Pros

This guide will cover the all models of the Hawker 800 such as the 850, 900 and 950 business jets. In total, the Hawker 800 production numbered nearly 1,000 units.

Cons

Sadly, the production was halted 2013 when the FAA issued a directive and soon after Textron purchased Hawker business jets.

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Total Production

The total number of all variants built during the manufacturing of the Hawker 125 is 1,720 business jets

Ownership

In 1961 de Havilland  designed the DH125 Jet Dragon

History

In  1961, the DH125 Jet Dragon, a small business jet aircraft and a replacement of the de Havilland Dove. Two aircraft were built and the first flight was completed on 13th August 1962. The aircraft made its World debut at the 1962 Farnborough Airshow as the DH125. The aircraft was designed to fly at least 1,000 miles (1,600kms). The first aircraft were powered by two Bristol Siddeley Viper turbojet engines.

Latest News

24th April 2024 Luxaviation has added a Hawker 900XP based in Italy to its charter fleet

15th January 2024 Jet Luxe adds Hawker 800 jets to Mexico fleet 

The post Hawker 800 and 900 series: Buyer’s and Investor’s Guide appeared first on Corporate Jet Investor.

Embraer has a reputation for building excellent business aircraft, and the Praetor 500 is no exception. It can hold its own relatively well against super-midsize aircraft – at a midsize jet price point. 

Cons:

The midsize and super-midsize markets are both crowded – with most major OEMs selling a new aircraft in these size categories – and plenty of highly depreciated, older models to choose from. There is an abundance of choice, with competitor aircraft providing good range and larger cabins.

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Unveiled at NBAA in 2018, the Praetor 500 was launched as the upgraded version of Embraer’s Legacy 450. The Praetor 500 plugs the size gap between Embraer’s Phenom 300 light business jet and its larger Praetor 600 super-midsize aircraft.

The Praetor 500 sits between midsize and super-midsize categories – competing against the likes of the Bombardier Challenger 350, Cessna Citation Longitude and the Gulfstream G280. 

Cabin

The Praetor 500 shares the same fuselage – and therefore cabin size – as its Legacy 450 predecessor. 

The cabin has a flat floor and a cabin height of 6 ft 0 in (1.83m), allowing most passengers to fully stand up when walking around the cabin.

The cabin has a width of 6ft 10 in (2.08m) – which is plenty wide enough for the cabin to feel spacious – but the competing Gulfstream G280 and Bombardier Challenger 350 both offer an additional 4 inches (0.33m) of cabin width over the Praetor 500.

The Praetor 500 has a cabin length of 24 ft 0 in (7.32m) and can seat up to nine passengers – but most Praetor 500’s will be configured to have a standard capacity of seven passengers.  

Embraer offer three cabin configurations for the Praetor 500 – that all feature two club seats, two single seats and a belted lavatory seat – but allow owners to choose the configuration for the forward part of the cabin.

Owner’s can choose between fitting the forward section of the cabin with an additional rear-facing single seat (bringing total capacity to eight passengers), with a kitchen area and a side facing seat (bringing total capacity to eight passengers), or with a two place divan (bringing total capacity to nine passengers).

Configuration choice will come down to what the owner’s typical mission profile will be, but owners who typically fly longer missions will likely want to opt for the kitchen with side seat configuration – in order to benefit from the fully equipped wet galley that includes a microwave, oven, refrigerator and coffee brewer. 

The Praetor 500 has a cabin altitude of 5,800 ft at maximum cruise altitude – about half a mile below the altitude of Aspen. The lower the cabin pressure – the more refreshed passengers feel after flying, due to increased amount of oxygen in the cabin. By comparison the Gulfstream G280 has a cabin altitude of 4,800 ft, and the Bombardier Challenger 350 has a cabin altitude of 4,850 ft.

The cabin includes a HEPA filter to further improve cabin air quality. The filter captures 99.97% of all particles, such as bacteria and viruses. Embraer also applies MicroShield360 – a preventative coating system that continuously prevents the growth of microbes on surfaces – to every Praetor 500 cabin.

Flight information and cabin management features can be accessed on the upper panel display, or from personal electronic devices that connect to the aircraft through Honeywell’s Ovation Select system. 

Owners can choose an optional in-flight entertainment system consisting of a high-definition video system, surround sound, and multiple audio and video input options that are compatible with portable electronic devices. 

Flight Performance

Speed

With a maximum operating speed of Mach 0.83 (636 mph / 1,024 kmph) the Praetor 500 is one of the quicker midsize aircraft available – although it is marginally slower than the Gulfstream G280 (Mach 0.85 / 652 mph / 1,050 kmph). 

Range

The Praetor 500 has with a maximum theoretical range of 3,340 nm (3,843 miles / 6,185 km), allowing passengers to fly nonstop between city pairs such as Frankfurt and Dubai, Singapore and Beijing, or between any two points within the contiguous United States. Its range, however, isn’t far enough to be able to reliably make non-stop flights across the Atlantic – particularly if there are strong headwinds.  

The Praetor 500 lacks in range compared to its competitors, with Gulfstream G280 having an 8% greater range (3,600nm / 4,142 miles / 6,667 km). The Cessna Citation Longitude can fly 5% further than the Praetor 500, with a maximum theoretical range of (3,500nm / 4,028 miles / 6,482 km). This additional range can make a huge difference – particularly for transatlantic missions.  Buyer’s looking for an Embraer product with greater range should look at the Praetor 600.

Engines

The Praetor 500 is powered by two Honeywell HTF7500E engines that each generate 7,528lbs of thrust. The engines are derived from the Honeywell HTF7000 family – which has flown over seven million flight hours – and of which different variations are used to power other mid and super-midsize aircraft such as the Gulfstream G280, Bombardier Challenger 350, Cessna Citation Longitude and the slightly larger Embraer Praetor 600.

