business jet

The first small, jet-powered civilian 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 civilian version similar to a modern very light jet, with a six-seat enclosed cabin and a conventional door, never proceeded past the prototype stage.{{cite magazine |last=Jerram |first=Mike |date=October 2010 |title=Morane-Saulnier Paris: the very first Very Light Jet |url=http://www.iaopa.eu/mediaServlet/storage/gamag/oct10/p42-45.pdf |magazine=General Aviation |publisher=International Council of Aircraft Owners and Pilots Associations |access-date=17 April 2020 }} The commercial failure of the MS.760 Paris prompted the cancellation of projects by Cessna and Douglas Aircraft to market similar jets.

The development of center-aisle cabin business jets was accelerated by an August 1956 United States Air Force (USAF) letter of the requirement for two "off-the-shelf" aircraft, the larger UCX (cargo) and smaller UTX (trainer). These requirements differed from standard USAF procurement contracts in that no formal competitions would occur, 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. Both Lockheed Corporation and McDonnell Aircraft began the development of UCX aircraft, while North American Aviation pursued the UTX requirement.{{cite news |last=Peter |first=Garrison |title=BABY BIZJET BOOM: The birth of the light jet. |work=Flying |date=September 1987 |pages=124–126 }}{{cite news |author= |title=Off-The-Shelf Jets |work=Flying |date=May 1959 |pages=26–27, 79 }}

The Morane-Saulnier MS.760 Paris had a gross weight of {{convert|7650|lb|t|abbr=on}}, initially powered by two Turboméca Marboré turbojets of {{convert|880|lbf|kN|abbr=on}} thrust, although most aircraft were later upgraded to {{convert|1058|lbf|kN|abbr=on}} 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.

File:NASA JetStar.jpg is the earliest business jet with a center aisle.]]

The Lockheed JetStar, designed to meet USAF UCX requirements and seating 10 passengers and 2 crew, first flew on 4 September 1957. In total, 204 aircraft were produced from 1957 to 1978 powered by several different engines; four {{convert|3300|lbf|kN|abbr=on}} Pratt & Whitney JT12 turbojets, then Garrett TFE731 turbofans for a {{convert|44500|lb|t|abbr=on}} maximum take-off weight (MTOW), then two General Electric CF700 turbofans.

The smaller, {{convert|17760|lb|t|adj=on}} 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 {{convert|45328|lb|t|1|abbr=on}} MTOW with four Pratt & Whitney JT12 or General Electric CF700 engines, but no firm orders were received, and only the single prototype was completed.{{cite book |last=Francillon |first=René |date=1990 |title=McDonnell Douglas Aircraft Since 1920 |volume=II |location=Annapolis, Maryland |publisher=Naval Institute Press |pages=241–243 |isbn=1-55750-550-0 }}

File:Air Zoo Learjet II.JPG was the first light jet.]]

File:Grumman G-1159 Gulfstream II-SP AN0489926.jpg in 1966.]]

The {{convert|25000|lb|t|abbr=on}} MTOW British Aerospace 125 first flew on 13 August 1962 as the de Havilland DH.125, powered by two {{cvt|3000|lbf|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 rebranded as the Gulfstream G100.

The {{convert|29,000|lb|t|abbr=on}} MTOW Dassault Falcon 20 first flew on 4 May 1963, powered by two General Electric CF700s, then Garrett ATF3 turbofans and Garrett TFE731s. In total, 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 {{cvt|2,850|lbf|kN}} General Electric CJ610s, its {{convert|12,500|lb|t|abbr=on}} 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, {{convert|20,280|lb|t|abbr=on}} 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, {{convert|18,000|lb|t|abbr=on}} 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 {{convert|65,500|lb|t|abbr=on}} MTOW Grumman Gulfstream II, powered by two {{convert|11,400|lbf|kN|abbr=on}} Rolls-Royce Spey turbofans. From 1967 to the late 1970s, 258 were built, and it led to the ongoing Gulfstream Aerospace long-range family.

The {{convert|11,850|lb|t|abbr=on}} MTOW Cessna Citation I first flew on 15 September 1969, powered by two {{cvt|2,200|lbf|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.

