Business jet

A business jet, private jet, or bizjet is a jet aircraft designed for transporting small groups of people. Business jets may be adapted for other roles, such as the evacuation of casualties or express parcel deliveries, and some are used by public bodies, government officials or the armed forces.

"Bizjet" redirects here. For other uses, see Bizjet (disambiguation).

Over 2,000 Cessna CitationJets have been delivered.[1]

History

Early developments

The first small jet-powered civil aircraft was the Morane-Saulnier MS.760 Paris, developed privately in the early 1950s from the MS.755 Fleuret two-seat jet trainer. First flown in 1954, the MS.760 Paris differs from subsequent business jets in having only four seats arranged in two rows without a center aisle, similar to a light aircraft, under a large sliding canopy similar to that of a fighter. A U.S. type certificate was awarded in July 1958, but commercial sales were limited, with most examples going to the military; an improved civil version similar to a modern very light jet, with a 6-seat enclosed cabin and a conventional door, never proceeded past the prototype stage.[2] The commercial failure of the MS.760 Paris prompted the cancellation of projects by Cessna and Douglas Aircraft to market similar jets.[3]

The development of center-aisle cabin business jets was accelerated by an August 1956 United States Air Force (USAF) letter of requirement for two "off-the-shelf" aircraft: the larger UCX (cargo) and smaller UTX (trainer). These requirements differed from standard Air Force procurement contracts in that there would be no formal competitions, and manufacturers were expected to develop the aircraft without government funds; despite this, a substantial USAF purchase would offset the large investment necessary to develop prototypes. The Lockheed Corporation and McDonnell Aircraft both began development of UCX aircraft, while North American Aviation pursued the UTX requirement.[3][4]

1950s first flight

The Morane-Saulnier MS.760 Paris had a gross weight of 7,650 pounds (3.47 t), initially powered by two Turboméca Marboré turbojets of 880 pounds-force (3.9 kN) thrust, although most aircraft were later upgraded to 1,058 pounds-force (4.71 kN) units. The aircraft seated a single pilot and up to three passengers under a sliding canopy, and was first flown on 29 July 1954. 219 were built.

The Lockheed JetStar is the earliest business jet with a center aisle

The Lockheed JetStar, designed to meet USAF UCX requirements and seating ten passengers and two crew, first flew on 4 September 1957. A total of 204 aircraft were produced from 1957 to 1978 powered by several different engines; four 3,300 pounds-force (15 kN) Pratt & Whitney JT12 turbojets, then Garrett TFE731 turbofans for a 44,500 pounds (20.2 t) MTOW, then two General Electric CF700 turbofans.

The smaller, 17,760 pounds (8.06 t) MTOW North American Sabreliner, tailored to the USAF UTX requirement, first flew on 16 September 1958. Powered by two Pratt & Whitney JT12 turbojet engines then Garrett TFE731s, more than 800 were produced from 1959 to 1982.

Designed in 1957 for the UCX requirement, the McDonnell 119 was delayed by the cancellation of the Fairchild J83 engine program, and first flew on 11 February 1959 powered by four Westinghouse J34 turbojets. The 119 was certified for a 45,328 pounds (20.6 t) MTOW with four Pratt & Whitney JT12 or General Electric CF700 engines, but no firm orders were received, and only the single prototype was completed.[5]

1960s first flight
The 1963 Learjet 23 was the first light jet.
The first large, long range jet was the Grumman Gulfstream II in 1966.

The 25,000 pounds (11 t) MTOW British Aerospace 125 first flew on 13 August 1962 as the de Havilland DH.125, powered by two 3,000 pounds-force (13 kN) Armstrong Siddeley Viper turbojets. Its engines were replaced by Garrett TFE731s, then Pratt & Whitney Canada PW300 turbofans. Almost 1,700 aircraft of all variants, including the Hawker 800, were produced between 1962 and 2013.

The Aero Commander 1121 Jet Commander, which later became the IAI Westwind, first flew on 27 January 1963, powered by two General Electric CJ610 turbojets, then Garrett TFE731s. Production of Jet Commanders and Westwinds from 1965 to 1987 came to 442 aircraft; and it was developed as the IAI Astra, later re-branded as the Gulfstream G100.