The HTF7500E engines follow an on-condition maintenance program – meaning the engines remain on the aircraft until an issue arises during a scheduled inspection. On-condition maintenance helps minimise downtime and avoiding unnecessary repairs, although it can be more difficult to budget for maintenance events. 

The aircraft is currently approved to use a blend of up to 50% sustainable aviation fuel (SAF) mixed with conventional jet fuel. 

Airfield Performance

The Praetor 500 has superior airfield performance compared to other midsize and super-midsize aircraft. The aircraft only needs a runway length of 4,222 ft in order to take off at maximum weight- allowing passengers to utilise a wider selection of airports.

Lugano airport, Switzerland, and Santos Dumont airport, Rio De Janeiro, are just two examples of airports that the Praetor 600 is able to safely operate from at maximum takeoff weight – but competitor aircraft can’t. 

Flying 

The Praetor 500 is controlled using fly-by-wire technology – essentially a series of computers that process inputs from the pilot, and translates these inputs into movements of the flight control surfaces. Fly-by-wire replaces mechanical linkages from the cockpit to the rest of the aircraft – providing significant weight saving and fuel efficiency benefits, and ensures the aircraft always operates within its safety envelope.

Fly-by-wire is normally fitted on larger aircraft – making the Praetor 500 a standout aircraft given its size and price point.

Pilots control the aircraft via the sidestick control and will benefit from an enhanced vision system with a heads-up display, a synthetic vision system – as well as auto-throttle. 

Buying / Investing 

New aircraft announcements are good news for everyone – except aircraft owners.

However – the launch of the Praetor 500 was good news for existing owners of the Embraer Legacy 450 – as they are able to upgrade and convert their aircraft into a Praetor 500. Changes are made to the fuel system, including reinforcing the wing ribs to hold additional weight and relocating the fuel-measurement system, and new, larger swept winglets are installed. Updates to the cockpit include a new avionics load for the Collins Aerospace Pro Line Fusion flight deck. Conversions will cost Legacy 450 owners c.$500,000.

The Praetor 500 has proved to be a popular aircraft among operators. Flexjet, the fractional aircraft operator, has been offering the aircraft to its customers since 2019, and is converting its existing Legacy 450 aircraft into Praetor 500s. They won’t be the only operator with a significant fleet of Praetor 500s, as NetJets ordered up to 250 of the aircraft in 2023 in a deal worth over $5bn – with deliveries expected to begin in 2025. 

The Praetor 500 falls awkwardly between the midsize and super-midsize categories. The drawback is that it isn’t quite as capable as some of its larger super-midsize competitors – but the advantage the Praetor 500 has is that it is significantly cheaper than some of these competing aircraft. List price for new Praetor 500 is $18.995m, with pre-owned aircraft trading between $17-$18m – which is significantly cheaper than competing aircraft such as the Gulfstream G280 ($24.5m 2022 list price), Bombardier Challenger 350 ($26.7m 2022 list price) and Cessna Citation Longitude ($26m 2022 list price). 

Owning 

Fixed costs – which are payable irrespective of if the aircraft flies, such as hangarage and insurance – will equate to c. $491,000 per year for a Praetor 500.

On top of this, owners will also need to pay variable costs that cover the cost to fly the aircraft, such as fuel, handling and dispatch fees. Variable costs for the Praetor 500 are $3,008 per flight hour.

Based on an assumed usage of 200 flight hours per year, an owner can expect to pay $1.1m annually to operate the aircraft. 

Hard Facts

Flight Performance

Cabin Facts

Airfield Performance

Investing / Owning

Latest News

Embraer delivered 49 business jets in 4Q23, 30 light jets and 19 medium jets.

Full year 2023, Embraer delivered 74 light jets and 41 medium jets.

More Embraer guides: 

Praetor 600

Phenom 300E

Phenom 100E

Lineage 1000E

The post Embraer Praetor 500: Buyer’s and Investor’s Guide appeared first on Corporate Jet Investor.

The Pros

It’s a Gulfstream, considered by many to be the best business jet manufacturer.

The Cons

It’s a Gulfstream, the problem is which model to select.

Range

 The aircraft can fly easily between London to Dubai, New to London and London to Abuja in Nigeria.

Specifications

Maximum Range: 5,300nm/9,816km

High Speed Cruise: Mach 0.90

Long Range Cruise: Mach 0.85

Maximum O 5,300ft/ 1,615mperating Mach Number (Mmo): 0.925

Take-Off Distant (SL,ISA, MTOW): 5,300ft/1,615m

Initial Cruise Altitude: 43,000ft/ 13,106m

Maximum Cruise Altitude: 51,000ft/  15,545m

Latest News – G500

Gulfstream Aerospace delivered 111 business aircraft in 2023, 89 large cabin and 22 mid cabin aircraft. In Q4, Gulfstream delivered 39 aircraft, 32 large cabin and 7 mid-cabin aircraft.

General Dynamics aerospace revenues soar to $2.7bn

Certified for steep approaches:

Gulfstream G500 certified for steep approaches

A short video showing the cabin interior:

More Gulfstream Guides:

G800

G700

G650

G650ER

G600

G550

G400

G280

The post Gulfstream G500: Buyer’s and Investor’s Guide appeared first on Corporate Jet Investor.

Pros: 

Competing at the forefront of business jets, the G800’s flight capabilities make it one of the most impressive business jets available – particularly as it has the lowest list price of any ultra-long range business aircraft.

Cons: 

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First announced in October 2021 and with deliveries expected to start in H1 2023, the G800 is the flagship aircraft for Gulfstream – the renowned Savannah, Georgia based Original Equipment Manufacturer (OEM). 

Cabin

The 16 large oval windows that make the aircraft unmistakably a Gulfstream, are one of the standout features of the cabin.

The G800 retains the original interior dimensions of the G650ER: 6 ft 3 in (1.91m) in high, 8 ft 2 in (2.49m) wide, and a length of 46 ft 10 in (14.27m) excluding the baggage compartment. 