The trijet Dassault Falcon 50 made its first flight on 7 November 1976. The {{convert|40000|lb|t|abbr=on|adj=on}} MTOW airplane is powered by three {{cvt|3700|lbf|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 {{convert|43000|-|48000|lb|t|abbr=on|adj=on}} MTOW craft, usually powered by two {{cvt|9200|lbf|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 all-new {{convert|22,000|lb|t|abbr=on|adj=on}} MTOW Cessna Citation III took off for the first time, powered by two {{convert|3,650|lbf|kN|abbr=on|adj=on}} TFE731s.

The Mitsubishi MU-300 Diamond made its first flight on 29 August 1978. The {{convert|16,100|lb|t|abbr=on|adj=on}} MTOW jet was powered by two {{convert|2,900|lbf|kN|abbr=on|adj=on}} JT15D. The design was later sold and was renamed Beechjet 400 then Hawker 400, with a total of 950 produced of all variants.

The 1980s only saw the introduction of derivatives and no major new designs. The late 1980s saw the advent of fractional ownership for business jets.{{cite web |title=Business jet travel for the masses could come from Uber-like concept. |url=https://www.kansas.com/news/business/aviation/article120969743.html |website=Wichita Eagle |access-date=17 October 2018}} For much of the 1980s, sales of new aircraft slumped.{{cite news |url=https://news.google.com/newspapers?id=YO5VAAAAIBAJ&sjid=g-EDAAAAIBAJ&pg=6837%2C6562652 |work=Eugene Register-Guard |location=(Oregon) |agency=Associated Press |title=Makers of corporate jets, light planes restructuring |date=July 28, 1985 |page=6F}}

On 29 April 1991, the Cessna CitationJet was first flown. Powered by two {{cvt|1,900|lbf|kN}} Williams FJ44 engines, the {{cvt|10,500|lb|t}} light jet used a modified Citation II fuselage with a new wing and tail, and was subsequently developed into the CJ series and M2, ultimately replacing the Citation I, Citation II and Citation V series. The 2,000th CitationJet was delivered in 2017.

The first flight of the all-new Learjet 45 was on 7 October 1995. All of the 642 aircraft built since then have been powered by two {{cvt|3,500|lbf|kN}} TFE731 engines.

Powered by two {{cvt|2,300|lbf|kN}} Williams FJ44s, the {{convert|12,500|lb|t}} Beechcraft Premier I light jet made its first flight on 22 December 1998. Nearly 300 had been made before production stopped in 2013.

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 {{cvt|39.2|kN|lbf|order=flip}} Rolls-Royce AE 3007s, the first flight of the {{convert|22.5|t|lb|order=flip|adj=on}} aircraft was on 31 March 2001.

On 14 August 2001, the Bombardier Challenger 300 made its first flight. The {{convert|38,850|lb|t|adj=on}} aircraft is powered by two {{cvt|6,825|lbf|kN}} HTF7000s. The 500th example was delivered in 2015.

The first very light jet, the {{convert|5,950|lb|t|adj=on}} MTOW Eclipse 500, took off for the first time on 26 August 2002, powered by two {{cvt|900|lbf|kN}} Pratt & Whitney Canada PW600s. Between then and the end of production in 2008, 260 were produced.

Another new small jet, the {{convert|10,701|lb|t|adj=on}} Honda HA-420 HondaJet, first flew on 3 December 2003 powered by two {{cvt|2050|lbf|kN}} GE Honda HF120 engines mounted above the wing in a configuration unique amongst business jets. As of March 2020, 150 had been delivered.

It was followed by the {{convert|8645|lb|t|adj=on}} MTOW Cessna Citation Mustang on 23 April 2005, powered by two {{cvt|1460|lbf|kN}} Pratt & Whitney Canada PW600s and with more than 450 produced.

The Embraer Phenom 100 made its maiden flight on 26 July 2007. The {{convert|4.75|t|lb|order=flip|adj=on}} MTOW airplane is powered by two {{cvt|7.2|kN|lbf|order=flip}} Pratt & Whitney Canada PW600s. With its Phenom 300 development, nearly 600 have been built.

