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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

• READ MORE: We Fly: Embraer Praetor 500

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

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

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

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

• READ MORE: We Fly: Cessna Citation Latitude

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

On March 3, a Bombardier Challenger 300 was flying from Dillant/Hopkins Airport (KEEN), Keene, New Hampshire, to Leesburg Executive Airport (KJYO) in Virginia. There were two pilots and three passengers on board. One of the passengers was a child.

According to the preliminary report issued by the National Transportation Safety Board (NTSB), the flight crew stated that the preflight inspection, engine start, and taxi for departure were routine. During the takeoff roll, however, the second-in-command (SIC) reported that although the airplane accelerated normally, he observed that the right primary flight display (PFD) airspeed indicator mis-compared to the left side airspeed indicator

The pilot-in-command (PIC) aborted the takeoff and exited the runway onto a taxiway and shut the left engine down. The preliminary data recovered from the airplane’s flight data recorder (FDR), showed that the airplane, during the first takeoff attempt, reached a maximum airspeed of 104 knots displayed on the left PFD airspeed indicator and 2 knots on the right PFD airspeed indicator before the abort was initiated.

• READ MORE: NTSB Investigation Underway After Passenger Death During Severe Turbulence

The SIC exited the airplane and walked to the front of the aircraft, where he subsequently observed that the red pitot probe cover was still installed on the right-side pitot probe. The SIC removed the cover and returned to the cockpit, stating there was no damage to the probe.

The PIC restarted the left engine and resumed the taxi to the runway. Shortly after the left engine was restarted, the crew reported that an engine indicating and crew alerting system (EICAS) advisory message of ‘RUDDER LIMITER FAULT’ annunciated.

The PIC attempted two ground avionics “stall tests” to clear the message, as he had received this advisory message in past ground operations. However, the tests did not clear the annunciation. The flight was continued given that the message was an advisory and not a caution or warning.

During the subsequent takeoff, the flight crew further reported the acceleration was normal; however, the SIC noticed that the V-speeds were not set.

The SIC called V1 and rotate at 116 knots from memory, and the PIC entered the climb without incident.

As the initial climb and turn on course progressed, the PIC engaged the autopilot and they continued a climb to 6,000 feet msl. The flight was subsequently cleared to flight level 240 (24,000 feet msl).

According to the NTSB, “No significant difference in airspeed was observed in the data for the remainder of flight, following the SIC’s removal of the pitot probe cover. Throughout the initial climb, multiple pilot-commanded manual pitch trim inputs and corresponding movements from the horizontal stabilizer were observed.”

During the climb, the preliminary FDR data showed that the autopilot had been engaged and disengaged in three separate instances. When the autopilot was engaged, there was an immediate master caution annunciated. The autopilot disconnected in the first two instances after the manual pilot pitch trim was activated, and small pitch oscillations were observed after the disengagement.

The flight crew reported that as the aircraft passed through 6,000 feet, they observed multiple EICAS caution messages. The crew recalled EICAS messages of ‘AP STAB TRIM FAIL’ (autopilot stabilizer trim failure), ‘MACH TRIM FAIL,’ and ‘AP HOLDING NOSE DOWN.’ Neither crewmember could recall exactly what order the EICAS messages were presented. They also reported that additional EICAS messages may have been annunciated.

The autopilot was re-engaged for the final time at 6,230 feet msl and remained on until reaching 22,780 feet msl. The airplane’s airspeed increased from 238 knots to 274 knots in this segment of the climb.

On the order of the PIC, the SIC referred to the quick reference handbook, locating the quick reference card and the ‘PRI STAB TRIM FAIL’ (primary stabilizer trim failure) checklist.

The SIC visually showed the PIC the checklist, and they both agreed to execute the checklist. The first action on the checklist was to move the stabilizer trim switch (‘STAB TRIM’), located on the center console, from ‘PRI’ (primary) to ‘OFF.’ The SIC read the checklist item aloud and he subsequently moved the switch to off.

As soon as the switch position was moved, the airplane abruptly pitched up. The PIC had his left hand on the yoke, and when the aircraft pitched up he put both hands on the yoke to regain control of the airplane, which pitched up and down for a few seconds. During the oscillations, the PIC instructed the SIC to move the stabilizer trim switch back to the primary position, which the SIC accomplished.

According to the NTSB, “The airplane immediately pitched up to about 11 degrees and reached a vertical acceleration of about positive 3.8g. The airplane subsequently entered a negative vertical acceleration to about negative 2.3g. The airplane pitched up again to about 20 degrees, and a vertical acceleration of positive 4.2g was recorded.”

The stall protection stick pusher activated during this pitch up and subsequently, vertical acceleration lowered to about +2.2g which was followed by a cutout of FDR data.

The PIC reported that preceding the rapid pitch event, the autopilot was on, and he expected that once the stabilizer trim switch was turned off, the autopilot would disconnect, which it did.

No manual pitch trim inputs were recorded.