The 29,000 pounds (13 t) MTOW Dassault Falcon 20 first flew on 4 May 1963, powered by two General Electric CF700s, then Garrett ATF3 turbofans and Garrett TFE731s. A total of 508 were built from 1963 to 1988, and it is the basis of the Dassault Falcon family.

The first light jet first flew on 7 October 1963 : the Learjet 23. Powered by two 2,850 pounds-force (12.7 kN) General Electric CJ610s, its 12,500 pounds (5.7 t) MTOW complies with FAR Part 23 regulations. The first member of the Learjet family, 104 were built between 1962 and 1966.

The forward wing sweep, 20,280 pounds (9.20 t) MTOW Hamburger Flugzeugbau HFB 320 Hansa Jet first flew on 21 April 1964, powered by two General Electric CJ610s; 47 were built between 1965 and 1973. The joint Piaggo-Douglas, 18,000 pounds (8.2 t) MTOW Piaggio PD.808 first flew on 29 August 1964, powered by two Armstrong Siddeley Vipers, 24 were built for the Italian Air Force.

On 2 October 1966 the first large business jet first flew, the 65,500 pounds (29.7 t) MTOW Grumman Gulfstream II, powered by two 11,400 pounds-force (51 kN) Rolls-Royce Spey turbofans. From 1967 to the late 70s, 258 were built and it led to the ongoing Gulfstream Aerospace long range family.

The 11,850 pounds (5.38 t) MTOW Cessna Citation I first flew on 15 September 1969, powered by two 2,200 pounds-force (9.8 kN) Pratt & Whitney Canada JT15D turbofans. Produced between 1969 and 1985 for a total of 689 examples, it is the first of the Cessna Citation family.

1970s first flight

The trijet Dassault Falcon 50 made its first flight on 7 November 1976. The 40,000 pounds (18 t) MTOW airplane is powered by three 3,700 pounds-force (16 kN) TFE731 engines. With the cross-section of the Falcon 20, it is the basis of the larger Falcon 900.

On 8 November 1978, the prototype Canadair Challenger took off. The 43,000–48,000 pounds (20–22 t) MTOW craft, usually powered by two 9,200 pounds-force (41 kN) General Electric CF34s, formed the basis of the long range Bombardier Global Express family and of the Bombardier CRJ regional airliners. The 1000th Challenger entered service in 2015.

On 30 May 1979 the clean-sheet 22,000 pounds (10.0 t) MTOW Cessna Citation III took off for the first time, powered by two 3,650 pounds-force (16.2 kN) TFE731s.

The Mitsubishi MU-300 Diamond made its first flight on 29 August 1978. The 16,100 pounds (7.3 t) MTOW jet was powered by two 2,900 pounds-force (13 kN) JT15D. The design was later sold and was renamed Beechjet 400 then Hawker 400, with a total of 950 produced of all variants.

1980s first flight

The 1980s only saw the introduction of derivatives and no major new designs. Also there was an advent of fractional ownership in the late 1980s for business jets.[6]

1990s first flight

The first flight of the clean-sheet Learjet 45 was on 7 October 1995. All of the 642 aircraft built since then have been powered by two 3,500 pounds-force (16 kN) TFE731 engines.

Powered by two 2,300 pounds-force (10 kN) Williams FJ44s, the 12,500 pounds (5.7 t) Beechcraft Premier I light jet made its first flight on 22 December 1998. Nearly 300 had been made before production stopped in 2013.

2000s first flight

In the opposite way compared to Bombardier, which developed airliners from a business jet, Embraer derived the Legacy 600 from the Embraer ERJ family of regional jet airliners. Powered by two 8,800 pounds-force (39.2 kN) Rolls-Royce AE 3007s, the first flight of the 50,000 pounds (22.5 t) aircraft was on 31 March 2001.

On 14 August 2001, the Bombardier Challenger 300 made its first flight. The 38,850 pounds (17.62 t) aircraft is powered by two 6,825 pounds-force (30.36 kN) HTF7000s. The 500th example was delivered in 2015.

The first very light jet, the 5,950 pounds (2.70 t) MTOW Eclipse 500, took off for the first time on 26 August 2002, powered by two 900 pounds-force (4.0 kN) Pratt & Whitney Canada PW600s. Between then and the end of production in 2008, 260 were produced.

It was followed by the 8,645 pounds (3.921 t) MTOW Cessna Citation Mustang on 23 April 2005, powered by two 1,460 pounds-force (6.5 kN) Pratt & Whitney Canada PW600s and with more than 450 produced.

