For over 42 years, the Corporate Angel Network (CAN) has been quietly working in the background to make this happen for as many cancer patients as possible, regardless of their financial status.

The CAN nonprofit story is an important one to tell, and AVweb contributor Larry Anglisano does just that with a sit-down discussion with CAN president and CEO Bob Stangarone and other volunteers who help make it happen.

Editor’s Note: This article first appeared on AVweb.

The post Nonprofit Turns to Jets to Fight Cancer appeared first on FLYING Magazine.

Today’s Top Pick is a 1984 Cessna 650 Citation III.

Cessna’s first Citation jets broke new ground in the early 1970s with their forgiving flight characteristics, easy handling, passenger comfort, and economical operation. The only thing the straight-winged machines lacked, some critics said, was speed. Unflattering nicknames, such as “NearJet” and “Slow-Tation,” proliferated. The 650 Citation II put a stop to that with a new swept-wing design and record-setting performance.  

With the 650 Cessna focused its efforts on integrating high-end features that could give the new Citation the feel of bigger and more expensive airplanes. These ranged from a comfortable, surprisingly roomy cabin to trailing link landing gear known for smoothing out even fairly rough landings.

This 1984 Citation III has 9,931 hours on the airframe with 1,939 hours on the left engine and 1,741 hours on the right. The Honeywell TFE731-3C-100S engines are managed under the MSP Gold program. The aircraft is equipped with a Sundstrand T62T-40C7A1 APU and has made a total of 7,336 landings.

The panel features a PS Engineering PMA-8000E audio panel, dual Garmin GTN 750 GPS/Nav/Comms, Bendix/King KTR-953 radio, Garmin GWX 70 radar, Garmin TAWS B, Bendix/King TCAS, Goodrich WX500 Stormscope, Fairchild GA-100 cockpit voice recorder, and GTX 345R transponder with ADS-B In and Out.

Pilots who are interested in a jet with more cabin space and longer range than many light jets should consider this 1984 Cessna 650 Citation III, which is available for $1.2 million on Aircraft For Sale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Textron Aviation Delivers 100th Cessna Citation Longitude
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• FLYING Magazine: Business Aviation’s Workhorse Engine Marks Its 50th Birthday
• Plane & Pilot: Textron Aviation Delivers 8,000th Cessna Citation
• Plane & Pilot: Cessna Citation CJ3+ Gains FAA certification
• AVweb: Textron Unveils Cessna Citation Ascend

The post This 1984 Cessna 650 Citation III Is a Groundbreaking ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2023 Cirrus SF50 G2+ Vision Jet.

While revolutionary when introduced, the Cirrus Vision Jet has become a common sight on general aviation ramps across the country due to its popularity with private pilots and a range of commercial operators. Much of the aircraft’s appeal stems from the way it was designed around a single pilot, with the goal of making their workload easily manageable.

Many GA pilots are accustomed to flying aircraft with a range of advanced features, including autopilots and GPS navigation systems. In the Vision Jet, pilots transition to a cockpit with fully integrated automation that is several steps ahead of the retrofit technology that many have flown with for years. The difference is palpable.

Cirrus also had passengers in mind when developing the Vision Jet, which has an especially spacious, airy cabin that allows occupants to stretch out and enjoy pressurized comfort. The experience is akin to a personal airliner with first-class-only seating. If you take your family on a long vacation trip in this aircraft, they may not be willing to ever fly at low altitude with piston power again.    

This Vision Jet has just 14 hours on the airframe and its Williams FJ33-5A turbofan engine, which has a 4,000-hour TBO.

The aircraft’s panel features the Garmin G3000-integrated flight deck with the Cirrus Perspective+ Touchscreen interface and Safe Return emergency Autoland system. The avionics package includes synthetic vision, altitude and heading reference system (AHRS), Garmin Class B terrain avoidance warning system (TAWS), traffic collision avoidance system (TCAS), and triple digital transponders. The airplane has a ceiling of 31,000 feet and is certified under Part 135 to operate in reduced vertical separation minimum (RVSM) airspace. 

