUPER MIDSIZE PERFORMANCE

BOMBARDIER CHALLENGER 3500 MODEL YEAR BASE PRICE

2022 $ 27,200,000

The Challenger 3500 is the third iteration of the 2004 Challenger 300 model. Launched as the Challenger Continental in 1999, the then clean-sheet supercritical wing, wide midsize cabin airplane is becoming one of the most successful jets in the Bombardier portfolio. The 2022 edition introduced a redesigned interior featuring Bombardier exclusive and patented Nuage seats, a lower cabin altitude, and a long-overdue baseline autothrottle system.

The standard configuration of the challenger 3500 accommodates eight passengers in a highly comfortable double club seating configuration. The cabin can also be configured with an optional three places divan pushing the total passenger capacity to ten.

The 2022 edition benefits also from some of the Global 7500 developed technologies like the highly improved sound insulation.

The edition is also introducing the industry’s first voice-controlled cabin system to manage lighting, temperature, and entertainment systems.

Max Range*

3,400 nm

Max Cruise Speed

M 0.83

Takeoff Distance

4,835 ft

Landing Distance

2,364 ft

Max Cruise Altitude

45,000 ft

Initial Cruise Altitude

43,000 ft

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

WEIGHTS Max Takeoff

40,600 lbs

Max Landing

34,150 lbs

Max Zero Fuel

28,200 lbs

Usable Fuel

14,150 lbs SYSTEMS AVIONICS

Manufacturer Model

Collins Aerospace Pro Line 21 Advanced ENGINES

Manufacturer

Honeywell

Model

HTF7350

Thrust

7,323 lbf CABIN

Max Passengers

10

Cabin Volume

862 cu.ft

Cabin Height

6 ft

Cabin Width

7 ft 2 in

Cabin Length

25 ft 2 in

BAGGAGE STORAGE Internal

106 cu.ft

External

-

In May 2023, Bombardier announced making Collins Aerospace’s new Iridium Certus satcom system, a baseline feature on the Challenger 3500. The new LEO-based connectivity solution offers a top speed of 704 kbps.

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SUPER MIDSIZE PERFORMANCE

GULFSTREAM G280 MODEL YEAR BASE PRICE

2012 $ 24,500,000

Developed as a successor of the IAI Astra Galaxy business jet that become the Gulfstream G200. Israel assembled G280 is the first iteration of this model incorporating Gulfstream design elements since its acquisition of the program. Launched in 2008. The G280 completed its first flight on December 11, 2009, in Tel Aviv prior to 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. The G280 features a spacious cabin with seating for up to ten 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 windows cabin, offers a large forward wet galley, an elegant aft vacuum lavatory, and a very generous in-flight accessible baggage compartment.

Max Range*

3,600 nm

Max Cruise Speed

M 0.85

Takeoff Distance

4,750 ft

Landing Distance

2,720 ft

Max Cruise Altitude

45,000 ft

Initial Cruise Altitude

43,000 ft

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

WEIGHTS Max Takeoff

39,600 lbs

Max Landing

32,700 lbs

Max Zero Fuel

28,200 lbs

Usable Fuel

14,600 lbs SYSTEMS AVIONICS

Manufacturer Model

Collins Aerospace Pro Line Fusion ENGINES

Manufacturer

Honeywell

Model

HTF7250G

Thrust

7,624 lbf CABIN

Max Passengers

10

Cabin Volume

935 cu.ft

Cabin Height

6 ft 1 in

Cabin Width

6 ft 11 in

Cabin Length

25 ft 10 in

BAGGAGE STORAGE Internal

120 cu.ft

External

-

Gulfstream is continuously improving its super-midsize G280. In 2022, Gulfstream introduced a lower cabin altitude for the model, reducing it from 6,000 ft to 4,800 ft. In June 2023, after a series of tests, the G280 was cleared for operations from St-Tropez in La Môle airport, at the heart of the French Riviera. © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 5 7

LARGE PERFORMANCE

BOMBARDIER CHALLENGER 650 MODEL YEAR BASE PRICE

2015 $ 33,000,000

The Challenger 650 is the last iteration of the 1986 Challenger 600 game-changing large-cabin business jet. Launched in 1975 as the LearStar 600 by industry pioneer Bill P Lear, the program was taken over by Canadian manufacturer Canadair which succeeded after several delays and development cost overruns to bring an exceptional airplane to market. The challenger 600 is the only business aircraft that evolved into an airliner with the successful CRJ regional jets family. The 2015 Challenger 650 builds on the already highly improved Challenger 605 that was introduced in early 2006, with an updated airframe featuring larger cabin windows and an updated cockpit featuring Collins Aerospace Pro Line 21 avionics. The latest iteration introduces a completely restyled, modern-looking cabin and improved GE engines offering a 5% thrust increase. With up to twelve passengers seating capacity, the wide Challenger 650 cabin allows for upscaled seats, a large aisle, spacious galleys, and in-flight access to a 112 cu.ft baggage compartment.

Max Range*

4,000 nm

Max Cruise Speed

M 0.85

Takeoff Distance

5,640 ft

Landing Distance

2,402 ft

Max Cruise Altitude

41,000 ft

Initial Cruise Altitude

37,000 ft

-

WEIGHTS Max Takeoff

48,200 lbs

Max Landing

38,000 lbs

Max Zero Fuel

32,000 lbs

Usable Fuel

20,000 lbs SYSTEMS AVIONICS

Manufacturer Model

Collins Aerospace Pro Line 21 ENGINES

Manufacturer

GE Aerospace

Model

CF34-3B

Thrust

9,220 lbf CABIN

Max Passengers

9

Cabin Volume

971 cu.ft

Cabin Height

6 ft

Cabin Width

7 ft 11 in

Cabin Length

25 ft 7 in

BAGGAGE STORAGE

5 8 / E L IT E W I N G S M AGA Z I N E © 2 0 2 4

Internal

112 cu.ft

External

-

LARGE PERFORMANCE

DASSAULT AVIATION FALCON 2000LXS MODEL YEAR BASE PRICE

2013 $ 36,000,000

The Falcon 2000 is a wide-body transcontinental twin-engine aircraft from French aircraft manufacturer Dassault Aviation. Developed as a twin-engine version of the Falcon 900 trijet, the Falcon 2000 inherited the Falcon 900’s fuselage diameter and wing design. The first aircraft flew on March 4, 1993, prior to entering service in 1994. The falcon 2000 saw incremental improvements that pushed the range to 4,000 nm with the addition in 2009 of Aviation Partner blended winglets. In 2011 Dassault Aviation highly enhanced the twin-jet airfield performance with the addition of full-length inboard slats. With seating arrangements for up to ten passengers, the Falcon 2000 features a wide cabin cross-section configured in two flexible seating zones. Dassault Aviation has been transferring a few Falcon 2000 components manufacturing to India since 2018, as part of its offset obligations, linked to India’s contract for the purchase of 36 Dassault Rafale fighters.