Then the Embraer Phenom 100 made its maiden flight on 26 July 2007. The 10,500 pounds (4.75 t) MTOW airplane is powered by two 1,600 pounds-force (7.2 kN) Pratt & Whitney Canada PW600s. With its Phenom 300 development, nearly 600 have been built.

2010s first flight

The first flight of the midsize, fly-by-wire, 7,000 lbf (31 kN) Honeywell HTF7000-powered Embraer Legacy 500 was on 27 November 2012. It was followed by the shorter Legacy 450 on 28 December 2013.

New models
A Global 7500 prototype in 2018

After peaking in 2008, deliveries slowed due to political instability but the industry hopes to revive demand by introducing more attractive and competitive new models, four in 2018:[7]

  • the 7,400 nmi (13,700 km) range Bombardier Global 7500 large-cabin jet, before the 7,900 nmi (14,600 km) Global 8000 in 2019;
  • the 5,200 nmi (9,600 km) large-cabin Gulfstream G500, replacing the Gulfstream G450, then the longer, 6,500 nmi (12,000 km) G600 eventually superseding the G550;
  • the 3,500 nmi (6,500 km) Cessna Citation Longitude super midsize jet;
  • the superlight Pilatus PC-24.

In October 2018, consultant Jetcraft expected 20 variants or new designs to enter service before 2023 (seven large, seven midsize and six small): in 2019 the Global 5500/6500, Gulfstream G600, Citation XLS++ and a CitationJet CJ4+/, while the Embraer Praetor 500/600 to be introduced in 2019 were predicted for 2021/2022; in 2020 a Gulfstream G750; in 2021 the Dassault Falcon 6X, Learjet 70XR/75XR and Global 7500XR; in 2022 the Bombardier Challenger 350XRS; in 2023 the Citation Hemisphere, an Embraer Legacy 700, Phenom 100V+, Dassault Falcon 9X, Bombardier Challenger 750 and Gulfstream G400NG; in 2025 a Citation Mustang 2+.[8]

Configuration

Though the early Lockheed Jetstar had four, most production business jets have two jet engines, mostly rear-mounted podded engine. If mounted below their low wing, it wouldn't allow sufficient engine clearance without a too long landing gear. The HondaJet is the exception with its over the wing engine pods. Dassault Aviation still builds three-engine models derived from the Dassault Falcon 50, and the very light jet market has seen several single-engine design concepts and the introduction of the Cirrus Vision SF50 in 2016.

Rolls-Royce plc powers over 3,000 business jets, 42% of the fleet:[9] all the Gulfstreams and Bombardier Globals, the Cessna Citation X and Embraer Legacy 600, early Hawkers, and many small jets with the Williams-Rolls FJ44.[10]

Market
The apron at Anguilla Wallblake Airport clogged with business jets

Fleet

About 70% of the fleet was in North America at the end of 2011, the European market is the next largest, with growing activity in the Middle East, Asia, and Central America.[11]

On 1 April 2017, there were 22,368 business jets in the worldwide fleet, of which 11.2% were for sale.[12]

By October 2018, the entire private jet fleet was dominated by Textron with 43.9%, then Bombardier with 22.4%, Gulfstream with 13.0%, Dassault with 9.6% and Embraer with 5.8%, mostly in North America (64.6%), followed by Europe (13.0%) South America (12.1%) and Asia-Pacific (5.9%).[13]

As on March 31,2019 there are 22,125 business jets in the worldwide fleet and top 20 country markets account for 89% of this total fleet.[14]

Market shares

In 2015 the total airplane billing amounted to US$21.9 billion, and 718 business jets were delivered to customers across the globe: 199 (27.7%) by Bombardier Aerospace, 166 (23.1%) by Cessna, 154 (21.4%) by Gulfstream Aerospace, 120 (16.7%) by Embraer and 55 (7.7%) by Dassault Aviation.[15]

In 2017, 676 business jets were shipped, led by Gulfstream with $6.56 billion for 120 aircraft, Bombardier with $5.2 billion for 140, Cessna with $2.87 billion (including propeller aircraft and 180 jets), Dassault with $2.42 billion for 49 and Embraer with $1.35 billion for 109.[16]