Pilots interested in owning a well-equipped very light jet (VLJ) that is nearly new should consider this 2023 Cirrus SF50 G2+, which is available for $4 million on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: We Fly: Cirrus Vision Jet G2+
• FLYING Magazine: Cirrus Vision Jet Gets Auto Radar, Cirrus IQ
• FLYING Magazine: The Cirrus Life: Three Remarkable Days at the Cirrus Vision Center in Knoxville
• Plane & Pilot: Cirrus Vision SF50 to Add Garmin Autoland
• Plane & Pilot: Cirrus SF50 Vision Jet Wins Collier Trophy
• The Aviation Consumer: Vision Jet: The Safest GA Airplane?

The post This 2023 Cirrus SF50 G2+ Vision Jet Is a Fully Integrated ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2019 Honda HA-420 HondaJet Elite.

The HA-420 HondaJet was among the most anticipated aircraft in history in part because, by the time it received FAA certification in 2016, it had been in the works for decades. Many people familiar with Honda’s vast automotive operations had caught wind of the seemingly odd aviation project underway far behind the scenes.

When the jet finally emerged, it was clear that it incorporated a number of true innovations, starting with its over-the-wing-mounted engines. This new setup helped to isolate the engines from the cabin, reducing noise and vibration while also giving passengers more space but removing the invasive mounting structure from the fuselage. The result is a cabin that is larger than many would expect.

The HondaJet’s cruising speed also drew a lot of attention. While using power similar to that of competing jets, the Honda could cruise at 420 ktas, which was higher than its closest rivals. 

This 2019 HondaJet Elite has 4,120 hours on the airframe and 3,524 hours on each of its GE Honda HF120 engines since new. The aircraft is under Honda’s Flight Ready P2 maintenance program as well as the CAMP maintenance tracking system. The engines have logged 2,520 cycles, and the jet has performed 2,913 landings.

The panel features Garmin G3000 integrated avionics with a GFC 700-enhanced automatic flight control system, GWX 70 weather radar, radar altimeter, TCAS I, TAWS Class B, synthetic vision, Garmin Flight Stream 510, Jeppesen Chartview, and Cockpit Iridium.

Pilots looking for a small, single-pilot jet with innovative features and performance that matches or surpasses many larger models should consider this 2019 HA-420 HondaJet, which is available for $3.2 million on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Honda Aircraft Unveils Certified Pre-Owned Program for HondaJets
• FLYING Magazine: Volato Signs HondaJet Maintenance Agreement with Banyan Air Service
• FLYING Magazine:  HondaJet Close to EASA Certification on the Elite II
• FLYING Magazine: Honda Aircraft Reveals Certification Plan for HondaJet 2600 Concept
• Plane & Pilot: We Fly It First: HondaJet Arrives!
• Plane & Pilot: NBAA 2019: Honda Aircraft Customizes HondaJet for Tom Cruise
• The Aviation Consumer: NBAA 2022 Standouts: Refurbs, HondaJet

The post This 2019 Honda HA-420 HondaJet Elite Is a Feature-Packed ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2019 Cirrus SF50 G2 Vision Jet.

Transitioning to jets is a big deal for any pilot, whether you fly for the airlines, the military, or your own one-ship family transport organization. For that last group, the change from piston power to a jet is striking, especially when you are flying it yourself as a single pilot. The workload might grow, but so do the rewards.

I had the good fortune to fly a Vision Jet for an article I wrote in 2017, and what I noticed first was how roomy the cabin was. It felt like my family would be as comfortable there as they are in the den at home. Next was the extra speed. Destinations that normally were two hours away at 150 ktas suddenly were just one hour away. I immediately understood the appeal and was not surprised to hear that Cirrus delivered its 500th Vision Jet last fall. The fleet is large enough that I encounter the jets regularly on the ramp at Essex County Airport near my New Jersey home.

This Vision Jet has 760 hours on the airframe and on its Williams FJ33-5A engine since new. The full FADEC engine has a 4,000-hour TBO and has been managed under the Williams International TAPS Blue maintenance program.

The panel features the Garmin G3000 integrated flight deck with  the Cirrus Perspective+ Touchscreen interface, synthetic vision, Iridium satellite communications, TCAS, real-time weather radar, enhanced vision systems, Jeppesen ChartView, and more.