These dimensions provide a substantial amount of room for passengers to travel comfortably on even the longest of journeys – but other ultra-long range aircraft such as the Falcon 10x offer an even larger cabin.

Depending on the cabin layout, the G800 can seat up to 19 passengers and sleep up to 10.  The cabin includes a forward and aft lavatory – as well as four distinct zones including the forward galley that can be configured with a dedicated crew compartment.

Most G800’s are likely to be configured to carry between 15 and 17 passengers with at least one three-person divan and a set of four seats in a club suite configuration.

The cabin benefits from a cabin altitude of 2,916 ft at a cabin altitude of 41,000 sq ft. The lower the cabin altitude, the more oxygen is in the cabin – making passengers feel more comfortable during flight – and more refreshed once the aircraft has reached its destination. The cabin also features plasma-ionisation to purify the 100% fresh air that is renewed every two to three minutes within the cabin.

Flight Performance

Like other ultra-long range business jets, the G800 has a maximum cruise altitude of 51,000 ft, which is c.10,000 ft higher than the maximum operating altitude of commercial airliners. 

The higher the maximum cruise altitude, the easier it is to fly above weather and other air traffic – reducing the potential for routing delays when in flight. 

Speed

The G800 has a maximum operating speed of Mach 0.925 (709 mph / 1,141 kmph) 

1.5 hours on flights longer than 6,500 nm/12,038 km (Time savings based on difference between traveling at Mach 0.80 and Mach 0.90).

Range

OEMs are in a perpetual race to build the furthest flying purpose-built business aircraft – with Gulfstream and Bombardier in particular going head-to-head to hold this title. With a theoretical range of 8,000nm (9,206 miles / 14,816km) – the G800 currently shares this title with the Bombardier Global 8000.

This range theoretically allows passengers to fly non-stop between city pairs such as Dubai and Honolulu, Hong Kong and Houston, and London and Perth. This range based on eight passengers, four crew and fuel reserves – however the range for actual flights will be impacted by the speed the aircraft flies at, air traffic control delays, and weather (particularly head winds). And the vast majority of real life missions will also be significantly shorter. 

Engines

The G800 is powered by two Rolls-Royce Pearl 700 engines, which are a stretched variant of the Rolls-Royce BR725 engines that power the Gulfstream G650. The engines use efficient engine cores and a new low-pressure system – which increases take-off thrust by 8%  at 18,250lb compared with the BR725 engine.

The engine offers a 12% better thrust-to-weight ratio and 5% higher efficiency, while maintaining its class-leading low noise and emissions performance. All this while propelling customers nearly as fast as the speed of sound.

Airfield Performance

6,000 ft (1,829m)

Flying 

Avionics Gulfstream Symmetry Flight Deck (Ten touch-screen displays—the most extensive use in business aviation—work in sync with Phase-of-Flight intelligence to reduce the number of switches in the flight deck.)

Active control sidesticks (increase nonverbal communication between pilots through tactile cues)

Combined Vision System

Dual Heads Up Displays

Fly-by-wire

Buying / Investing 

Priced at $71.5m

Owning 

Hard Facts

Flight Performance

Cabin Facts

Airfield Performance

Investing / Owning

Latest News 

Gulfstream Aerospace delivered 111 business aircraft in 2023,  89 large cabin  and 22 mid cabin aircraft. In Q4, Gulfstream delivered 39 aircraft, 32 large cabin and 7 mid cabin aircraft

General Dynamics aerospace revenues soar to $2.7bn

More Gulfstream Guides:

G700

G650

G650ER

G600

G550

G500

G400

G280

The post Gulfstream G800: Buyer’s and Investor’s Guide appeared first on Corporate Jet Investor.

History

Two prototypes of the original PC-12 were completed by 1st May 1991 and the first flight took place on 31st May 1991. The Swiss Federal Office for Civil Aviation issued its certificate on 30 March 1994 and the FAA issued their certificate on 15 July 1994.

The 2,000th Pilatus PC-12 aircraft was delivered from the Stans facility in May 2023.

PC-12 NGX Specifications

Max Cruise Speed 290 kts

Max Range  (4 pax) 1,803 nm  (6 pax) 1,568 nm

Take-Off Distance 2,485 ft

Max Altitude 30,000 ft

Landing Distance 2,179 ft

Max Rate of Climb 1,920 fpm

Occupants 10 + 1 pilot

Latest News

Tradewind Aviation has taken delivery of two new PC-12 NGX aircraft from the manufacturer, taking its fleet to 27.  

Oriens Aviation completes first aircraft sale of 2024. A 2020 build Pilatus NGX has been sold and later this year and the company will take delivery of a new 2024 build model.

More Pilatus Guides:

Pilatus PC12 NG

Pilatus PC-24

The post Pilatus PC-12 NGX: Buyer’s and Investor’s Guide appeared first on Corporate Jet Investor.

Pros: 

The Praetor 600 pushes the range boundary of the super-midsize category – and it does so at a very competitive price point. Advanced fly-by-wire technology also sets the aircraft apart from the competition. 

Cons:

The cabin isn’t quite as large as it’s competitors. In a crowded market sector, cabin-obsessed buyers can find a bigger cabin elsewhere. 

More Praetor guides:

Praetor 500

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Embraer unveiled the Praetor 600 at NBAA in 2018 as the significantly improved version of the popular Legacy 500 aircraft. The Praetor 600 is the largest purpose-built business jet that the Brazilian OEM (original equipment manufacturer) makes – sitting in the super-midsize category –  competing with the likes of the Gulfstream G280, Bombardier Challenger 3500, Cessna Citation Longitude and Dassault Falcon 2000LXS.

Praetor 600 Cabin

Cabin Size

The Praetor 600 features a flat floor and a cabin height of 6 ft 0 in (1.83m) – 3 inches lower than Gulfstream’s G280 cabin and 2 inches less than the Dassault Falcon 2000.