Worldwide market[15]
Year 1994199519961997199819992000200120022003200420052006200720082009201020112012201320142015
Planes 27830031643851566775278467651859275088711371317874767696672718722718
Value ($B) 2.923.353.886.0210.197.2211.6612.1210.438.6210.4013.1616.5619.3521.9517.4418.0017.2617.1121.0622.0221.87
Average ($M) 10.511.212.313.71415.315.515.515.416.617.617.518.71716.72023.524.825.529.330.530.5

Second hand

The residual value level for a five-year old aircraft is at 56% of the list price.[17] A new business aircraft typically depreciates by 50% in five years before depreciation flattens between years 10 and 15, and the owner of a 15-to-20 year old aircraft is often the last, matching luxury cars.[18]

Business jets have varying value retention, between the leading Embraer Phenom 300E, sold for $9.45 million in 2018 and expected to retain 68% of its value 15 years later for $6.46 million in 2033, and the trailing $24.5 million Gulfstream G280, predicted to retain 42% of its value for $10.25 million.[19]

Forecasts

In October 2017 Jetcraft forecast 8,349 unit deliveries in the next decade for $252 billion, a 30.2 $M average. Cessna should lead the numbers with 27.3% of the deliveries ahead of Bombardier with 20.9%, while Gulfstream would almost lead the revenue market share with 27.8% trailing Bombardier with 29.2%.[17] For 2016–2025, Jetcraft forecast Pratt & Whitney Canada should be the first engine supplier with 30% of the $24B revenue, in front of the current leader Rolls-Royce at 25%. Honeywell will hold 45% of the $16B in avionics revenue ahead of Rockwell Collins with 37% and Garmin.[20]

For 2019–2028, Honeywell predicts 7,700 aircraft to be delivered for $251 billion. Its breakdown is 62% big (87% in value) – super-midsize to business liner, 10% midsize (7% in value) – light-medium to medium, and 28% small (6% in value). The global demand is expected to come from North America for 61%, 16% from Europe, 12% from Latin America, 7% from Asia-Pacific and 4% from Middle East and Africa.[21]

For the next decade, Aviation Week predicts 8,683 business jets and 2,877 turboprops deliveries, from 792 jets in 2019 to 917 in 2028, and mostly in North America with 5,986 jets and 2,024 turboprops worth $126.1 billion. Most value will come from ultra-long-range jets with $104.7 billion, followed by super-midsize jets for $33.3 billion and large jets for $30.6 billion. The fleet was predicted to grow from 31,300 aircraft to nearly 35,600 with Textron Aviation leading the market with 25% of deliveries worth $32.1 billion.[22] For the decade starting in 2018, 22,190 engine deliveries were forecast (including several turboprop engine models), led by the Honeywell HTF7000, Williams FJ44 and Pratt & Whitney Canada PW300. The average utilization was forecast to be 365 flight hours per aircraft per year.[23]

Engines
Pratt & Whitney Canada PW815

Built by Pratt & Whitney Canada, variants of the 4,700–8,000 lbf (21–36 kN) PW300 power the Dassault Falcon 7X and Dassault Falcon 8X trijets and Dassault Falcon 2000 twinjet. The 10,000–20,000 lbf (45–89 kN) PW800 was launched in 2008 but was selected for the Cessna Citation Columbus, cancelled a year after. It was then chosen for the Gulfstream G500/G600 launched in 2014 and due to enter service in 2018/2019, and picked in 2018 for the Dassault Falcon 6X 2021 first flight. The 12,000 lbf (53 kN) Safran Silvercrest was rejected for the cancelled Falcon 5X, it is still selected for the Cessna Citation Hemisphere, but the aircraft development is suspended until the turbofan is perfected. GE Aviation produces the 10,000–20,000 lbf (44–89 kN) Passport for the Bombardier Global 7500, due to enter service in 2018, and is developing an engine for the supersonic Aerion AS2.[24]

Rolls-Royce plc was revealed as the engine supplier for the Global 5500/6500 with the Rolls-Royce Pearl 15, an improved BR710 resembling the Gulfstream G650's BR725. The AE3007C powered Cessna Citation X+ is near its production end. The Honeywell HTF7700L replaced the Silvercrest for the Citation Longitude, due to enter service in 2018, and already powers the Bombardier Challenger 300/350, Gulfstream G280 and Embraer Legacy 450/500. Its 3,500–5,000 lbf (16–22 kN) TFE731 powers the Learjet 70/75 and Dassault Falcon 900LX. Williams International’s FJ44 powers the Pilatus PC-24, launched in 2013 and introduced in early 2018, the Nextant 400XTi and the in-development SyberJet SJ30i, as well as the Cessna Citation CJ3+/4, while the smaller FJ33 powers the Cirrus Vision SF50 single-engine business jet.[24]

Operators

There are three basic types of operators that own, manage and operate private jets.