The PIC reported that he had no problem manually flying the airplane after the in-flight upset, nor did he experience any abnormalities trimming the airplane using the manual pitch trim switch, located on the control column, at any point during the flight. Shortly after the in-flight upset, the flight crew were alerted by a passenger that another passenger had been injured.

The SIC went to the cabin to provide medical attention for the injured passenger. He subsequently informed the PIC that there was a medical emergency and that they needed to land. The PIC contacted air traffic control, and the flight was diverted to Bradley International Airport (KBDL) in Connecticut.

The PIC did not reengage the autopilot for the remainder of the flight. After landing, the airplane taxied to the ramp where an ambulance was waiting. Paramedics entered the airplane and subsequently transported the injured passenger to a nearby hospital. The passenger succumbed to her injuries later in the day at the hospital.

The NTSB report did not indicate if the passenger had been wearing her seatbelt at the time of the inflight upset.

About the Flight

The accident airplane was managed by Executive Flight Services (EFS) LLC. and was a non-revenue Part 91 flight operated by the owner of the airplane, Conexon LLC.

In October 2022, both pilots completed initial ground and simulator training and earned their PIC type rating in the Challenger 300.

According to FAA airman records, the PIC held an airline transport pilot certificate and held a PIC type rating in the accident airplane, in addition to other type ratings held. The PIC had accumulated 5,061 total flight hours, and 88 hours in the accident make and model airplane.

The SIC held an airline transport pilot certificate and held a PIC type rating in the accident airplane, in addition to other type ratings held. EFS reported that the SIC had accumulated 8,025 total flight hours, and 78 hours in the accident make and model airplane.

The investigation is continuing.

The post NTSB Details Possible Factors After Fatal Biz Jet Incident appeared first on FLYING Magazine.

In my early 20s, I started my first real flying jobs, first as a CFII, then a fledgling “corporate pilot” flying an advanced T-Tail Piper Arrow. To me, with its big tail, the Arrow was an airliner. It looked like a McDonnell Douglas MD-80 or Boeing 727, I thought. Some 30 years later, I’ve now gone full circle having flown almost 11,000 hours with some 7,000 of those hours in business jets. 

Recently I got checked out in a club’s Piper Archer II. It’s just like the one in Microsoft Flight Simulator 2020, also known as FS2020. Or, I should say, FS2020 is a lot like the real aircraft. 

The fidelity of sims allows me to compare sim vs. real life, and the gap of realism is closer than ever, with some of the photos I see on the internet fooling me into thinking they’re real. I wanted to share my personal sim vs. reality pics with you. But let’s take a look at the first part of this “Been There, Done That” series together.

• READ MORE: Flight Sims, Real World Flying Interact Beautifully

The Carenado sim add-on Archer II with a classic panel offers the same pilot’s-eye perspective at proper viewing height. This is extremely important in any flight sim, as you must position the seat at the exact correct angle and height to get the best visual sense to make proper takeoffs and landings. This is just like real life, where you must do the same, but for some reason, most “default” viewpoints in the flight sims I have seen have this far too low, as if being seen from the eyes of a toddler in the seat.

I have learned how to use the real-life Garmin GPS panel based on what I see in the sim here. When flying the real plane for the first time, I felt right at home learning on the go. A real “been there, done that” feeling.

Early on in my career as a new jet pilot, first type rating class for a Beechjet 400A, I was faced with the flight management system (FMS). The instructors at CAE were amazed at my ability to program and execute anything on the “box,” as normally, new jet pilots must take an extra five-day course on this machine. They couldn’t believe someone who had never flown jets could use the FMS so quickly, and when they asked me where I learned all this, they were stunned. They couldn’t believe any Microsoft Flight Simulator “game” could produce this much accuracy. I proved them wrong. 

The finest Collins FMS representation for 20 years or more has been on the PMDG 737 series, often known as the finest jetliner add-on ever produced year after year for the MS series. It is identical to most business jet FMS units in service today and was most beneficial in my first type rating Class. A. 

I recently visited my sister in Arizona and we took a trip to Sedona. The spectacular scenery was showcased all around us. Equally impressive is the scenery in the new MSFS. While not totally photorealistic, it sure beats any FAA level D that I have used. So I decided to find our exact Sedona hotel view, and replicate it in the flight sim. This is my balcony view in MSFS which took quite a while to find by Bell 407. 

Years ago I took a trip to Europe in one of the Challenger 300s I flew, where I got to go to the most beautiful place I have ever been on earth—Zermatt, Switzerland, home of the Matterhorn. This is me standing on a glorious May afternoon at about the 11,000-foot level. 

In the sim, I risked it all to land a Bell 407 in the exact general area in MSFS, using the same time of day, date, etc. I had to manually play with the snow depth adjustments to better tweak the visuals to match the photos. 

The real Gornergrat Observatory is perched high on a mountain at 10,200 feet, complete with a train line. It is a hotspot for skiers year-round, and is a luxury hotel as well. 