The cabin width measures at of 6ft 10 in (2.08m) – which is plenty wide enough for the cabin to feel spacious. Other super-midsize aircraft, however, offer wider cabins. The Falcon 2000LXS boasts an impressive cabin width of 7 ft 8 in (2.34m) – almost an additional metre wider than the Praetor – with the Gulfstream G280 and Bombardier Challenger 3500 offering an additional 4 inches (0.33m) of cabin width over that of the Praetor 600. 

Interior cabin layout of the Embraer Praetor 600 super-midsize business jet.

Cabin Features

Owners can choose between four cabin configurations in the aft cabin area – ranging from four seats in a club-suite layout, to the most dense configuration that includes two, three-person divans. In this configuration, the Praetor 600 can seat up to 12 passengers, although most Praetor 600 flights will normally only carry up to eight passengers. In every configuration, the front section of the cabin includes four club seats.

For overnight flights, each pair of club seats – which feature leather stitching inspired by the Ipanema Beach boardwalk – can be converted into fully flat berthable beds. Each divan can also be used as a bed.

The cabin features a wet galley that includes all of the necessary equipment – including a conventional oven – to cater from fresh coffee up to a fully prepared meal. 

The Praetor 600 has a cabin altitude of 5,800 ft at maximum cruise altitude – about half a mile below the altitude of Aspen. The lower the cabin pressure – the more refreshed passengers feel after flying, due to increased amount of oxygen in the cabin. By comparison, the Citation Longitude has a cabin altitude of 5,950 ft, with the Gulfstream G280 leading the super-midsize pack with a cabin altitude of 4,800 ft. 

The cabin includes a HEPA filter to further improve cabin air quality. The filter captures 99.97% of all particles, such as bacteria and viruses. Embraer also applies MicroShield360 – a preventative coating system that continuously prevents the growth of microbes on surfaces – to every Praetor 600 cabin.

Flight information and cabin management features can be accessed on the upper panel display, or from personal electronic devices that connect to the aircraft through Honeywell’s Ovation Select system. 

Owners can choose an optional in-flight entertainment system, consisting of a high-definition video system, surround sound, and multiple audio and video input options that are compatible with portable electronic devices. 

With 155 cubic ft of luggage storage – which is fully accessible during flight – the Praetor 600 can hold up to 16 bags.

Cabin Connectivity

Viasat’s Ka-band satellite communication system provides high-capacity, ultra high-speed connectivity for all passengers – with speeds of up to 16Mbps and unlimited streaming.

US operators will also benefit from Gogo’s AVACNE L5 air-to-ground connectivity – essentially providing a 4G connection to the aircraft when flying over the United States.

Praetor 600 Flight Performance

Range

Range sells aircraft, which is a good thing for Embraer.

At 4,018 nm (7,441 km), the Praetor 600 has one of the longest ranges of any super-midsize business jet; with a significantly greater range than the Bombardier Challenger 3500 (3,400 nm / 6,297 km), Cessna Citation Longitude (3,500 nm / 3,482 km) and Gulfstream G280 (3,600 nm / 6,667 km). 

With four passengers and fuel reserves on board, the Praetor 600 can theoretically fly nonstop between London and Dubai, Miami and São Paulo, or Singapore and Sydney. In practice – the maximum range of any aircraft can vary significantly due to headwinds, air traffic control routing and delays – and even the fuel temperature during refueling. Despite this, the Praetor 600 has an impressive range capability, which is a standout characteristic of the aircraft. 

Speed

The Praetor 600 has a maximum operating speed of M 0.83 (636 mph / 1,024 kmph), which is marginally slower than the Dassault Falcon 2000LXS and the Gulfstream G280 – by 23 mph (37 kmph) and 16 mph (26 kmph) respectively. 

On a 4,000 nm (7,411 km) mission, the Falcon 2000LXS would arrive just 15 minutes earlier than the Praetor 600 – a time saving that a go-around or a convoluted taxi route to the FBO could quickly erode.

Engines

The Praetor 600 is powered by two Honeywell HTF7500E engines that generate 7,528lbs of thrust each. The engines are derived from the Honeywell HTF7000 family – which has flown over seven million flight hours – and of which different variations are used to power other super-midsize aircraft such as the Gulfstream G280, Bombardier Challenger 350 and the Cessna Citation Longitude. 

The HTF7500E engines follow an on-condition maintenance program – meaning the engines remain on the aircraft until an issue arises during a scheduled inspection. On-condition maintenance helps minimise downtime and avoiding unnecessary repairs, although it can be more difficult to budget for maintenance events. 

The aircraft is currently approved to use a blend of up to 50% sustainable aviation fuel (SAF) mixed with conventional jet fuel – although Embraer have already successfully tested the Praetor 600’s ability to run on 100% SAF.

Airfield Performance

Airfield performance dictates the size of the runway an aircraft needs to safely operate from. Airports with smaller runways are normally much closer to major destinations (think Billy Bishop, Toronto City Airport). Being able to utilise these smaller airports can save a significant amount of time transferring between the aircraft and the passenger’s final destination.

At maximum weight, the Praetor 600 has a takeoff distance of 4,717 ft (1,438 m) – which is about 100 ft (30 m) less than its super-midsize competitors. This means the Praetor 600 is able to fly into popular airports such as Lugano Airport, Switzerland and Nantucket Memorial Airport, Massachusetts – although it currently isn’t certified to operate at London City Airport.

Flying 

The Praetor 600 is controlled using fly-by-wire technology – essentially a series of computers that process inputs from the pilot, and translates these inputs into movements of the flight control surfaces. Fly-by-wire replaces mechanical linkages from the cockpit to the rest of the aircraft – providing significant weight saving and fuel efficiency benefits, and ensures the aircraft always operates within its safety envelope.

Fly-by-wire also benefits passenger comfort. The Praetor 600 features an active turbulence reduction system, that uses the fly-by-wire system to act as a shock absorber in the sky. 