Flight departments

Flight departments are corporate-owned operators that manage the aircraft of a specific company. Ford Motor Company, Chrysler, and Altria are examples of companies that own, maintain and operate their own fleet of private aircraft for their employees. Flight departments handle all aspects of aircraft operation and maintenance. In the United States, flight-department aircraft operate under FAR 91 operating rules.

A 2010 study by the United States National Business Aviation Association found that small and midsize companies that use private jets produce a 219% higher earnings growth rate than those that strictly use airlines.[25]

Charter companies

Charter operators own or manage private jets for multiple clients. Like traditional flight departments, charter companies handle all aspects of aircraft operation and maintenance. However, they are not aligned with just one corporation. They manage aircraft for a private owner or corporation and also handle the sales of available flight time on the aircraft they own or manage. Maintenance services can also be provided.

In the United States, business aircraft may be operated under either FAR 91 as private operations for the business purposes of the owner, or under FAR 135 of the Federal Aviation Regulations as commercial operations for the business purposes of a third party. One common arrangement for operational flexibility purposes is for the aircraft's owner to operate the aircraft under FAR 91 when needed for its own purposes, and to allow a third-party charter-manager to operate it under FAR 135 when the aircraft is needed for the business purposes of third parties (such as for other entities within the corporate group of the aircraft's owner).[26]

Aircraft charter brokers have entered the marketplace through the ease of setting up a website and business online. Aircraft charter operators are legally responsible for the safe operation of aircraft and charter brokers require no economic authority and are largely unregulated. The Department of Transportation requires that air charter brokers disclose to the consumer that they do not operate aircraft and cannot use terms like "our fleet of aircraft", "we operate", "our charter service" and others.[27]

Fractional ownership

Since 1996 the term "fractional jet" has been used in connection with business aircraft owned by a consortium of companies. Under such arrangements, overhead costs such as flight crew, hangarage and maintenance are split among the users.

Fractional ownership of aircraft involves an individual or corporation that pays an upfront equity share for the cost of an aircraft. If four parties are involved, a partner would pay one-fourth of the aircraft price (a "quarter share"). That partner is now an equity owner in that aircraft and can sell the equity position if necessary. This also entitles the new owner to a certain number of hours of flight time on that aircraft, or any comparable aircraft in the fleet. Additional fees include monthly management fees and incidentals such as catering and ground transportation. In the United States, fractional-ownership operations may be regulated by either FAA part 91 or part 135.[28]

Other Operation Models

Other operation models used by private jet hire companies include buying blocks of time in predetermined increments, pay as you fly and paying a flat rate for unlimited usage and access.[29]

Buying blocks of time in predetermined increments involves buying blocks of time in hours. This model usually depends on how many flight hours a client will be needing. Pay as you fly resembles the business model used by commercial airlines where a client only pays for a flight they use. The downside to this model is that clients find it difficult to secure flights because most private flights are usually booked in advance.

Paying a flat rate for unlimited usage as the name implies, uses a business model where clients pay a flat rate, and then the jet is made available to them for the duration that payment lasts. This model makes it possible for a client to pay a certain amount for unlimited access and usage to a jet, or a fleet of jets for the duration. This model has been discontinued by most private jet hire companies because clients have exploited the usage in the past. This model now employs a fair usage policy.  