Pilots interested in moving up the performance ladder from a Cirrus SR22 or other fast piston models should consider this Cirrus Vision Jet, which was designed with transitioning piston PICs in mind, and is available for $2.9 million on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Cirrus Delivers 500th SF50 Vision Jet
• FLYING Magazine: Verijet Adds 3 Cirrus SF50 G2+ Vision Jets to Fleet
• FLYING Magazine: We Fly: Cirrus Vision Jet G2+
• FLYING Magazine: Cirrus Adds Second Vision Jet Simulator
• Plane & Pilot: Cirrus Launches Generation Two SF50 Vision Jet
• Plane & Pilot: 2019 Planes Of The Year: Cirrus SF50 Vision Jet G2 And Piper 100
• The Aviation Consumer: Cirrus Jet G2+: More Power, Gogo Wi-Fi

The post This 2019 Cirrus SF50 G2 Vision Jet Is a Step Up and an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The new rule requires manufacturers to incorporate improved fuel-efficient technologies into airplanes manufactured after January 1, 2028. It also applies to subsonic jet airplanes and large turboprop and piston-engine airplanes that have not yet been certified, the FAA said.

• READ MORE: FAA Proposed Rule Targets Turbine, Turboprop, and Piston Aircraft Fuel Efficiency

“We are taking a large step forward to ensure the manufacture of more fuel-efficient airplanes, reduce carbon pollution, and reach our goal of net-zero emissions by 2050,” said FAA Administrator Mike Whitaker.

Among the aircraft that will be required to meet the new standards are the Boeing 777X and newly built versions of the Boeing 787 Dreamliner; the Airbus A330neo; business jets including the Cessna Citation; and turboprop transports such as the ATR 72 and Viking Air Limited Q400. The regulation does not affect airplanes currently in service. 

• READ MORE: ‘We Need to Fly Aircraft—We Don’t Fly PowerPoints’

Civil aircraft such as those listed contribute 9 percent of domestic transportation emissions and 2 percent of total U.S. carbon pollution, according to the FAA. 

The final rule, which can be found in the Federal Register, is part of the U.S. Aviation Climate Action Plan aimed at achieving net-zero greenhouse gas emissions from the American aviation sector by 2050.

The post FAA Releases Final Rule on Aircraft Fuel Efficiency for Emissions appeared first on FLYING Magazine.

Groupe Dassault consists of several enterprises beyond Dassault Aviation, including Dassault Systèmes, Le Figaro (media and services), Immobilière Dassault (real estate), Dassault Wine Estates (including Saint-Émilion, France-based Château Dassault), and Artcurial (auction house).

Edelstenne rose to lead the French conglomerate on May 28, 2018, following the death of Serge Dassault. Trappier comes into the position having longtime experience with the company. He served as executive vice president, international directorate, leading the company’s successful bid to sell the Mirage 2000-9 fighter to the United Arab Emirates in 1998, as well as the selection of the Rafale fighter following India’s Medium Multirole Combat Aircraft RFP in 2012.

Trappier graduated from Telecom SudParis academy for engineers and then served in the French Navy as an officer. He joined Dassault Aviation in 1984 as a systems engineer in the business unit’s design department. Currently, he also serves as chairman of Dassault Falcon Jet, and he’s a member of the French Légion d’Honneur and Knight of the Ordre National du Mérite.

Dassault Aviation certified the Falcon 6X in 2023 under Trappier’s leadership and continues development of the Falcon 10X with certification anticipated in 2025.

The post Trappier to Lead Dassault Corporate in 2025 appeared first on FLYING Magazine.

Today’s Top Pick is a 1973 Learjet 25B.

The Learjet 23’s first flight in 1963 marked a new era in personal transport. Until that point, many aviation industry leaders doubted that the market for luxury private jets was large enough to warrant the expenditure needed to design and produce such aircraft. Convinced it would succeed if marketed to the right customers, inventor Bill Lear pushed ahead with development of the Learjet.

Learjets became so popular that for a time they became synonymous with “private jet” and “business jet.” People tended to refer to any sleek, small private jet as a Learjet. While many business aviation customers bought the aircraft, it was celebrity ownership that helped them stand out. Famous people–-like singers James Brown and Frank Sinatra, and pilot/golf champion Arnold Palmer—traveled in Learjets, which came to represent expressions of personal style as much as time-saving business tools. Even the earliest models still look great today.    