The Praetor 600 is the only super-midsize class aircraft to feature full fly-by-wire technology, which is usually reserved for larger, more expensive aircraft. 

The Praetor 600 is controlled by side-sticks and is equipped with a Rockwell Collins Pro Line Fusion flight deck.

Highlights of the cockpit include predictive wind shear radar capability, Embraer’s Enhanced Vision System (E2VS) with a Head-up Displays (HUD), an Enhanced Video System (EVS) and Synthetic Vision Guidance System (SVGS).

Buying / Investing 

The super-midsize category is a competitive one, with the Bombardier Challenger 350 (and subsequent Challenger 3500) generally regarded as the market leader – especially in terms of deliveries. But all manufacturers have brand loyalists who tend to buy up and down a manufacturer’s product line. Many Gulfstream G280 owners will also own larger Gulfstream jets, for example.

Embraer’s focus has always been on the smaller aircraft sizes, with the Praetor 600 being the largest purpose-built business jet they manufacture. It is very likely that owners of smaller Embraer jets who are looking to upgrade are going to have the Praetor 600 firmly in their sights.

List price for a new Praetor 600 is $24,779,500 USD, according to Conklin & De Decker.

Prices for pre-owned Praetor 600s vary by total flight hours, as well as configuration, but buyer’s should expect to pay between $20m USD and $23m for a pre-owned aircraft.

Oliver Stone, managing director, Colibri Aircraft said, “Its got a lot of the numbers to it, its got a great cabin to it, it’s got the long range. Now you can open things up like London to New York or Dubai to London. That makes a big difference.”

Given its price point and range capabilities, it is no surprise that the Praetor has stolen some of the spotlight away from its competitors. 

Owning 

Operating Costs

According to Guardian Jet, the typical fixed costs for a Praetor 600 is just under $550,000 USD per year. This includes pilots, hangarage, and the necessary insurances. 

On top of this, owners will also need pay variable costs – such as fuel and maintenance. Based on 300 flight hours per year, the annual variable cost is estimated to be $936,900 USD – or $3,123 per flight hour.

Praetor 600 Specifications

Cabin Facts

Flight Performance 

Airfield Performance

Find Out More

Latest News  

Embraer delivered 49 business jets in 4Q23, 30 light jets and 19 medium jets.

Full year 2023, Embraer delivered 74 light jets and 41 medium jets.

On 31st January 2024, Luxaviation UK takes delivery of a Praetor 600 during a ceremony held at London Biggin Hill Airport.

More Embraer guides: 

Praetor 500

Phenom 300E

Phenom 100E

Lineage 1000E

The post Embraer Praetor 600: Buyer’s And Investor’s Guide appeared first on Corporate Jet Investor.

“We asked customers what they wanted in the next evolution of this iconic aircraft, and we believe the Citation Ascend will deliver,” said Ron Draper, president and CEO, Textron Aviation. “With an 560XL aircraft taking off or landing every two minutes somewhere in the world, this aircraft will be part of the most successful business jet family.”

The $16.725m list price Citation Ascend follows the Cessna Citation Excel, Cessna Citation XLS and Cessna Citation XLS+ in the 560XL Series.

Textron says that the new Citation Ascend will have a similar performance to the Cessna Citation XLS Gen with a maximum range of 2,100nm (3,890km).

It says that it will be able to fly four passengers 1,900 nm at high-speed cruise. Powered by two Pratt & Whitney Canada PW545D engines (the Cessna Citation XLS Gen has PW545Cs) it will be able to fly with heavier loads from shorter runways.

This means that you can take off from London City Airport for saganaki in Athens; fly from Helsinki to Porto for codfish casserole; or La Mole, France, to Prague for a Budvar.

A lot of the new upgrades will excite pilots (and owner pilots) rather than people who sit in the back. These include Garmin G5000 avionics (which is a real benefit for pilots flying other Citation Jets), auto throttle, synthetic vision and satellite cockpit voice and data transceivers. 

The thing passengers will notice the most is the flat floor. This may sound like a small improvement, but it is significant. “The flat floor is a game changer when it comes to comfort,” said Christi Tannahill, senior vice president, Customer Experience. “The design gives passengers more room to swivel their seats, stretch their legs and comfortably move around the cabin.”

The aircraft also has larger windows, wireless cabin controls, Gogo US Avance connectivity as standard, all LED lighting and much more. Textron also says it will be quiet inside the cabin when flying.

It has nine seats in standard configuration, but can take up to 12 passengers.

Textron is offering a five year or 3,000-hour engine warranty and two years warranty for paint and interiors. It says that it expects to be able to offer customers enrolled in its PowerAdvantage programme 18-month or 800-hour airframe maintenance; 6,000 hours between engine overhauls; and 3,000 hours hot section inspection.

It plans to amend the 560XL type certification of the aircraft so that pilots can move to the Ascend through a simple approved differences course.

Cynics (and competitors) will say that the Ascend is not a new aircraft, just an upgrade to the XLS Gen. It is hard to argue with this. But the XLS Gen was an upgrade to the Excel. Textron is a master of upgrading aircraft and there are a lot of improvements to tempt buyers to the Ascend. It it is a shame that they have not been able to announce an increase in range. Most buyers and operators will be happy with 2,100nm, but some would have loved them to add another 300nm.

The 560XL family does not get the same coverage as larger aircraft (including Textron’s Cessna Citation Longitude and Latitude). But it should. It is a key workhorse in the charter market; extremely popular with fractional operators and corporate flight departments; has loyal customers; and also brings many first-time owners into business aviation.

It has been an amazingly successful programme. Textron has delivered more than 1,000 Citation 560XLs over the past 20 years. You can see them selling a lot of flat-floored Ascends as well.