Surveillance

With smaller equipment, long-range business aircraft can be modified as surveillance aircraft to perform specialized missions cost-effectively, from ground surveillance to maritime patrol:[30]

  • the 99,500 lb (45,100 kg), 6,000 nmi Bombardier Global 6000 is the platform for the USAF Northrop Grumman E-11A Battlefield Airborne Communications Node, the radar-carrying ground-surveillance Raytheon Sentinel for the UK Royal Air Force, and Saab's Globaleye AEW&C carrying its Erieye AESA radar as UK's Marshall ADG basis for Elint/Sigint for the United Arab Emirates; it is also the base for the proposed Saab AB Swordfish MPA and the USAF Lockheed Martin J-Stars Recap battlefield-surveillance program, while IAI's ELI-3360 MPA is based on the Global 5000;
  • The 91,000 lb (41,000 kg), 6,750 nmi Gulfstream G550 was selected for the IAI EL/W-2085 Conformal Airborne Early Warning AESA radar for Italy, Singapore and Israel (which also has IAI Sigint G550s) while L3 Technologies transfers the U.S. Compass Call electronic-attack system to the G550 CAEW-based EC-37B, like the NC-37B range-support aircraft, and will modify others for Australia's AISREW program, Northrop Grumman proposes the G550 for the J-Stars Recap;
  • Dassault Aviation developed the Falcon 900 MPA and Falcon 2000 Maritime Multirole Aircraft for France (which delayed its Avsimar requirement), South Korea and the Japan Coast Guard with a mission system developed with L3 and Thales Group;
  • Embraer delivered several EMB-145s as a platform for AEW&C, MPA and multi-intelligence;

Classes

Business jets can be categorized according to their size.

Very light jets
Main article: Very light jet
The most-sold VLJ is the Cessna Citation Mustang.

The very light jet (VLJ) is a classification initiated by the release of the Eclipse 500,[31][32][33] on 31 December 2006, which was originally available at around US$1.5 million, cheaper than existing business jets and comparable with turboprop aircraft. It accompanied a bubble for air taxi services, exemplified by DayJet which ceased operations on September 2008. Eclipse Aviation failed to sustain its business model and filed for bankruptcy in February 2009.

Cessna simultaneously developed the Citation Mustang,[34][31][32] a six-place twinjet (2 crew + 4 passengers), followed by the Embraer Phenom 100[34][31][32][33] and the Honda Jet.[31][33] Some VLJs such as the Eclipse and Mustang have no or limited lavatory facilities.[35] They have a maximum takeoff weight lighter than the FAR Part 23 12,500 pounds limit, and are approved for single-pilot operation. They typically accommodate 6–7 passengers over a 1174 nmi average range, with a $4.4M mean price.

Very light jets, 4 pax mission[36]
ModelPaxLengthSpanint. Lint. W EnginesThrustMTOWRangeCruiseFuel/nmi
Cirrus SF50 G24–630.9 ft38.3 ft9.8 ft5.1 ft1 FJ331846 lbf6,000 lb622 nmi233 kn1.51 lb
Phenom 100EV5–742.1 ft40.4 ft11.0 ft5.1 ft2 PW6173460 lbf10,703 lb1,092 nmi340 kn1.87 lb
Citation M2742.6 ft47.3 ft11.0 ft4.8 ft2 FJ443930 lbf10,700 lb1,183 nmi370 kn1.99 lb
HondaJet Elite5–642.6 ft39.8 ft12.1 ft5.0 ft2 HF1204100 lbf10,700 lb1,171 nmi342 kn1.75 lb

Light jets
1800 Cessna CitationJet have been produced.

Light jets have been a staple of the business jet industry since the advent of the Learjet 23 in the early 1960s. They provide access to small airports and the speed to be an effective air travel tool. Aircraft of this class include:

They typically accommodate 6–8 passengers over a 1953 nmi average range, with a $9.6M mean price.

Light Jets, 4 pax mission[36]
ModelPaxLengthSpanint. Lint. W EnginesThrustMTOWRangeCruiseFuel/nmi
SyberJet SJ30i5–646.8 ft42.3 ft12.5 ft4.8 ft2 FJ444600 lbf13,950 lb2,205 nmi408 kn1.68 lb
Citation CJ3+8–951.2 ft53.3 ft15.7 ft4.8 ft2 FJ445640 lbf13,870 lb1,825 nmi376 kn2.06 lb
Phenom 300E[41]7–1051.2 ft52.2 ft17.2 ft5.1 ft2 PW535E16956 lbf18,387 lb1,936 nmi411 kn2.33 lb
Nextant 400XTi7–948.4 ft43.5 ft15.5 ft4.9 ft2 FJ446104 lbf16,300 lb1,801 nmi406 kn2.06 lb
Citation CJ48–953.3 ft50.8 ft17.3 ft4.8 ft2 FJ447242 lbf17,110 lb1,927 nmi416 kn2.55 lb
Pilatus PC-248–1155.2 ft55.8 ft23.0 ft5.6 ft2 FJ44-4A6840 lbf17,650 lb2,035 nmi367 kn2.42 lb
Learjet 706–756.0 ft50.9 ft17.7 ft5.1 ft2 TFE7317700 lbf21,500 lb2,045 nmi426 kn2.48 lb

Mid-size jets
Nearly 1700 BAe 125/Hawker 800 have been built.