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

File:Bombardier Global 7500 on static display, EBACE 2018, Le Grand-Saconnex (BL7C0578).jpg 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:{{cite news |url= http://aviationweek.com/business-aviation/new-models-enter-market-where-can-business-aviation-go-next |title= As New Models Enter Market, Where Can Business Aviation Go Next? |at= New models stimulate demand, but it is getting harder to find a niche to target |date= 22 December 2017 |author= Graham Warwick |work= Aviation Week & Space Technology}}

• the {{cvt|7,400|nmi|km}} range Bombardier Global 7500 large-cabin jet, before the {{cvt|7,900|nmi|km}} Global 8000 in 2019;
• the {{cvt|5,200|nmi|km}} large-cabin Gulfstream G500, replacing the Gulfstream G450, then the longer, {{cvt|6,500|nmi|km}} G600 eventually superseding the G550;
• the {{cvt|3,500|nmi|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+.{{cite news |url= http://aviationweek.com/nbaa-2018/20-new-business-jets-way-says-jetcraft |title= 20 New Business Jets on the Way, Says Jetcraft |date= Oct 15, 2018 |author= John Morris |work= Aviation Week Network}}

Most production business jets use two jet engines as a compromise between the operating economy of fewer engines and the ability to safely continue flight after an engine failure. Exceptions include the early Lockheed Jetstar with four engines; the Dassault Falcon 50 and derivatives with three; and the Cirrus Vision SF50 with one, a configuration also used in several similar very light jet design concepts. Most business jets use podded engines mounted on the rear fuselage with a cruciform tail or T-tail to reduce interference drag and increase exhaust clearance. Practical limits on the ground clearance of these smaller aircraft have prompted designers to avoid the common jetliner configuration of a low wing with underslung podded engines. The sole business jet to use this layout, the early McDonnell 119, was rejected by the USAF due to foreign object damage concerns, leading to the failure of the program.{{cite book |last=Francillon |first=René |date=1990 |title=McDonnell Douglas Aircraft Since 1920 |volume=II |location=Annapolis, Maryland |publisher=Naval Institute Press |isbn=1-55750-550-0|pages=241–242 }} The recent HondaJet uses wing-mounted engines but mitigates this problem with its unique over-the-wing engine pods.

As with jetliners, swept wings are often used to increase cruise speed, but straight wings are also commonplace; notably, Cessna deliberately prioritized docile low-speed handling in choosing straight wings for many models in its popular Citation family, envisioning that owners transitioning from slower piston engined or turboprop aircraft would want to maintain the ability to use relatively short runways, and that lower approach speeds would ease single-pilot operations, particularly by relatively inexperienced owner-pilots.{{cite book |last=Szurovy |first=Geza |date=1999 |title=Cessna Citation Jets |location=Osceola, Wisconsin |publisher=MBI Publishing Company |isbn=0-7603-0785-7|pages=12–13}}

Rolls-Royce plc powers over 3,000 business jets, 42% of the fleet:{{cite news |url= https://airinsight.com/rolls-royces-pearl/ |title= Rolls-Royce's Pearl |date= 28 May 2018 |author= Addison Schonland |work= AirInsight Group LLC}} 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.{{cite news |url= http://aviationweek.com/ebace-2018/rolls-royce-barrels-back-bizjets-pearl-engine |title= Rolls-Royce Barrels Back Into Bizjets With Pearl Engine |date= 28 May 2018 |author= John Morris |work= Aviation Week Network}}

File:Aircraft parking at Anguilla Airport.jpg clogged with business jets]]

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.{{cite web |title= The business jet market in numbers |url=http://www.corporatejetinvestor.com/wp-content/uploads/2012/10/CJI-2013-Business-jet-market-in-numbers.pdf |publisher=Corporate Jet Investor |date= April 2013}}

On 1 April 2017, there were 22,368 business jets in the worldwide fleet, of which 11.2% were for sale.{{cite web |url= http://www.aso.com/AMSTATMarketUpdate.pdf |title= Business Aviation Market Update Report |publisher= AMSTAT |date= May 2017}}

By October 2018, the entire private jet fleet was dominated by Textron (Beechcraft, Cessna and Hawker branded aircraft) 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%).{{cite news |url= https://www.flightglobal.com/news/articles/analysis-business-aviation-market-report-q3-2018-452675/ |title= Business aviation market report - Q3 2018 |date= 15 Oct 2018 |work= Flightglobal}}