The Cessna Citation Ascend will offer  Garmin G5000 avionics featuring software and hardware, including:

• Autothrottle technology to reduce pilot workload and provide flight-envelope protection
• Three large, 14-inch ultra high-resolution displays with split-screen capabilities  Standard dual flight management systems
• Synthetic vision to render obstacles like mountains or terrain
• Cockpit voice and data satellite transceiver to make satellite calls from the cockpit New Garmin advanced weather detection and avoidance technology
• Second Iridium data radio and CPDLC to support customers with more direct routing between North America and Europe (optional)

Preliminary performance targets indicate: 

• Pratt & Whitney Canada PW545D engines equipped with a Full Authority Digital Engine Control (FADEC)
• A four-passenger range of 1,900 nm at high-speed cruise power (with an estimated maximum range of 2,100 nm)
• Cruise at 441 kts
• And the ability to climb direct to 45,000 ft

Textron Aviation expects the aircraft to offer the following for buyers enrolled in the company’s PowerAdvantage programme:

• 18-month or 800-hour airframe maintenance intervals
• 6,000 hours between engine overhauls
• 3,000 hours hot section inspection
•  

The aircraft also will include more standard equipment to support troubleshooting, such as:

• An electronic engine chip detector
• Pratt & Whitney’s FAST box for full flight data acquisition, storage and transmission LinxUs and LinxUs Air for in-flight diagnostics transmission 
• Textron Aviation’s Aircraft Recording System, tracking more than 9,000 parameters during operations to support troubleshooting and trend monitoring

Buyers will also have warranties on the engine, paint and interior, including:

• Five-year or 3,000-hour engine warranty
• Two-year paint and interior warranties

More Cessna Guides:

Citation Longitude

Citation Latitude

Citation CJ3+

Citation CJ4

Citation M2

Citation Sovereign+

Citation Sovereign XLS+

The post Cessna Citation Ascend: Buyer’s and Investor’s Guide appeared first on Corporate Jet Investor.

Pros

It is all about the cabin.  Passengers get to travel in ultimate luxury and comfort. ACJs also depreciate well and have similar operating costs to large cabin business jets. The aircraft is extremely reliable but if you need maintenance pretty much every significant airport in the world has maintenance capability to work on an ACJ.

Cons

It costs a lot to buy and convert one – and conversion slots are limited. Historically operating one has been slightly more complicated (you have need to carry an engineer for daily checks) but this is changing.

More Airbus guides:

ACJTwoTwenty

_________________________________________________________________________________________________________

Flying

The ACJ319 has a maximum range of 5,939nm, far enough to fly from New York to Doha, Hong Kong to Seattle or Los Angeles to Auckland non-stop.

A service ceiling of 41,000ft means the ACJ319 can’t fly above all bad weather – unsurprising due to its airframe shared with Airbus’s passenger jets – but its range allows it to fly round.

The take-off distance (1,850m) and landing distance mean that the ACJ cannot fly into some smaller airfields.

A maximum operating speed of Mach 0.82 is respectable for a bizliner, and it ensures passengers get to their destination quickly – but you do not buy an ACJ for its speed.

Travelling

What you do buy an ACJ for is its cabin.

Measuring at 78ft 4in long, 12ft 1in wide and 7ft 4in high, the cabin is truly spacious and provides ample space for passengers.

A typical VIP configuration will seat around 8 passengers, according to Airbus. High-density cabins typically have capacity for 19 passengers.

Interior features can include showers, dining rooms, offices, a lounge and a master bedroom – all split into different cabin zones. High-end entertainment systems and wet galleys are also normal for such aircraft. However, this is all dependant on what the owner wants.

Image: Airbus

Like any bizliner, Airbus will deliver a ‘green’ aircraft to the customer, meaning the aircraft needs to go to a completion centre to get an interior designed and fitted.

Fitting an interior is not cheap, and refurbishing an ACJ319 will cost around $10-30 million (on top of the aircraft’s purchase price).

Owning

The ACJ319(CEO) was built between 1999 and 2015. ACJ aircraft follow the same production as Airbus’s commercial lineup and, as such, the new engine option (NEO) versions have replaced in their production. ACJs only take up a few production slots per year, so it is unlikely that the NEO variant will put downward pressure on the prices of older ACJs, at least for a while.

Some 74 ACJ319s were produced, making it the most-popular ACJ aircraft. The majority of these are based in Western Europe, Asia and the Middle East. This is unsurprising considering the status symbol that a VVIP aircraft would bring in these areas. These regions are the real focuses of the bizliner, with significantly fewer numbers of VVIP aircraft being registered within North America.

VVIP aircraft appeal to governments and heads of state due to their ability to carry guests, staffers and any equipment needed on a trip. The ACJ319 is no different, with the governments of the Ivory Coast, Italy, Slovakia, Malaysia and Turkey all owning the aircraft. Such aircraft will be equipped with a high-density cabin configuration.

Other ACJ319s are privately owned or are available to charter from Acropolis Aviation of Comlux. Charter prices for an ACJ319 are around $16,000 per hour.

Due to their limited demand, VVIP jets traditionally spend a long time on the market.

An ACJ319 will cost $5,287 in variable costs per flight hour, assuming a fuel price of $4.30/gallon. Compare this to the G650ER and variable costs are only $1,401 more per hour. Although slightly more expensive, the ACJ allows you to fly further and carry more passengers.

Fixed costs including insurance, crew salaries, training and maintenance tracking will cost $718,526 per year. Flight-crew salaries make up $308,000 of this cost.

________________________________________________________________________________________________________

Hard Facts

Maximum range: 6,834miles/ 11,000km /5,939nm
Maximum speed: 629mph/1,012kmh/Mach 0.82
Typical passengers: 8-19
Typical crew: 4
List price for new aircraft: $92.3 million (Excluding interior costs)
Pre-owned price: $20-45 million

The post Airbus ACJ319: Buyer’s and Investor’s Guide appeared first on Corporate Jet Investor.