These aircraft are suitable for longer-range travel such as transcontinental flights and for travel with larger passenger capacity requirements. Aircraft of this class include:

They typically accommodate 9 passengers over a 2540 nmi average range, with a $15.7M mean price.

Mid-size jets, 4 pax mission[36]
ModelPaxLengthSpanint. Lint. WEngines ThrustMTOWRangeCruiseFuel/nmi
Citation XLS+9–1252.5 ft56.3 ft18.5 ft5.7 ft2 PW5458238 lbf20,200 lb1,841 nmi398 kn2.98 lb
Learjet 758–958.0 ft50.9 ft19.8 ft5.1 ft2 TFE7317700 lbf21,500 lb2,026 nmi427 kn2.5 lb
Legacy 4507–964.7 ft66.5 ft20.6 ft6.8 ft2 HTF700013080 lbf35,759 lb2,904 nmi431 kn3.54 lb
Praetor 5007–964.7 ft66.5 ft20.6 ft6.8 ft2 HTF700013080 lbf3,250 nmi
Citation Latitude962.3 ft72.3 ft21.8 ft6.4 ft2 PW30011814 lbf30,800 lb2,678 nmi401 kn3.58 lb

Super mid-size jets
The most widespread super mid-size jet is the Challenger 300.

Super mid-size jets feature wide-body cabin space, high-altitude capability, speed, and long range. These jets combine transatlantic capability with the speed and comfort of a wide-body, high-altitude aircraft. Aircraft of this class include:

They typically accommodate 10–11 passengers over a 3420 nmi average range, with a $22.2M mean price:

Super mid-size jets, 4 pax mission[36]
ModelPaxLengthSpanint. Lint. W EnginesThrustMTOWRangeCruiseFuel/nm
Citation Sovereign+9–1263.5 ft72.3 ft25.3 ft5.7 ft2 PW30011814 lbf30,775 lb3,069 nmi402 kn3.15 lb
Legacy 5008–1268.1 ft66.4 ft24.6 ft6.8 ft2 HTF700014072 lbf38,360 lb3,125 nmi433 kn3.59 lb
Praetor 6008–1268.1 ft66.4 ft24.6 ft6.8 ft2 HTF700015056 lbf42,857 lb4,018 nmi423 kn3.58 lb
Gulfstream G28010–1966.8 ft63.0 ft25.8 ft7.2 ft2 HTF700015248 lbf39,600 lb3,646 nmi451 kn3.5 lb
Challenger 3509-1168.7 ft69.0 ft25.2 ft7.2 ft2 HTF700014646 lbf40,600 lb3,250 nmi448 kn3.76 lb

Large jets
More than 1000 Challenger 600 have been produced.

They typically accommodate 13–14 passengers over a 4001 nmi average range, with a $33.8M mean price.

Large Jets, 4 pax mission[36]
ModelPaxLengthSpanint. Lint. W EnginesThrustMTOWRangeCruiseFuel/nmi
Embraer Legacy 650E13–1986.4 ft69.5 ft42.4 ft6.9 ft2 AE300718040 lbf53,572 lb3,919 nmi415 kn4.7 lb
Citation Longitude8–1273.2 ft68.9 ft25.2 ft6.4 ft2 HTF770015200 lbf39,500 lb3,500 nmi454 kn3.65 lb
Falcon 2000S/EX10–1966.3 ft70.2 ft26.2 ft7.7 ft2 PW30014000 lbf41,000 lb3,540 nmi430 kn3.6 lb
Challenger 65012–1968.4 ft64.3 ft25.6 ft7.9 ft2 CF3418440 lbf48,200 lb4,011 nmi419 kn4.48 lb
Falcon 2000LXS/EX8–1966.3 ft70.2 ft26.2 ft7.7 ft2 PW30014000 lbf42,800 lb4,065 nmi430 kn3.64 lb
Falcon 900LX/EX12–1966.3 ft70.2 ft33.2 ft7.7 ft3 TFE73115000 lbf49,000 lb4,650 nmi420 kn4.07 lb
Gulfstream 50013–1991.2 ft86.3 ft41.5 ft7.6 ft2 PW81430288 lbf79,600 lb5,292 nmi480 kn5.18 lb
Over 750 Global Express have been made

Long range jets

They typically accommodate 12–19 passengers over a 6498 nmi average range, with a $61.2M mean price.