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.{{Cite web|url=https://www.jetnet.com/research/reports/jetnet-iq-market-report-2019.html|title=Limited Edition Market Report|website=www.jetnet.com}}

In 2015 the total airplane billing amounted to US$21.9 billion, and 718 business jets were delivered to customers across the globe: 199 ({{#expr:199/718*100round1}}%) by Bombardier Aerospace, 166 ({{#expr:166/718*100round1}}%) by Textron Aviation, 154 ({{#expr:154/718*100round1}}%) by Gulfstream Aerospace, 120 ({{#expr:120/718*100round1}}%) by Embraer and 55 ({{#expr:55/718*100round1}}%) by Dassault Aviation.

In 2017, 676 business jets were shipped, led by Gulfstream with $6.56 billion for 120 aircraft, Bombardier with $5.2 billion for 140, Textron with $2.87 billion (including propeller aircraft and {{#expr:7+39+26+23+18+9+54+4}} jets), Dassault with $2.42 billion for 120 and Embraer with $1.35 billion for 109.{{cite news |url= https://gama.aero/wp-content/uploads/memos/63185_GAMA_2017_Year_End_Report.pdf |title= GAMA General Aviation Shipment Report 2017 |publisher= General Aviation Manufacturers Association |date= 21 February 2018 |access-date= 4 March 2018 |archive-url= https://web.archive.org/web/20180304173428/https://gama.aero/wp-content/uploads/memos/63185_GAMA_2017_Year_End_Report.pdf |archive-date= 4 March 2018 |url-status= dead }}

In 2022, 712 business jets were shipped, led by Gulfstream with $6.60 billion for 120 aircraft, Bombardier with $6,04 billion for 123, Textron Aviation with $3,62 billion, Dassault Aviation with $1,76 billion for 120, Embraer with $1,36 for 102 and Pilatus with $900 million for 123 aircraft.{{cite news |url= https://gama.aero/wp-content/uploads/2022ShipmentReport-0223-2023.pdf |title= GAMA General Aviation Shipment Report 2022 |publisher= General Aviation Manufacturers Association |date= 22 February 2023 |access-date= 27 February 2023 |archive-url= https://web.archive.org/web/20230225090333/https://gama.aero/wp-content/uploads/2022ShipmentReport-0223-2023.pdf

|archive-date= 25 February 2023 |url-status= live }}

The residual value level for a five-year old aircraft is at 56% of the list price.

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.{{cite news |url= https://www.ainonline.com/aviation-news/business-aviation/2017-11-28/new-normal-bizjets-depreciate-50-year-five |title= New Normal: Bizjets Depreciate by 50% at Year Five |author= Chad Trautvetter |date= 28 November 2017 |work= AIN}}

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.{{cite news |url= https://www.ainonline.com/aviation-news/business-aviation/2018-10-05/vref-release-15-year-bizcraft-residual-value-outlook |title= VREF To Release 15-year Bizcraft Residual Value Outlook |work= AIN online |author= Chad Trautvetter |date= October 5, 2018}}

In October 2017 Jetcraft forecast 8,349 unit deliveries in the next decade for $252 billion, a ${{#expr:252000/8349round1}} million 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%.{{cite web |url= https://jetcraft.com/outlook/Jetcraft-10-Year-Market-Forecast-2017.pdf |publisher= Jetcraft |title= 10 Year Market Forecast |date= October 2017}}

For 2016–2025, Jetcraft forecast Pratt & Whitney Canada should be the first engine supplier with 30% of the $24 billion revenue, in front of the current leader Rolls-Royce at 25%. Honeywell will hold 45% of the $16 billion in avionics revenue ahead of Rockwell Collins with 37% and Garmin.{{cite web |url= https://jetcraft.com/outlook/Jetcraft-10-Year-Market-Forecast-2016.pdf |publisher= Jetcraft |title= 10 Year Market Forecast |date= 12 October 2016}}

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.{{cite news |url= http://aviationweek.com/nbaa-2018/honeywell-jets-entering-market-spur-growth |title= Honeywell: Jets Entering Market Spur Growth |date= Oct 15, 2018 |author= Bill Carey |work= Aviation Week Network}}