Gulfstream wants to offer an aircraft for every mission: that’s the inspiration behind the “next-generation” fleet, according to Gulfstream president Mark Burns. A fleet that includes the G500, G600, G700 and the newly announced G400 and G800. “The new Gulfstream fleet features all-new technology that enhances safety, efficiency, speed and cabin design,” Burns tells Corporate Jet Investor.

“With the G700 specifically, we designed the aircraft based on our customers’ stated desire to make a seamless transition from their lives on the ground to their aircraft. The G700 achieves that through a compelling combination of technology, cabin comfort, interior flexibility and space – the most spacious cabin in the industry, the largest galley, distinct living areas and the option of a private suite with bath.”

The ultra-long-range G700 is priced at a cool $75m. Despite the price being more expensive than other aircraft in its class, such as a Dassault 8X or Global 7500, Burns says: “We [Gulfstream] have seen great interest in and demand for the G700 from customers around the world.” Burns adds the jet “presents a unique advantage of cabin size combined with safety, technology, speed, range and fuel efficiency.”

Cabin

As Burns mentioned, the G700 has the largest cabin of any aircraft in its class. The style is similar to that in the G650 series, however this one is 10ft (3m) longer. With a total length of nearly 57ft (17.4m) there is just room to park four average-sized cars or set up a cricket wicket.

The cabin can be configured to seat from 13 to 19 across five different living zones. Layouts include a lavatory opposite the aircraft entryway followed by a closet and a forward galley. This is built around a 10ft countertop, providing a space for crew to prepare meals. A three-place divan or optional crew rest area can be placed opposite.

A club-four area of single seats follows the galley before you arrive at the entertainment zone with a three-place divan and a 40-inch 4K monitor with immersive 3D sound. Aircraft connectivity comes from the Jet ConneX Ka-band Wi-Fi. Behind the lounge, there is a six-seat grouping for dining or business meetings.

Although the G700 offers a huge variety of cabin layouts there is one feature which makes it stand out as a true ultra-longe-range jet – the grand suite at the aft of the aircraft. The suite can be fitted with a curved-edge, queen-size bed and full-size dresser. The adjacent restroom features a stand-up closet, two windows and an optional stand-up shower.

Performance

Brad Harris, Dallas Jet, founder and CEO, has accumulated 11 type ratings for Gulfstream aircraft in his time as a corporate pilot and broker. He tells CJI he thinks Gulfstream has done a good job in judging the landscape of the industry into which it is launching the G700. 

“They understand what the competition is, they understand what the need of the customer is and they’ve done a nice job with the G700, the G800, the G400… They’re all nice airplanes that have their place in the market,” says Harris. 

The G700 is the comparison aircraft of the Bombardier Global 7500, according to Harris. “It is a true four or five cabin airplane, depending on if you want a crew rest up front or not. It’s a true 7,500nm airplane. I think the Symmetry cockpit is very well done and there is a consistency through the G700, the 800, the 400 and the 650.”

“They’ve thought through speed, thought through operational cost, they’ve thought through liability issues,” he says. Also, Harris notes that Gulfstream has somewhat unusually for the industry, outfitted one of the G700 test aircraft with full factory interior.

That means the test aircraft includes numerous other features Gulfstream is adding to improve the onboard experience. The G700 has a maximum cabin altitude of 4,850ft (1478m) even while the aircraft is at 51,000ft (15,545m). There are 20 of Gulfstream’s trademark oval-shaped windows to allow for natural lighting. The aircraft also features a 100% fresh air system and cabin lighting made up of 20,000 HD LEDs that adjusts to circadian rhythms.

Looking to the competition from its classmates, James Hagerty, president and CEO, Hagerty Jet Group says: “Looking at the Global 7500, Falcon 10X and G700, on paper they’re almost all identical. In what they can do, the range, the cabin size. The 10X is the bigger airplane, but the G700 cabin size is huge — you don’t need bigger.”

Sonya Sheldon, vice president, Sales & Acquisitions, Hagerty Jet Group highlights the G700’s speed. She joined HJG in 2021 after playing a large role in the development of the G700 at Gulfstream where she was a Sales Engineer for nearly 18 years.

“Due to the speed and range of the airplane what you are really buying is time,” Sheldon tells CJI. “It is a very efficient aircraft because the push-up to those 0.9 Mach plus speeds requires significant energy. So, the engines have come a long way, the aerodynamics on it, the drag reduction programmes that are run have all come together to accomplish all of that.”

Engines

Power on the G700 comes from two Rolls-Royce Pearl 700 engines that each deliver 18,250 pounds of thrust. Hagerty said he was pleased to see the return of the Rolls-Royce engines on the G700. The G500 and G600 had Pratt and Whitney Canada PW800 engines, Hagerty has no issue with those engines, but from a broker’s perspective there are a lot of Rolls-Royce loyalists in the market.

The Pearls are cleaner, more efficient than the BR725 engines on the G650 series. Consuming 3.5% less fuel they provide 8% more thrust than the BR275 and meet international standards for noise and nitrous-oxide emissions. 

Flying

A streamlined bank of 10 touchscreens has all but taken over from the switches and buttons found in older aircraft. Pilots can control up to three of the main four display screens through individual cursor control devices. In the event of a failure data can be transferred between screens.

Hagerty says that Gulfstream has often led the way in terms of technological advancements onboard.

“Take the synthetic vision system [Enhanced Flight Vision System] for example,” Hagerty tells CJI. “They created this concept of synthetic vision, and it came from an idea to reality, then now it has been adopted by everybody. They’ve always been the leader. Another example is BBML [Broad Band Multi Link] which was introduced with Gulfstream V.”

The avionics on the G700 feature Gulfstream’s Enhanced Flight Vision System (EFVS), its all-new Predictive Landing Performance System (PLPS) and twin head up displays which is a first for a business aircraft. The EFVS enables approaches and safe landing in the all-weather conditions and the PLPS warns pilots in advance when a landing approach is not correct, crucial in helping to prevent overruns. The system shows to the inch where on the runway the aircraft will stop.