At 102 in (259 cm), the G650ER has the widest cabin yet but should be joined by the Falcon 5X (a Global 5000/G500 competitor) and its replacement, and the 4,500 nmi (8,300 km) Citation Hemisphere in 2021; at 98 in (249 cm), the Global 7000/8000 is wider than the 95 in (241 cm) Global 5000/6000, the same as the Gulfstream G500/G600 and the Canadair Challenger, while the Dassault Falcon 8X is 92 in (234 cm) wide and the G450/G550 88 in (224 cm).[7]

Long Range Jets, 8 pax mission[36]
ModelPaxLengthSpanint. Lint. W EnginesThrustMTOWRangeCruiseFuel/nmi
Global 500013–1996.8 ft94.0 ft40.7 ft7.9 ft2 BR71029500 lbf92,500 lb5,475 nmi[lower-alpha 1]463 kn6.52 lb
Falcon 7X12–1976.1 ft86.0 ft39.1 ft7.7 ft3 PW30019206 lbf70,000 lb5,760 nmi[lower-alpha 1]454 kn5.13 lb
Gulfstream G60016–1996.1 ft94.1 ft45.2 ft7.6 ft 2 PW81531360 lbf94,600 lb6,518 nmi481 kn5.97 lb
Falcon 8X12–1980.3 ft86.3 ft42.7 ft7.7 ft 3 PW30020166 lbf73,000 lb6,235 nmi453 kn5.17 lb
Gulfstream G55016–1996.4 ft93.5 ft42.6 ft7.3 ft 2 BR71030770 lbf91,000 lb6,708 nmi453 kn5.7 lb
Global 600013–1999.4 ft94.0 ft43.3 ft7.9 ft 2 BR71029500 lbf99,500 lb6,124 nmi464 kn6.77 lb
Gulfstream G650ER16–1999.8 ft99.6 ft46.8 ft8.2 ft 2 BR72533800 lbf103,600 lb7,437 nmi482 kn6.07 lb
Global 750017–19111 ft104 ft54.4 ft8.0 ft 2 GE Passport37840 lbf114,850 lb7,725 nmi475 kn6.28 lb

VIP airliners
Boeing Business Jets are the most widespread bizliners.

Business airliner can be contracted as bizliner.[46] Airliners converted into business jets are used by sports teams or VIPs with a large entourage or press corps. Such airplanes can face operational restrictions based on runway length or local noise restrictions. They can be the most expensive type of private jet as they provide the greatest space and capabilities.

Aircraft of this class include:

VIP Airliners, 8 pax mission[47]
ModelPaxLengthSpanint. Lint. W EnginesThrustMTOWRangeCruiseFuel/nmi
Lineage 1000E13–19118.9 ft94.2 ft84.3 ft8.8 ft2 CF3437000 lb120,152 lb4,602 nmi[lower-alpha 1]446 kn9.61 lb
BBJ MAX-719-172116.7 ft117.8 ft85.5 ft11.6 ft 2 CFM LEAP58600 lb177,000 lb7,000 nmi
BBJ MAX-819-189129.7 ft117.8 ft98.5 ft11.6 ft2 CFM LEAP58600 lb181,200 lb6,640 nmi
ACJ31919-156111.0 ft111.8 ft78.0 ft12.2 ft 2 CFM5654000 lb168,650 lb6,002 nmi442 kn10.92 lb
BBJ MAX-919–220138.3 ft117.8 ft107.2 ft11.6 ft2 CFM LEAP58600 lb194,700 lb6,515 nmi
gollark: Of course, they are inferior to JPEG-XL.
gollark: AVIF, HEIC and the other one I forgot use videos codecs repurposed for images.
gollark: Imagine having multiple frames per video.
gollark: Correction: I am no longer compiling ffmpeg, thanks Arch developers!
gollark: For VERY reasonable reasons, I'm actually compiling ffmpeg.

See also

Notes
  1. 4 pax

References
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Further reading
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