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 leading the market with 25% of deliveries worth $32.1 billion.{{cite news |url= http://aviationweek.com/nbaa-2018/aviation-week-predicts-8700-business-jet-deliveries-through-2028 |title= Aviation Week Predicts 8,700 Business Jet Deliveries Through 2028 |date= Oct 15, 2018 |author= Molly McMillin |work= Aviation Week Network}}

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 usage was forecast to be 365 flight hours per aircraft per year.{{cite news |url= http://aviationweek.com/business-aviation/bizav-fleet-grow-tepid-rate-over-decade-report-says |title= BizAv Fleet To Grow At 'Tepid' Rate Over Decade, Report Says |date= 4 January 2017 |author= Molly McMillin |work= The Weekly Of Business Aviation |publisher= Aviation Week}}

File:Pratt & Whitney Canada PW815 engine, EBACE 2018, Le Grand-Saconnex (BL7C0411).jpg

Built by Pratt & Whitney Canada, variants of the {{cvt|4,700–8,000|lbf|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 {{cvt|12,000|lbf|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 {{cvt|10,000–20,000|lbf|kN}} Passport for the Bombardier Global 7500, due to enter service in 2018, and is developing an engine for the supersonic Aerion AS2.

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 {{cvt|3,500–5,000|lbf|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.{{cite news |url= https://www.flightglobal.com/news/articles/nbaa-engine-programme-update-452056/ |title= NBAA: Engine programme update |date= 12 Oct 2018 |author= Murdo Morrison |work= FlightGlobal}}

{{globalize|section|the United States|date=June 2014}}

There are three basic types of operators that own, manage and operate private jets.{{citation needed|date=January 2011}}

File:Gulfstream G550 Luxottica, LUX Luxembourg (Findel), Luxembourg PP1207588139.jpg owned by Luxottica]]

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.{{cite web |url= https://www.nbaa.org/business-aviation/NEXA-Report-Part-2-2010.pdf |title= Business aviation : an enterprise value perspective |publisher= National Business Aviation Association |date= Fall 2010 |quote= "the SME companies using business aviation outperformed nonusers... users generated more income based on productivity and efficiency, outperforming in both EBITDA and Earnings (230 percent and 219 percent higher, respectively).}}

File:Interior of Gulfstream G450 NetJets (Quintin Soloviev).jpg Gulfstream G450]]

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).{{cite web|last=Epstein|first=Jonathan M.|title=Placing Your Aircraft With An Aircraft Charter-Management Company|url=http://www.mondaq.com/unitedstates/x/266322/Aviation/Placing+Your+Aircraft+with+an+Aircraft&email_access=on|publisher=Holland & Knight|access-date=4 October 2013|date=1 October 2013}}

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.{{cite web|title=THE ROLE OF AIR CHARTER BROKERS IN ARRANGING AIR TRANSPORTATION|url=https://www.transportation.gov/sites/dot.gov/files/docs/BrokerNoticeFinal%20Guidance.pdf|website=Department of Transportation}}

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.{{cite web |title=The Rules of the Game |url=https://www.bjtonline.com/business-jet-news/the-rules-of-the-game |website=Business Jet Traveler |date=19 January 2016 |access-date=17 October 2018}}

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.{{citation needed|date=May 2020}}

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.{{citation needed|date=May 2020}}

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:{{cite news |url= http://aviationweek.com/business-aviation/spotlight-bizjet-based-special-mission-aircraft |title= Spotlight on Bizjet-based Special Mission Aircraft |date= 10 January 2018 |author= Graham Warwick |work= Aviation Week & Space Technology}}

• The {{cvt|99,500|lb}}, 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 {{cvt|91,000|lb}}, 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 {{abbr|AISREW|Airborne Intelligence, Surveillance, Reconnaissance and Electronic Warfare}} 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;

Business jets can be categorized according to their size.

{{main|Very light jet}}

File:N816CW Cessna Citation Mustang (7534559132).jpg.]]