Max Range*

4,000 nm

Max Cruise Speed

M 0.82

Takeoff Distance

4.675 ft

Landing Distance

2,260 ft

Max Cruise Altitude

47,000 ft

Initial Cruise Altitude

-

-

WEIGHTS Max Takeoff

42,800 lbs

Max Landing

39,300 lbs

Max Zero Fuel

29,700 lbs

Usable Fuel

16,660 lbs SYSTEMS AVIONICS

Manufacturer Model

Honeywell Primus Epic ENGINES

Manufacturer

Pratt & Whitney

Model

PW308C

Thrust

7,000 lbf CABIN

Max Passengers

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 Internal

130,6 cu.ft

External

-

© 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 5 9

LARGE PERFORMANCE

DASSAULT AVIATION FALCON 900LX MODEL YEAR BASE PRICE

2010 $ 44,700,000

The Falcon 900LX is the last iteration of the 1979 Falcon 50 game-changing long-range business trijet from French military and civilian aircraft manufacturer Dassault Aviation. The Falcon 900 derivative entered service in 1986 featuring a wider and longer fuselage compared to the original Falcon 50. The 900 model saw a long series of improvements from FADEC-controlled state-ofthe-art Honeywell engine integration to the latest generation of avionics powering the Dassault signature EASy II flight deck. The 2010 Falcon 900LXS introduced Aviation Partners blended winglets extending the range to 4,750 nm. The Falcon 900LX 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.

Max Range*

4,750 nm

Max Cruise Speed

M 0.87

Takeoff Distance

5,360 ft

Landing Distance

2,415 ft

Max Cruise Altitude

51,000 ft

Initial Cruise Altitude

-

WEIGHTS Max Takeoff

49,000 lbs

Max Landing

44,500 lbs

Max Zero Fuel

30,864 lbs

Usable Fuel

20,905 lbs SYSTEMS AVIONICS

Manufacturer Model

Honeywell Primus Epic ENGINES

Manufacturer

Honeywell

Model

TFE731-60

Thrust

5,000 lbf CABIN

Max Passengers

14

Cabin Volume

1,264 cu.ft

Cabin Height

6 ft 2 in

Cabin Width

7 ft 2 in

Cabin Length

33 ft 2 in

BAGGAGE STORAGE

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

Internal

127 cu.ft

External

-

LARGE PERFORMANCE

GULFSTREAM G400 MODEL YEAR BASE PRICE

2025 Expected $ 34,500,000

Launched in October 2021, the all-new G400 will extend the successful long-range G500/G600 family offering into the large jets category. With a 5-foot shorter fuselage than the G500, this new offering will change the game in the medium-size cabin category by introducing unprecedented capabilities and comfort levels only found so far in the long-range categories. With up to 2.5 living zones, the G400 can seat up to 12 passengers with all the comfort and elegance introduced by Gulfstream in the G500 / G600 family of long-range jets. Equipped with 10 Gulfstream signature panoramic oval windows and the all-new plasma-ionization clean air system, the advanced G400 cabin will be offered in three floorplan configurations.

Max Range*

4,200 nm

Max Cruise Speed

M 0.90

Takeoff Distance

5,000 ft

Landing Distance

3,000 ft

Max Cruise Altitude

51,000 ft

Initial Cruise Altitude

41,000 ft

WEIGHTS Max Takeoff

69,850 lbs

Max Landing

60,000 lbs

Max Zero Fuel

47,150 lbs

Usable Fuel

25,350 lbs SYSTEMS AVIONICS

Manufacturer Model

Honeywell Primus Epic ENGINES

Manufacturer

Pratt & Whitney

Model

PW812GA

Thrust

15,144 lbf CABIN

Max Passengers

12

Cabin Volume

1,441 cu.ft

Cabin Height

6 ft 2 in

Cabin Width

7 ft 7 in

Cabin Length

36 ft 4 in

BAGGAGE STORAGE Internal

175 cu.ft

External

-

The G400 successfully completed its first flight on August 15, 2024, officially launching the flight test program.

The G400 flight test vehicle departed Savannah/ Hilton Head International Airport at 9:04 a.m. and returned 2 hours, 54 minutes later, having reached a speed of Mach 0.85 and altitude of 41,000 feet. The aircraft accomplished this mission using a blend of sustainable aviation fuel from Gulfstream’s Savannah campus. © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 6 1

LONG RANGE | 5,0 0 0 NM PERFORMANCE

DASSAULT AVIATION FALCON 6X MODEL YEAR BASE PRICE

2023 $ 53,800,000

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 allowing for London City steep approach and a large number of short-field airport operations. The three-zone Falcon 6X cabin features the largest cross-section in the industry marketed by Dassault Aviation as the first ultra-widebody purpose-built business jet. The 6X cabin is 20 inches longer that 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.

Max Range*

5,900 nm

Max Cruise Speed

M 0.90

Takeoff Distance

5,115 ft

Landing Distance

2,440 ft

Max Cruise Altitude

51,000 ft

Initial Cruise Altitude

-

-

WEIGHTS Max Takeoff

77,500 lbs

Max Landing

62,400 lbs

Max Zero Fuel

45,900 lbs

Usable Fuel

33,800 lbs SYSTEMS AVIONICS

Manufacturer Model

Honeywell Primus Epic ENGINES

Manufacturer

Pratt & Whitney

Model

PW812D

Thrust

13,500 lbf CABIN

Max Passengers

16

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 Internal

155 cu.ft

External

-

The world's first Falcon 6X was delivered to Switzerland based charter operator Cat Aviation in February 2024.