This 1973 Learjet has 10,600 hours on the airframe, 4,036 hours on one engine and 4,200 on the other since overhaul. The General Electric CJ610-6 engines have a TBO of 5,000 hours. The airplane has made a total of 9,557 landings and has a range of 1,437 nm, maximum takeoff weight of 15,000 pounds, and  basic empty weight of 8,154 pounds.

The panel includes a Garmin GNS 530AW, dual Garmin GTX 335 transponders, autopilot with flight director, and weather radar. Additional equipment includes a drag chute.

Pilots and passengers who want a fast, beautifully styled aircraft with family ties to what many consider the first real business jets should look into this 1973 Learjet 25B, which is available for $385,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: The Learjet Era Ends With a Final Delivery
• FLYING Magazine: Exploring the Flysimware Lear 35A for MSFS2020
• FLYING Magazine: FAA Certifies G5000 Avionics Update for Learjet Aircraft
• FLYING Magazine: Bombardier Announces Learjet 75 Liberty
• Plane & Pilot: How The New Learjet Liberty Is New And How It‘s Not
• Plane & Pilot: Last Learjet Ever
• AVweb: Last Learjet Rolls Off Bombardier’s Wichita Assembly Line

The post This 1973 Learjet 25B Is a Fast Celebrity-Linked ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

“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.

Like grand-touring automobiles, these personal jets have targeted the well-to-do traveler, intent on covering sizable distances with a companion and some luggage. At the same time, manufacturers hedged their bets by touting the category’s suitability for limited military roles, such as training and utility duties.

Few mini-jets ever reached series production. French manufacturer Morane-Saulnier saw some success with its MS.760 Paris jet in the 1960s. More recently, Eclipse Aviation flew its Concept Jet prototype but, like most other modern efforts, ultimately settled on a larger six-place design.

Polish manufacturer Flaris appears to be the only company with the potential to buck the trend and bring its contender to production. Naming it the LAR 01, Flaris introduced the small, 4,079-pound (maximum takeoff weight), single-engine jet in 2013 and conducted the first flight in early 2019. While it technically has five seats, it is perhaps more accurately described as a four-plus-one, as, like a sports sedan, the fifth seat is nestled between the two back-seat passengers.

The overall airframe layout is logical. The single Williams FJ33-5 engine needs to be placed on centerline, and to avoid robbing internal volume with the engine and ducting, Flaris followed the lead of Eclipse and Cirrus with a dorsal engine pod. To separate the LAR 01’s tail surfaces from hot engine exhaust, Flaris opted for a “U-tail” with two small vertical stabilizers at each tip performing yaw duties. 

Whereas the overall airframe layout is predictable, the execution is intriguing. Flowing lines define the fuselage, from a constant arc along the belly to the organic window and door shapes up front. Faced with the decision to retract the main gear into the wing or the lower aft fuselage, Flaris opted for the latter, enabling a thin, efficient wing design.

Flaris touts an 18-to-1 glide ratio, besting the 14.7-to-1 ratio of the Cirrus Vision Jet and actually matching that of early Schweizer gliders. This abundance of aerodynamic efficiency also provides healthy returns during takeoff and landing. The LAR 01 requires just 656 feet to take off and 820 feet to land. Interestingly, Flaris has designed and approved the jet for operation from grass fields, a feature not commonly seen among jet-powered aircraft that aren’t built by Pilatus.

The stall speed of the LAR 01 is a meager 62 knots, enabling the pilot to dissipate a significant amount of energy prior to touchdown in the event of a forced landing. Alternatively, they can deploy the parachute as in the Cirrus.

Rather than utilizing a traditional thrust lever mounted atop a center console, Flaris has installed a single control stick in that position, with dual thrust levers mounted on both outside edges of the glareshield. Accordingly, each front-seat passenger would use their inside arm to control the jet and their outside arm to actuate their thrust lever.

To date, only one LAR 01 has been built, and it appears to be progressing through flight testing. However, a second airframe has been completed as an unmanned aircraft and was displayed at the 2023 Dubai Airshow following a United Arab Emirates defense firm purchasing a 50 percent stake in Flaris. Whether that deal will affect the development and certification of the LAR 01 remains to be seen.

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