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

A {{cvt|4,540|kg|order=flip}} MTOW limit was cited by engineering company Burns & McDonnell in 2005,{{cite news |url= http://www.burnsmcd.com/Resource_/Issue/238/PdfFile/BM2005v3.pdf |page= 18 |title = What is a Very light Jet? |publisher= Burns & McDonnell |date= 2005 |issue= 3 |journal= BenchMark|archive-url= https://web.archive.org/web/20151222121926/http://www.burnsmcd.com/Resource_/Issue/238/PdfFile/BM2005v3.pdf |archive-date= 22 December 2015 }} Popular Mechanics in 2007,{{cite magazine |url= http://www.popularmechanics.com/flight/a1661/4216973/ |title= Mini-Jet Revolution, or Dot-Com with Wings? |author= David Noland |magazine= Popular Mechanics |date= 20 May 2007}} or GlobalSecurity.org.{{cite web |url = http://www.globalsecurity.org/military/world/very-light-jet.htm |title = Very Light Jet - VLJ |publisher= GlobalSecurity.org}}

Cessna simultaneously developed the Citation Mustang, a six-place twinjet (2 crew + 4 passengers), followed by the Embraer Phenom 100 and the Honda Jet. They have a maximum takeoff weight lighter than the FAR Part 23 {{convert|12500|lb|kg|adj=on}} limit, and are approved for single-pilot operation. They typically accommodate 6–7 passengers over a {{#expr:(622+1092+1801+1183+1171)/5round0}} nmi average range, with a ${{#expr:(2.38+4.495+4.65+5.15+5.28)/5round1}} million mean price.

File:Hamburg_Airport_Herrenknecht_Aviation_Embraer_EMB-505_Phenom_300_D-CHMD_(DSC09097).jpg has been the best-selling light jet for 12 consecutive years{{Cite news |title = Embraer Phenom 300 Marks 12 Consecutive Years As Bestselling Light Jet|publisher = aeronewsglobal |url = https://aeronewsglobal.com/embraer-phenom-300-is-the-worlds-best-selling-light-jet-for-a-12th-consecutive-year/ |access-date = 20 July 2024}}]]

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:

• Beechcraft Premier
• Cessna CitationJet/CJ1/2/3
• Cessna Citation II/Bravo/Ultra/Encore
• Embraer Phenom 300
• Hawker 400
• Learjet 31
• Learjet 40

They typically accommodate 6–8 passengers over a {{#expr:(1802+2205+1949+1903+1927+1934)/6round0}} nmi average range, with a ${{#expr:(8.3+8.7+9.45+9.655+10.07+11.3)/6round1}} million mean price.

File:Hawker Beechcraft 850XP, Private JP7325778.jpg/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:

• Citation Excel/XLS(+),
• Hawker 800/750/850/900/1000,
• Learjet 45
• Learjet 60.

They typically accommodate 9 passengers over a {{#expr:(1841+2026+2904+3250+2678)/5round0}} nmi average range, with a ${{#expr:(13.7+13.8+16.57+16.995+17.457)/5round1}} million mean price.

File:Bombardier BD-100-1A10 Challenger 300 AN1921759.jpg.]]

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:

• Bombardier Challenger 300/350
• Cessna Citation Sovereign
• Cessna Citation X
• Dassault Falcon 50
• Gulfstream G200/G250
• Hawker 4000{{cite web |url= https://www.flightglobal.com/assets/getAsset.aspx?ItemID=14999 |title= Super Mid-Size Jets |work= Flight International }}

They typically accommodate 10–11 passengers over a {{#expr:(3063+3125+4018+3646+3250)/5round0}} nmi average range, with a ${{#expr:(18.79+19.995+20.995+24.5+26.673)/5round1}} million mean price:

File:EM N601GT (2935602297).jpg have been produced.]]

• Bombardier Challenger 600
• Dassault Falcon 2000(ER)
• Dassault Falcon 900
• Embraer Legacy 600/650

They typically accommodate 13–14 passengers over a 4,000 nmi average range, with a ${{#expr:(26+28.4+31.6+32.4+33.7+41+43.3)/7round1}} million mean price.

File:D-ARKO GLEX(XRS) K5 Aviation VKO UUWW (34418467530).jpg have been made]]

• Dassault Falcon 7X
• Bombardier Global Express/5000/6000
• Gulfstream IV/G350/G450
• Gulfstream V/G500/G550
• Gulfstream G650(ER)

They typically accommodate 12–19 passengers over a {{#expr:(5475+5760+6518+6235+6708+6124+7437+7725)/8round-2}} nmi average range, with a ${{#expr:(50.44+53.8+57.9+59.3+61.5+62.31+71.5+72.8)/8round1}} million mean price.