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LONG RANGE | 5,0 0 0 NM PERFORMANCE

GULFSTREAM G500 MODEL YEAR BASE PRICE

2018 $ 49,500,000

The G500 is part of a new Gulfstream GVII family offering launched in 2014. This new family introduces a newly designed wide cabin, coupled with a G650 derivative high-speed supercritical wing allowing for Mach 0.925 maximum speed. The G500 is powered by the latest 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 G500 wide cabin benefits from the highly optimized four circular arcs cross-section fuselage design complemented with fourteen Gulfstream signature large panoramic oval windows. The three living zones allow for great configuration flexibility, with the option of a forward or an aft galley and an aft fully enclosed stateroom. The G500 offers the most advanced flight deck of any business or commercial aircraft. The Symmetry Flight Deck™ features active control sidesticks that provide visual and tactile feedback. An industry first on this cockpit is the three overhead touchscreen panels replacing traditional bulky switch panels.

Max Range*

5,200 nm

Max Cruise Speed

M 0.925

Takeoff Distance

5,300 ft

Landing Distance

3,100 ft

Max Cruise Altitude

51,000 ft

Initial Cruise Altitude

43,000 ft

-

WEIGHTS Max Takeoff

79,600 lbs

Max Landing

64,350 lbs

Max Zero Fuel

52,100 lbs

Usable Fuel

30,250 lbs SYSTEMS AVIONICS

Manufacturer Model

Honeywell Primus Epic ENGINES

Manufacturer

Pratt & Whitney

Model

PW814GA

Thrust

15,144 lbf CABIN

Max Passengers

19

Cabin Volume

1,715 cu.ft

Cabin Height

6 ft 2 in

Cabin Width

7 ft 7 in

Cabin Length

41 ft 6 in

BAGGAGE STORAGE Internal

175 cu.ft

External

-

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

LONG RANGE | 5,0 0 0 NM PERFORMANCE

BOMBARDIER GLOBAL 5500 MODEL YEAR BASE PRICE

2019 $ 47,400,000

The Global 5500 is the second iteration of the 2005 short-cabin Global 5000. Taking advantage of the latest generation Rolls-Royce Pearl 15 engine, the Global 5500 offers a 700 nm range increase coupled with 13% lower fuel burn compared to its predecessor. The 2019 three zones cabin Global 5500, combines transcontinental long-range and high-speed capabilities with exceptional short-field performance. With its steep approach certification, the Global 5500 aircraft is capable of landing at London City Airport. It can also operate in and out of other challenging airports like Aspen and Lugano. The elegantly redefined Global 5500 interior lines create an aesthetic masterpiece and benefit from the new generation of Bombardier Nuage seats, designed to maximize comfort and relaxation on long-haul flights. The shorter cabin Global 5500 offers flexible seating arrangements that can accommodate up to sixteen passengers.

Max Range*

5,900 nm

Max Cruise Speed

M 0.90

Takeoff Distance

5,340 ft

Landing Distance

2,207 ft

Max Cruise Altitude

51,000 ft

Initial Cruise Altitude

41,000 ft

-

WEIGHTS Max Takeoff

92,500 lbs

Max Landing

78,600 lbs

Max Zero Fuel

58,000 lbs

Usable Fuel

39,250 lbs SYSTEMS AVIONICS

Manufacturer Model

Collins Aerospace Pro Line Fusion ENGINES

Manufacturer

Rolls-Royce

Model

Pearl 15

Thrust

15,125 lbf CABIN

Max Passengers

16

Cabin Volume

1,589 cu.ft

Cabin Height

6 ft 2 in

Cabin Width

7 ft 11 in

Cabin Length

40 ft 9 in

BAGGAGE STORAGE Internal

195 cu.ft

External

-

In August 2023, Bombardier and Collins Aerospace announced the availability of a new advanced avionics upgrade for in-service jets with the Global Vision Flight Deck (GVFD). The new avionics and software are already available for in-production jets and enable new features such as Combined Vision System (CVS), ADS-B in traffic display (CDTI) in addition to a new state-of-the-art weather radar.

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LONG RANGE | 6,0 0 0 NM PERFORMANCE

DASSAULT AVIATION FALCON 8X MODEL YEAR BASE PRICE

2016 $ 63,800,000

The Dassault Aviation flagship Falcon 8X is a 3.5-feet longer derivative of the 2007 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 a 2% more fuel-efficient Pratt & Whitney Canada PW307D and a redesigned ultra-efficient wing coupled with redesigned winglets. The Falcon 8X offers a 500 nm range increase compared to the 7X with improved fuel efficiency.

The Falcon 8X cabin is 3 ft longer compared to 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 aft stand-up shower installation, all part of the over 30 cabin layouts offered by Dassault Aviation.

Max Range*

6,450 nm

Max Cruise Speed

M 0.90

Takeoff Distance

5,880 ft

Landing Distance

2,240 ft

Max Cruise Altitude

51,000 ft

Initial Cruise Altitude

-

-

WEIGHTS Max Takeoff

73,000 lbs

Max Landing

62,400 lbs

Max Zero Fuel

41,000 lbs

Usable Fuel

35,141 lbs SYSTEMS AVIONICS

Manufacturer Model

Honeywell Primus Epic ENGINES

Manufacturer

Pratt & Whitney

Model

PW307D | X3

Thrust

6,722 lbf CABIN

Max Passengers

16

Cabin Volume

1,695 cu.ft

Cabin Height

6 ft 2 in

Cabin Width

7 ft 8 in

Cabin Length

42 ft 8 in

BAGGAGE STORAGE Internal

140 cu.ft

External

-

© 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 6 5

LONG RANGE | 6,0 0 0 NM PERFORMANCE

BOMBARDIER GLOBAL 6500 MODEL YEAR BASE PRICE

2019 $ 58,000,000

The Global 6500 is the 4th generation of the 1999 Bombardier high-speed intercontinental Global Express private jet BD-700 model. Prior to the Global 7500, the Global Express was the Canadian manufacturer’s flagship jet and one of the best offerings in the new class of ultra-long-range large-cabin business jets designed to fly at a high speed between any two points on the globe with no more than one refueling stop. The Global Express was officially launched on December 20, 1993, and first flew on October 13, 1996, achieving certification in 1998 and first customer delivery in 1999. The Global 6500 introduced in 2019, offers a 600 nm range increase coupled with a 13% lower fuel burn compared to its predecessor thanks to the latest generation Pearl 15 engine from Rolls-Royce.