Two years ago, I was in command of my first-ever Pacific Ocean crossing to Lihue, Hawaii (PHIL). The 5.5-hour flight was non-stop from Oakland International Airport (KOAK) to PHIL, arriving on a glorious July afternoon. 

The MSFS2020 view is at the same place and about the same distance, at the time of day, reflecting the same weather. The only corporate jet by default that we can use in MSFS is the Citation Longitude, it’s quite similar to the Falcon 2000s and Challenger 300s that I have flown in its performance and range. 

• READ MORE: Flight Simulator’s Cessna 310 Offers Up Realistic Weather Lesson

Here is the same location in the sim. Not quite as photorealistic as some areas, but the terrain and placement of the lakes are perfect. Flying this close to those sawtoothed peaks ought to be rough, but surprisingly in all my years operating in and out of this place, I have yet to experience any shear, turbulence, or mountain rotor activity. The reason for this is when operating in the Rockies, we tend to only go in or out during good weather. I have not been there when it’s too windy. Perhaps a good thing to try in the sim for a future piece. 

I love simulating the ultimate private airliners, especially the Boeing Business Jet (BBJ) series. Nobody has produced a better BBJ than PMDG Simulations. PMDG has made the 737 series for more than 20 years and is heralded as the finest replication of a 737NG on the computer platform with much attention and approvals from Boeing. I was shocked when I saw the real BBJ2 (737-800 series) in the exact livery of the one on the sim I love in Van Nuys Airport (KVNY). 

Up until now, all my sim flying has been done primarily while traveling, in a hotel using a great portable joystick, and throttle quadrant. But in a moment of “hold the press” excitement, I just got my first ever professional grade yoke, throttle quadrant, and rudder pedals. I am blown away by the quality and workmanship of these units. I have never felt such realism and precision until now. 

I would highly recommend getting this pack as I did from the great Sporty’s Pilot Shop for about $600, which by itself is an amazing deal on the three components of any home cockpit. Once you make this investment, for the cost of about three flying lessons, you’ll get years of realism and fun out of them. The build quality is the best I’ve come across without cannibalizing a real aircraft. 

The post Been There, Done That appeared first on FLYING Magazine.

The report released Thursday by WingX, a data research and consulting company that tracks the business aviation industry, says 3.3 million business jet flights took place in 2021. That’s a 7 percent increase over 2019, the year the report used as the most recent “normal” benchmark. 

WingX says the tide began to turn in the second quarter of 2021 as people returned to leisure travel amid vaccine rollouts and shrinking travel restrictions. The report also suggests that while airline travel has experienced a bit of a comeback, worries over hygiene and exposure to new COVID variants encouraged people to switch to business travel.

Happy Holidays

December saw the largest gain over 2019 in global business jet activity—a 23 percent increase. In fact, for the holiday period from December 20 to January 2, WingX says 127,000 business jet flights took off around the world, a 41 percent jump over the holiday season two years ago.

For perspective, global airline passenger traffic in December was down 28 percent during the same time period.

In North America, the U.S. leads the way

In North America, the U.S. remained the leader of business jet activity in 2021, recording 10 percent more traffic than all of 2019. Meanwhile, Canada’s private aviation traffic shrank by nearly a quarter. The report explains that the adoption of fractional and charter flights drove the U.S. expansion. Fractional traffic grew by 20 percent and charter operations by 18 percent compared to 2019.

Not surprisingly, the holiday period saw the most activity in the U.S., reflecting the global increase noted previously. While airline traffic was 16 percent shy of its 2019 numbers, business jets flew 46 percent more trips compared to the same period.

How are people flying?

•  Light jets made 662,000 flights in 2021, 15 percent more than in 2019.
• Super midsize jets made 179,000 flights last year, which was 18 percent more than two years before.
• Bombardier’s Challenger 300 was the most used bizjet model in 2021, making 179,000 trips, 12 percent more than in 2019.
• Ultra-long-range trips saw a 7 percent dip from 2019, while heavy jets flew 43 percent fewer trips.

Very Light Jets Shine in Europe

Despite Europe’s slower economic rebound, the WingX report says operators flew their business jets 5 percent more in 2021 than they did two years ago. As it was in the U.S., travel also peaked during the holiday season, with a 30 percent uptick over the same period in 2019. 

Spain and Italy recorded the strongest rebound, which WingX attributes to leisure traffic. Countries with fewer travel restrictions—such as Russia and Turkey—saw their domestic flights grow nearly 25 percent. 

The equipment driving the rebound was in the very light jet sector, which saw 22 percent more usage than 2019.

UAE Also Sees Strong Growth

Outside of North America and Europe—where there’s typically less business travel—200,000 business jet trips took place. While that’s only 6 percent of the worldwide market, the number represents a 30 percent increase more than 2019. Nearly 1 in 3 trips were taken using pre-owned business jets. 

The post Report: 2021 Was The Busiest Year In History for Global Business Jet Activity appeared first on FLYING Magazine.