Investing

So, who is going to buy the G700, what is the target market? Hagerty believes many will be those seeking to upgrade from the G650 line. “The first adopters of the G650 are going to be the first adopters of the G700. They’re anxious, willing and able to jump up on that price point. But this is a $75m airplane. At that price you would think they should be selling more to corporate America.”

Sheldon notes that we are seeing unprecedented levels of High-Net Worth Individuals (HNWI) entering the business aviation market. “I would have told you a few years ago the target market was the corporations, but that has shifted. It was the Fortune 500 companies who bought these aircraft but now there is a greater proportion bought by HNWIs.” 

The G700 then, whilst far from Gulfstream’s last business jet (at least two more are planned for launch this decade), feels like a culmination. It feels like the sum of Gulfstream’s successes – in one jet. More than ready to serve a business aviation market crying out for new aircraft. From city-pair speed records to twin head up displays, the G700 is an aircraft of firsts. 

Data

• Maximum range: 7,500nm (13,890 km) 
• Top speed: Mach 0.925
• Cruise speed: Mach 0.85
• Passengers: up to 19
• Engines: Rolls-Royce Pearl 700 x2
• Thrust: 18,250lbs
• Takeoff distance: 6,250ft
• Cabin height: 6ft 3in
• Cabin width: 8ft 2in
• Cabin length: 56ft 11in
• Maximum payload: 6,385lbs
• Price: $75m
  

   

  Latest News  (by Terry Spruce)

  The Gulfstream G700 received its FAA and EASA certificates just prior to EBACE 2024 in Geneva, This allowed the first European delivery just before the show was opened..

  8th July 2024 – Marks 100 hundred days since the FAA issued the G700 type certificate on 29th March 2024. Since the issue the type has gained extra certifcations, city-pair records and made delivereies all over the world.

More Gulfstream Guides:

G800

G700

G650

G650ER

G600

G500

G550

G400

G280

The post Gulfstream G700: Buyer’s and Investor’s Guide appeared first on Corporate Jet Investor.

Pros:

The Gulfstream G800 offers the longest range of any purpose-built business jet. It is capable of flying 8,000 nm (14,816 km) at Mach 0.85. Flying at Mach 0.90, the G800’s range is 7,000 nm (12,964 km) range at Mach 0.90.

Cons:

At $71.5m the G800 is slightly more expensive than the G650ER, list price $66.5m. But the new model has significantly longer range,

Flying:

The G800 boasts the class-leading range of 8,000 nm when flying its long-range cruise speed of Mach 0.85. This is 500nm further than the G650ER, which at 7,500nm was the longest range of any business aircraft when announced back in 2013.

The G800 will also be able to fly 7,000 nm at a high-speed cruise of Mach 0.90. At either speed, from New York, the G800 can offer nonstop links to Shanghai, Tahiti, Punta Arenas, Johannesburg, or Mumbai.

Power is supplied by two Rolls-Royce Pearl 700 engines, which are rated at 18,250 pounds of thrust a piece, matching the powerplants on the G700. But compared with the G650ER’s BR725 engines, the 700s are 18% more fuel-efficient, claims Gulfstream.

Travelling:

The G800 will be able to seat up to 19 passengers and sleep 10 when outfitted with four living areas, or up to 15 passengers with three living areas and a crew compartment. Forward and aft lavatories and a galley for food preparation are included on both configurations. In comparison, the G650ER cabin can seat up to 18 passengers in a high-density configuration – although eight passengers is more typical.

The G800 retains the original interior dimensions of the G650ER: 53.6 ft length, 6.25 ft height, 8.2 ft width, and 2,138 cabin volume. The model retains the same 16 large oval cabin windows as its predecessor. It features the Gulfstream Cabin Experience with 100% fresh air, quiet noise levels, industry-leading low cabin altitude

The G800 will also have the same fuselage as the G650ER, but features a variety of elements found in the recently-announced G700.

Owning:

There is typically a hard market for the G650ER, which keeps resale values strong, particularly at a time of historic lows in inventories of pre-owned aircraft. Gulfstream is confident the G800 will match that performance. While the G800 is intended to replace the G650ER, Gulfstream, president, Mark Burns said 650ER will remain as a “value” aircraft in the OEM’s line-up. (The backlog for this model remains strong, to the point where production was ramped up in 2021 from earlier projections).

Industry view:

Hamish Harding, chairman Action Aviation, told Corporate Jet Investor: “I had been expecting an 8,000 nm model so that Gulfstream could regain the number one spot in terms of range from Bombardier’s Global 7500 which is now back to second place. I originally predicted a ‘G700ER’ but was told by Gulfstream insiders that this would never happen. Now, I can see why.”

Providing an upgraded G650ER-sized aircraft is a sensible move, added Harding. “It will capture the many customers who need the 8,000 nm range to fly the ultra-long ranges to Asia, India etc from USA or Europe. I see both the G700 and the G800 having attractions to different high-end buyers, who value either the range of the G800, or the extra cabin space of the G700.”

Steve Varsano, CEO at The Jet Business, thought the G800 “sounds like the aircraft to have” because it has the space offered by the G650 cross section and the height and speed.

On the flight deck:

Piloting the G800 will be almost the same as the G700. The G800 flight deck will be identical, including the Symmetry system, dual head-up displays with combined vision system and the predictive landing performance system.

Hard facts:

*Priced at $71.5m

*Deliveries expected to start 2023

*Range at Mach 0.85: 8,000 nm (14,816 km)

*Range at Mach 0.90: 7,000 nm (12,964 km)

*Passengers: Up to 19

*Power: two Rolls-Royce Pearl 700 engines

*Price: $71.5m

*Delivery date: 2023.

Introducing Gulfstream’s new $71.5m G800. Deliveries are scheduled to begin in 2023.

The post Gulfstream G800: Buyer’s and Investor’s Guide appeared first on Corporate Jet Investor.