Max Range*

6,600 nm

Max Cruise Speed

M 0.90

Takeoff Distance

6,145 ft

Landing Distance

2,236 ft

Max Cruise Altitude

51,000 ft

Initial Cruise Altitude

41,000 ft

-

WEIGHTS Max Takeoff

99,500 lbs

Max Landing

78,600 lbs

Max Zero Fuel

58,000 lbs

Usable Fuel

45,050 lbs SYSTEMS AVIONICS

Manufacturer Model

Collins Aerospace Pro Line Fusion ENGINES

Manufacturer

Rolls-Royce

Model

Pearl 15

Thrust

15,125 lbf CABIN

Max Passengers

17

Cabin Volume

1,690 cu.ft

Cabin Height

6 ft 2 in

Cabin Width

7 ft 11 in

Cabin Length

43 ft 3 in

BAGGAGE STORAGE Internal

195 cu.ft

External

-

In August 2023, Bombardier and Collins Aerospace announced the availability of a new advanced avionics upgrade for in-service jets with the Global Vision Flight Deck (GVFD). The new avionics and software are already available for in-production jets and enable new features such as Combined Vision System (CVS), ADS-B in traffic display (CDTI) in addition to a new state-of-the-art weather radar.

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LONG RANGE | 6,0 0 0 NM PERFORMANCE

GULFSTREAM G600 MODEL YEAR

2019

BASE PRICE

$ 59,500,000

The G600 is part of a new Gulfstream GVII family offering launched in 2014. This new family introduces a newly designed wide cabin, coupled with a G650 design-based high-speed supercritical wing allowing for Mach 0.925 maximum speed. The G600 is powered by the latest generation PW800 engines from Pratt & Whitney Canada. The longer fuselage G600 first flew on December 17, 2016, prior to entering service in August 2019. The G600 wide cabin benefits from the highly optimized four circular arcs cross-section fuselage design complemented with 14 Gulfstream signature larges panoramic oval windows. The 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. The wide and long cabin allows for great configuration flexibility, with the option of a forward or an aft galley and an optional aft fully enclosed stateroom.

Max Range*

6,500 nm

Max Cruise Speed

M 0.925

Takeoff Distance Landing Distance

5,700 ft 2,900 ft

Max Cruise Altitude

51,000 ft

Initial Cruise Altitude

41,000 ft

-

WEIGHTS Max Takeoff

94,600 lbs

Max Landing

76,800 lbs

Max Zero Fuel

57,440 lbs

Usable Fuel

41,500 lbs SYSTEMS AVIONICS

Manufacturer Model

Honeywell Primus Epic ENGINES

Manufacturer

Pratt & Whitney

Model

PW815GA

Thrust

15,680 lbf CABIN

Max Passengers

19

Cabin Volume

1,884 cu.ft

Cabin Height

6 ft 2 in

Cabin Width

7 ft 7 in

Cabin Length

45 ft 2 in

BAGGAGE STORAGE Internal

175 cu.ft

External

-

On May 7, 2024, Gulfstream Aerospace announced that the U.S. Federal Aviation Administration (FAA) had certified the G600 for steep approach to landing.

The G600 has successfully demonstrated its steep-approach capabilities with low-speed handling and short-field landings at London City Airport in England and Lugano Airport in Switzerland. © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 6 7

LONG RANGE | 7,0 0 0 NM G650

GULFSTREAM G650 / G650ER MODEL YEAR BASE PRICE

G650ER

PERFORMANCE

2014 $ 70,500,000 (ER)

When entering into service in 2012, the G650 (Model GVI) was the largest and fastest business jet ever built. Currently dethroned

by Bombardier Global 7500.

The 7,000 nm, G650 was first unveiled in 2008, followed by the first flight on November 25, 2009.

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

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 range increase compared to the standard model.

Max Range*

7,000 nm

7,500 nm

Max Cruise Speed

M 0.925

M 0.925

Takeoff Distance

5,858 ft

6,299 ft

Landing Distance

3,000 ft

3,000 ft

Max Cruise Altitude

51,000 ft

51,000 ft

Initial Cruise Altitude

41,000 ft

41,000 ft

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

WEIGHTS Max Takeoff

99,600 lbs

103,600 lbs

Max Landing

83,500 lbs

883,500 lbs

Max Zero Fuel

60,500 lbs

60,500 lbs

Usable Fuel

44,200 lbs

48,200 lbs

SYSTEMS AVIONICS Manufacturer

Honeywell

Model

Primus Epic ENGINES

Manufacturer

Rolls-Royce

Model

BR725

Thrust

16,900 lbf CABIN

Max Passengers

19

Cabin Volume

2,138 cu.ft

Cabin Height

6 ft 3 in

Cabin Width

8 ft 2 in

Cabin Length

46 ft 10 in

BAGGAGE STORAGE Internal

195 cu.ft

External

-

In July 2023 , Gulfstream announced the availability of the Honeywell Primus Epic Block 3 upgrade for the G650. Block 3 introduces a large number of improvements and new features such as LPV capability, ADS-B traffic display (CDTI), an autopilot coupling with TCAS. 6 8 / E L IT E W I N G S M AGA Z I N E © 2 0 2 4

LONG RANGE | 7,0 0 0 NM PERFORMANCE

BOMBARDIER GLOBAL 7500 MODEL YEAR BASE PRICE

2018 $ 78,000,000

The ultra-long-range Global 7500 originally launched as the Global 7000 is the top-end offering from Canadian-based aircraft manufacturer Bombardier. Combining a unique four zones cabin, state-of-the-art transonic wing, and advanced fly-by-wire technology. Launched in 2010, the prototype flew on November 4, 2016, and achieved certification only in December 2018 with a two years delay 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. The four-zone cabin of the Global 7500 offers limitless customization possibilities ranging from a fully private Master suite with a stand-up shower in the En-Suite to the elegant six-seating conference suite, allowing for business lunch or family dinner.

Max Range*

7,700 nm

Max Cruise Speed

M 0.925

Takeoff Distance

5,760 ft

Landing Distance

2,237 ft

Max Cruise Altitude

51,000 ft

Initial Cruise Altitude

43,000 ft

-

WEIGHTS Max Takeoff

114,850 lbs

Max Landing

87,600 lbs

Max Zero Fuel

67,500 lbs

Usable Fuel

51,850 lbs SYSTEMS AVIONICS

Manufacturer Model

Collins Aerospace Pro Line Fusion ENGINES

Manufacturer

GE Aerospace

Model

Passport

Thrust

18,920 lbf CABIN

Max Passengers

19

Cabin Volume

2,633 cu.ft

Cabin Height

6 ft 2 in

Cabin Width

8 ft

Cabin Length

54 ft 5 in

BAGGAGE STORAGE Internal

195 cu.ft

External

-

In October 2022, Bombardier launched an Executive Cabin configuration featuring three workspace areas designed to enhance corporate collaboration and meeting productivity during long flights. The new open-office interior offering is further enhanced with the innovative Nuage Cube, a versatile piece of furnishing that can be used as a seat, stool, or small table around the cabin. © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 6 9

LONG RANGE | 7,0 0 0 NM PERFORMANCE

GULFSTREAM G700 MODEL YEAR BASE PRICE

2024 $ 79,900,000

The new G700 flagship jet will allow Gulfstream to restore its position at the highest end of the business jet offering. This stretched G650 derivative features a new advanced high-speed winglet combined with higher thrust next-generation engines from Rolls-Royce. Gulfstream introduced the G700 in October 2019 with a full-scale cabin mock-up and an aircraft taxiing under its own power. The G700 brings the best in Gulfstream technologies combining the innovation of the G500 and G600 award-winning Symmetry Flight Deck with the legendary performance of the G650ER. 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 and a crew compartment or passenger lounge; the industry’s only ultra-high-definition circadian lighting system; speakerless surround sound; and a master suite with shower.

Max Range*

7,750 nm

Max Cruise Speed

M 0.935

Takeoff Distance

6,250 ft

Landing Distance

3,250 ft

Max Cruise Altitude

51,000 ft

Initial Cruise Altitude

41,000 ft

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

WEIGHTS Max Takeoff

107,600 lbs

Max Landing

83,500 lbs

Max Zero Fuel

62,750 lbs

Usable Fuel

49,400 lbs SYSTEMS AVIONICS

Manufacturer Model

Honeywell Primus Epic ENGINES

Manufacturer

Rolls-Royce

Model

Pearl 700

Thrust

18,250 lbf CABIN

Max Passengers

19

Cabin Volume

2,603 cu.ft

Cabin Height

6 ft 3 in

Cabin Width

8 ft 2 in

Cabin Length

56 ft 11 in

BAGGAGE STORAGE Internal

195 cu.ft

External

-

In September 2023, Gulfstream announced improved performance capabilities for the G700.

During flight tests, the new Gulfstream flagship jet was able to demonstrate increases in range and speed as well as improvements in cabin altitude. The range gained 250 nm and the maximum speed was increased to Mach 0.935 from Mach 0.925. The cabin altitude was lowered to 2,840 feet when flying at 41,000 ft.

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LONG RANGE | 7,0 0 0 NM PERFORMANCE

DASSAULT AVIATION FALCON 10X MODEL YEAR BASE PRICE

2027 Expected $ 75,000,000

The new Dassault Aviation flagship Falcon 10X is the most ambitious business jet program launched by the French-based manufacturer. When entering service in 2025, the 10X would become the largest and most capable purpose-built business jet, offering over 150 cubic feet more volume than its closest competitors from Gulfstream and Bombardier. Designed with the latest aerodynamics advancements, the 10X will be capable of a top speed of Mach 0.925 and exceptional low-speed performance allowing for London City airport operations. With an 8-inch wider cabin than its closest competitors, the falcon 10X will bring unprecedented flexibility to the purpose-built business jet offering, allowing passengers straight stand-up even well off the cabin centerline.

The baseline arrangement separates the interior into four equal sections of 8 feet, 10 inches, and four windows a side each. The 10X stateroom can be equipped with a full-size queen bed.

Max Range*

7,500 nm

Max Cruise Speed

M 0.925

Takeoff Distance

<6,000 ft

Landing Distance

<2,500 ft

Max Cruise Altitude

51,000 ft

Initial Cruise Altitude

-

-

WEIGHTS Max Takeoff

1115,00 lbs

Max Landing

-

Max Zero Fuel

67,800 lbs

Usable Fuel

51,700 lbs SYSTEMS AVIONICS

Manufacturer Model

Honeywell Primus Epic ENGINES

Manufacturer

Rolls-Royce

Model

Pearl 10X

Thrust

18,000 lbf CABIN

Max Passengers

19

Cabin Volume

2,780 cu.ft

Cabin Height

6 ft 8 in

Cabin Width

9 ft 1 in

Cabin Length

56 ft 10 in

BAGGAGE STORAGE Internal

198 cu.ft

External

-

On April 2024, Rolls-Royce announced the start of the flight test campaign of the Pearl 10X engine on the company's Boeing 747-200 flying test bed in Tucson, Arizona.

Flight testing will include engine performance and handling checks at various speeds and altitudes, in-flight relights, tests of the nacelle’s anti-icing system, as well as fan vibration tests at various altitudes. © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 7 1

LONG RANGE | 8,0 0 0 NM PERFORMANCE

GULFSTREAM G800 MODEL YEAR BASE PRICE

2024 Expected $ 72,500,000

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 allow for unprecedented mission flexibility with up to 8,000 nm nonstop city-pairs connection at Mach 0.85 or 7,000 nm range at Mach 0.90 high-speed allowing up to 1.5 hours of flight time savings. The G800 cabin will be similar in size to the G650 with seatings 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.

Max Range*

8,000 nm

Max Cruise Speed

M 0.925

Takeoff Distance

6,000 ft

Landing Distance

3,250 ft

Max Cruise Altitude

51,000 ft

Initial Cruise Altitude

41,000 ft

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

WEIGHTS Max Takeoff

105,600 lbs

Max Landing

83,500 lbs

Max Zero Fuel

60,500 lbs

Usable Fuel

49,400 lbs SYSTEMS AVIONICS

Manufacturer Model

Honeywell Primus Epic ENGINES

Manufacturer

Rolls-Royce

Model

Pearl 700

Thrust

18,250 lbf CABIN

Max Passengers

19

Cabin Volume

2,138 cu.ft

Cabin Height

6 ft 3 in

Cabin Width

8 ft 2 in

Cabin Length

46 ft 10 in

BAGGAGE STORAGE

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Internal

195 cu.ft

External

-

LONG RANGE | 8,0 0 0 NM PERFORMANCE

BOMBARDIER GLOBAL 8000 MODEL YEAR BASE PRICE

2025 Expected $ 81,000,000

In 2010 Bombardier launched a new flagship, ultra-long-range global aircraft family with a four-zone cabin Global 7000 and a 7,900 nm three-zone cabin Global 8000. The Global 7000 achieved certification in December 2018 and was able to demonstrate a 300 nm higher range capability. With a 7,700 nm range, the 7000 model was re-branded to the Global 7500. The Global 8000 was put on hold for several years until May 2022 when Bombardier decided to re-launch the program as a higher-speed, longer-range version of the Global 7500. The new Global 8000 will leverage the capabilities of the Global 7500 high-speed transonic wing that was able to demonstrate a Mach 0.94 MMO speed. Expected to enter service in 2025, the Global 8000 aircraft development is ongoing. For current Global 7500 operators, the performance enhancements on the Global 8000 will be retrofittable when the aircraft enters service in 2025.

Max Range*

8,000 nm

Max Cruise Speed

M 0.94

Takeoff Distance

5,760 ft

Landing Distance

2,237 ft

Max Cruise Altitude

51,000 ft

Initial Cruise Altitude

43,000 ft

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

WEIGHTS Max Takeoff

-

Max Landing

-

Max Zero Fuel

-

Usable Fuel

SYSTEMS AVIONICS

Manufacturer Model

Collins Aerospace Pro Line Fusion ENGINES

Manufacturer

GE Aerospace

Model

Passport

Thrust

18,920 lbf CABIN

Max Passengers

19

Cabin Volume

2,236 cu.ft

Cabin Height

6 ft 2 in

Cabin Width

8 ft

Cabin Length

54 ft 5 in

BAGGAGE STORAGE Internal

195 cu.ft

External

-

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TURNKEY BIZLINERS

AIRBUS CORPORATE JETS ACJ TWOTWENTY MODEL YEAR BASE PRICE

2023 ~$ 80,000,000

PERFORMANCE Max Range*

5,650 nm

Max Cruise Speed

M 0.82

Takeoff Distance

5,370 ft

Landing Distance

4,750 ft

Max Cruise Altitude

41,000 ft

Initial Cruise Altitude

-

The ACJ TwoTwenty combines the wide cabin of a large airliner airframe with a modular business jet interior offering. The interior completion catalog offers a large selection of pre-engineered cabin layouts and options that reduce time and costs over a typical bizliner completion process.

-

WEIGHTS Max Takeoff

140,500 lbs

Max Landing

112,500 lbs

Max Zero Fuel

108,000 lbs

Based on the Airbus A220-100 aircraft, which generally would carry 120 passengers, the ACJ TwoTwenty cabin is configured to carry up to 19 passengers comfortably. The new aircraft aims to create a new market segment marketed by Airbus Corporate Jets under the Xtra Large Bizjet by emphasizing cabin space, range, and technology at a similar price point to ultra-long-range purpose-built business jets.

Usable Fuel

50,585 lbs

Manufacturer

Pratt & Whitney

The range of 5,650 nm is achieved through the addition of up to five auxiliary fuel tanks.

Model

PW1500G

Thrust

24,400 lbf

The ACJ TwoTwenty is powered by ultra-efficient geared turbofan engines from Pratt & Whitney.

SYSTEMS AVIONICS Manufacturer Model

Collins Aerospace Pro Line Fusion ENGINES

CABIN Max Passengers

19 + 3 Pilot

Cabin Volume

5,120 cu.ft

Cabin Height

6 ft 11 in

Cabin Width

10 ft 8 in

Cabin Length

78 ft 1 in

BAGGAGE STORAGE Internal

-

External

837 cu.ft

Thanks to its Bombardier origins as the CSeries CS100, the ACJ TwoTwenty features a Pro Line Fusion powered flight deck and a fly-by-wire system that shares a lot of technologies with Bombardier's ultra-long range Global 7500.

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TURNKEY BIZLINERS

BOEING BUSINESS JET BBJ SELECT MODEL YEAR BASE PRICE

2025 Expected ~$ 95,000,000

With the BBJ Select, Boeing is taking the best of the business jet and the bizliner worlds, combining a wide airliner airframe with a modular interior design approach.

Designed in collaboration with award-winning business jet completion centers Aloft AeroArchitects and Greenpoint Technologies, the new BBJ Select offering has been exclusively developed for the BBJ 737-7. It offers a comprehensive catalog of pre-designed cabin layouts and configurations to accelerate installation while lowering the total purchase price of the airplane.

PERFORMANCE Max Range*

6,810 nm

Max Cruise Speed

M 0.82

Takeoff Distance

6,820 ft

Landing Distance

-

Max Cruise Altitude

41,000 ft

Initial Cruise Altitude

-

-

WEIGHTS Max Takeoff

177,000 lbs

Max Landing

145,600 lbs

Max Zero Fuel

138,700 lbs

Usable Fuel

67,690 lbs SYSTEMS AVIONICS

Manufacturer

BBJ Select offers 144 unique modular cabin combinations in three different color palettes, covering the spectrum of personal, business, and head-of-state airplane requirements.

Model

All BBJ Select configurations feature fixed elements, including the crew rest, galley, and VIP lavatory in the forward section and the stateroom and en-suite shower room in the back section.

Boeing Integrated Boeing Integrated ENGINES

Manufacturer

CFM

Model

LEAP-1B27

Thrust

26,400 lbf CABIN

Max Passengers

19 + 3 Pilot

Cabin Volume

-

Cabin Height

7 ft 1 in

Cabin Width

11 ft 7 in

Cabin Length

85 ft 8 in

BAGGAGE STORAGE Internal

-

External

274 cu.ft (with ACT)

The BBJ Select is 6 ft 4 in longer than the original BBJ1 based on the 737-700HGW and features a 445 nm additional range over the original BBJ1 thanks to its ultra-efficient CFM LEAP-1B engines, which have a 15% better fuel burn than the original CFM56-7B on the previous generation. © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 7 5

AC C E L E R AT I N G A E RO S PAC E I N N OVAT I O N T H ROU G H T U R N - K E Y T E C H N O L OG Y D E V E L O P M E N T S O L UT I O N S

By Viswanath Tata

Can you give us a quick overview of 3C? Certification Center Canada (3C) provides a complete range of flight test and certification services to the global aerospace community from its facilities on the outskirts of Montreal, Canada. 3C has built the tools, experience, management team, and mature processes to offer its clients a one-stop-shop for civil and military aerospace projects that require flight test and certification.

Can you walk us through 3C history?

A Conversation with Dr. John Maris, President & CEO, Certification Center Canada (3C)

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In 2016, with an ever-increasing portfolio of airworthiness and aircraft certification programs, Marinvent Corporation spun out it’s certification services activities and set up Certification Center Canada as a Transport Canada approved Independent Design Approval Organization (DAO), to address some of the issues that stakeholders were facing with getting new products certified using an already overstretched regulatory agency.

TEC H N OLOG Y D EVELOPMEN T SOLUTION S | CERTIFIC ATION CEN TER C A N A DA - 3C

and certification of new aerospace technologies, that includes the right equipment – such as an instrumented flight test aircraft, and even one equipped for Flight Into Known Icing testing –to give industry access to commercialize their innovations. We received an initial grant from the government of Quebec under its LPCAD program in 2021 to support us in our efforts.

What this means for the aerospace industry?

We are lucky in Canada to have a thriving aerospace sector, national associations to represent Canada’s aerospace manufacturing and services sectors – both civil (AIAC) and defense (CADSI), along with national and provincial government involvement in all sorts of areas to support, improve and grow the sector.

The “future of aerospace”, encompassing the drive for sustainable aviation, Advanced Air Mobility (AAM), autonomous technologies, new operational models, new materials, new aircraft configurations, new fuels, and new players in aerospace all accelerated the pace of innovation. This resulted in a further increase in demand for regulatory support, including resources and need for new standards and regulations.

To address these challenges, 3C developed and launched a new initiative in 2020, which it called CFATE (Centre for Future Aerospace Technologies Evaluation). CFATE is a simple concept to help customers bring new technologies to market. It provides expert assistance to help customers specify, design, develop, integrate, evaluate, test, certify (including flight test) and showcase their new technologies to get them to market more efficiently. CFATE, which is still in the process of being fully realized, is designed to create a turnkey ‘centre of gravity’ for the development

Being involved with these various organizations allows us to be heard, to raise awareness, and get visibility, but it also helps us and our member colleagues to focus on the broader issues and, more importantly, do something about them that benefits the majority. 3C has, and continues to be, enthusiastically involved and this has certainly helped develop our reputation as a “Thought Leader,” contributing to aerospace and government initiatives. This is also an area where being able to provide trusted, independent advice and connect relevant parties has proven beneficial for helping projects happen, reducing R&D costs (through knowledge on government programs), bringing new international parties to Canada, and helping our promising domestic programs succeed. We are not always involved in these projects, and often it really is simply helping parties connect, but there is always a “positive” result at some point.

Can you give us an overview of some of the government initiatives in Canada?

There are several important initiatives happening at the moment in Canada: INSAT (https://insat.aero/) , ZIAQ (https://www.economie.gouv.qc.ca/bibliotheques/ zones-dinnovation/creation-de-zones-dinnovation), CAIIG (Canadian-Aerospace-Industry-Innovation_Gateway-toGlobal-Leadership.pdf (aiac.ca)). All of these are great at consolidating efforts and leveraging funding in the pursuit of solutions to the individual and wider challenges/goals of industry and Government. Significant funds have been invested to work on these challenges and bring them up to a Technology Readiness Level (TRL) of 7, the highest

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TEC HNOL OG Y D E V E L O P ME NT S OL UT IONS | CE RT IF ICAT ION C EN TER CA N A DA - 3C

level of maturity that such government funding is comfortable with in Canada.

However, to turn these innovations into revenue generating approved products that will begin to make aviation more sustainable (as an example), companies must integrate, test, demonstrate, flight test, and certify them – otherwise, they will remain just ideas. This is exactly the piece of the technology development lifecycle that 3C’s CFATE is aimed at addressing.

We want to help industry with expertise, a knowledge base, available data, and equipment/equipped platforms to help through these parts of the process. For example, 3C has recently acquired a PC-12 which is being fully instrumented to support flight into known icing (FIKI) testing for manned and unmanned vehicles. With recent concerns over icing related incidents, increasing interest in northern regions, drone anti-icing requirements and indeed the regulated requirements for any flying vehicle, we feel that providing this capability and knowledge base is critical to industry sustainable technology success. Interestingly, the same PC-12 aircraft, with a modified instrumentation payload, can function as a certified chase aircraft or gather other types of data. This is a truly flexible and cost-effective platform which is ideally suited to multiple program applications.

Why is trust so important in the aerospace industry?

We would not be here without the trust shown to us by others and trusting in ourselves that being honest to help others (even if there is no return for us) is always the right thing to do. It is what has gotten us here and part of who we are. It is why our customers and partners have learned to fully trust us in return. In fact, our marketing and business development strategy is mainly accomplished through spending time contributing to the government working groups in which we are involved, understanding common industry issues and providing our inputs with due regard for the bigger picture in Canada. The philosophy being that if we do this well and are seen to be contributing valuably, we will foster trust, attract other collaborators, and get involved with businesses that are bigger than us (both domestic and international). This, in turn, will offer us the opportunity to be involved in new projects with such businesses because people know we understand their issues and can be part of their team to help optimize government support, thereby reducing the cost and risk

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To turn innovations into revenue-generating approved products, companies must integrate, test, demonstrate, flight test, and certify them – otherwise, they will remain just ideas. This is exactly the piece of the technology development lifecycle that 3C’s CFATE is aimed at addressing.

TEC H N OLOG Y D EVELOPMEN T SOLUTION S | CERTIFIC ATION CEN TER C A N A DA - 3C

of their projects. The government representatives with whom we interact in the same working groups are also happy because they know that we are representing the viewpoint of the SME community, a cornerstone of the government’s mandate, thereby helping them achieve their own targets. It really is a “win, win, win.”

Can you explain the role 3C is playing in the aerospace industry?

We see that our role within the aerospace industry is to cultivate relationships and provide independent, truthful, and open collaboration with a broad set of stakeholders to help them succeed in what they are doing or want to do.

We focus on providing value-added services that leverage our expertise to help make aviation safer and more sustainable as quickly and efficiently as possible. We bring a wealth of knowledge and experience to the table and are completely committed to providing this service.

In doing this, we get to work on some very exciting projects, and sometimes can develop our own IP along the way related to promising technologies that we think may benefit the industry in future. We then look for the appropriate opportunities to leverage this IP on future projects.

We have amassed an impressive IP portfolio for a company our size over the years. Two such pieces of IP we have developed that are now at the point of exploitation are: (i) a new software tool that greatly reduces the risk, time and cost of flight test and certification programs. We use this tool on all our flight test projects to improve our efficiency, and (ii) the result of all our work on icing, and indeed our President John Maris’ experience and doctorate on the subject. This led to the development of an Airfoil Performance Monitor (APM) which provides real-time data on the effective lifting capacity of a wing (or other airfoil) throughout the flight envelope. What is brilliant about APM is that it is independent of debris, malformations, or ice build-up. It shows the actual lift capacity of the surface so that one can accurately monitor and always know the margin to aerodynamic stall. APM also has a low power requirement and single feed so it has application in the AAM/UAM and drone arenas where you may not have a pilot on board.

Based on the current regulations with respect to operation of drones and indeed other air vehicles in areas prone to icing, ie. most of Canada, the need for APM on new platforms is enormous to know what’s always going on with the aircraft, when to turn on the de-icing system (and indeed when to turn it off having guaranteed to have cleared the ice), and how to enact the appropriate manoeuvres to prevent the vehicle from stalling. Icing is still a serious problem for piloted aircraft and is even more of a concern for those operating without a pilot or sufficient energy on board to operate a de-icing system (electric aircraft are a very good example).

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TEC HNO L OG Y D E V E L O P M E NT S OL UT IONS | CE RT IF ICAT ION CEN TER CA N A DA - 3C

How do you see the CFATE growing in the future?

CFATE was launched because of the excellent support of the government of Quebec. We would like to see it grow into one of the world's most complete research, development, evaluation, flight test and certification facilities in the world for Sustainable Aviation Technologies (including AAM/UAS and New Propulsion). The concept was inspired by how ATI in the UK brought similar capabilities and facilities together at Cranfield University. We believe that aerospace in Canada could benefit tremendously from a similar centre. Saint-Hubert, Quebec is the current location chosen, with its proximity to many of the OEM’s and suppliers, plus easy accessibility and available airspace.

We continue to explore other locations such as Mirabel, Quebec in which to continue the expansion. CFATE, along with 3C’s Centre for Icing Research (also partially funded by the government of Quebec) are perfectly positioned under the Quebec government’s ZIAQ initiative as a core element of infrastructure for flight test and certification and icing research/FIKI approval.

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The Centre for Future Aerospace Technologies Evaluation, flight test and certification (CFATE) are all about enabling new aerospace technologies. We continue to grow our capabilities with respect to integration, demonstration, test, and flight test assets, along with all the right expertise to assist companies and train the next generation of experts.

This is why 3C became a founding member of INSAT/INTAD (www.insat.aero), the recently launched not-for-profit organization. As 3C and CFATE grow, the infrastructure, expertise, and test assets they operate will become part of Canada’s essential capabilities for integrating, testing, demonstrating and certifying the exciting new sustainable aviation technologies that will be developed under INSAT/ INTAD. From concept through certification, from technology through aircraft development, our plans are to bring this together for the aerospace community and for Canada.

Take your world with you.

Beyond speed

At SD, we recognize that not one size fits all, which is why we customize our ground-breaking technology to meet your individual connectivity needs. Purpose-built for business aviation our Plane Simple® antenna series delivers consistent, seamless, genuinely global connectivity to support productivity, entertainment, and relaxation on the ground or in the air. Connectivity is just one piece of the puzzle; we deliver so much more. We provide flexible pricing plans, 24/7/365 human customer support, cybersecurity services, and a single resource for your end-to-end connectivity needs. +1 321.777.3000 satcomdirect.com © 2 0 2 4 E L IT E W I N G S M AGA Z I N E / 8 1

E L ITE WINGS MONTREAL 2025

AV I AT I O N S U M M I T

MONTREAL 2025 JUNE 02 – 03 | LE MOUNT STEPHEN

Discussing Challenges, Exploring Opportunities

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The Elite Wings team is glad to once again bring a unique event to the business aviation industry, where leaders, experts, and advisors can share their knowledge, perspective and vision about our industry, making this annual event the perfect venue for discussing the challenges facing our industry and exploring new opportunities for its growth.

With ever-evolving technologies breakthroughs and more and more sophisticated solutions, it pays to understand each other’s vision and how we are turning the industry challenges into innovation-led opportunities.

This event is also an opportunity for sharing our knowledge and perspectives with anyone who wants to learn about business aviation.

ELI T E WI N GS MONTREAL 2025

EWAS2025 will be hosted in beautiful Montréal, Canada. Greater Montréal stands as a cornerstone within the business aviation industry, enjoying a rich tapestry of innovation, expertise, and business opportunity.

AV I AT I O N S U M M I T

MONTREAL 2025 JUNE 02 – 03

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For once, having a shorter runway is better for business.