At {{cvt|102|in|cm|0}}, 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 {{cvt|4,500|nmi|km}} Citation Hemisphere in 2021; at {{cvt|98|in|cm|0}}, the Global 7000/8000 is wider than the {{cvt|95|in|cm|0}} Global 5000/6000, the same as the Gulfstream G500/G600 and the Canadair Challenger, while the Dassault Falcon 8X is {{cvt|92|in|cm|0}} wide and the G450/G550 {{cvt|88|in|cm|0}}.

File:Boeing's commercial aircraft in BBJ livery.jpgs are the most widespread bizliners.]]

Business airliner can be contracted as bizliner.{{cite web |url= http://www.ainonline.com/aviation-news/business-aviation/2010-06-17/airbus-sees-great-promise-bizliner-orders-china |title= Airbus Sees Great Promise for Bizliner Orders in China |publisher= Aviation International News |author=Chad Trautvetter |date= 17 June 2010}} 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:

• Airbus Corporate Jets
• Boeing Business Jet
• Embraer Lineage 1000

{{see|Environmental impact of aviation}}

File:GP0STWF0J (52918746517).jpg, 2023).]]

Calculations suggest that people traveling in their own private jets leave a disproportionate carbon footprint relative to those who use commercial jetliners or other means of travel. Some individuals travel over {{cvt|350,000|km|mi|abbr=on}} annually, generating thousands of tons of {{CO2}} emissions.{{Cite journal |last1=Gössling |first1=Stefan |last2=Dolnicar |first2=Sara |date=2022-08-18 |title=A review of air travel behavior and climate change |journal=WIREs Climate Change |language=en |volume=14 |issue=1 |doi=10.1002/wcc.802 |s2cid=251677425 |issn=1757-7780|doi-access=free }}{{cite web | title=SiliconJets (@SiliconJets@lumberjacks.social) | website=Lumberjacks Social | url=https://lumberjacks.social/@SiliconJets | access-date=2023-12-10}}

As a reaction to the disproportionate emission of greenhouse gases by private jets, projects dedicated to tracking the movement of these airplanes in general, as well as the jets owned by specific celebrities, politicians, entrepreneuers and elite groups, have gained widespread attention by the internet public and the media. The programmer Jack Sweeney became known for his various social media accounts that track jets owned by individuals such as Taylor Swift, Elon Musk, Jeff Bezos, Mark Zuckerberg, Bill Gates, Donald Trump,{{Cite web |last=Dodds |first=Io |date=February 13, 2022 |title=Teenager who tracks Elon Musk's jet says he might stop in exchange for a new Tesla |url=https://www.independent.co.uk/news/world/americas/elon-musk-jet-tracking-b2014321.html |url-access=registration |url-status=live |archive-url=https://web.archive.org/web/20220305000932/https://www.independent.co.uk/news/world/americas/elon-musk-jet-tracking-b2014321.html |archive-date=March 5, 2022 |access-date=March 4, 2022 |website=The Independent |language=en}} and Drake.{{Cite web |last=Yang |first=Maya |date=March 1, 2022 |title=Teen who tracked Elon Musk's jet turns his attention to Russian oligarchs |url=https://www.theguardian.com/technology/2022/mar/01/teen-tracks-russian-oligarchs-elon-musk |url-status=live |archive-url=https://web.archive.org/web/20220305005302/https://www.theguardian.com/technology/2022/mar/01/teen-tracks-russian-oligarchs-elon-musk |archive-date=March 5, 2022 |access-date=March 5, 2022 |website=the Guardian |language=en}}

{{Commons category|Business jets}}

• {{annotated link|Very light jet}}
• {{annotated link|Air transports of heads of state and government}}
• {{annotated link|Supersonic business jet}}

{{Notelist}}

{{Reflist|refs=

{{cite magazine |url= http://www.flyingmag.com/tags/very-light-jet |title= Very light jets |magazine= Flying}}

{{cite magazine |url= http://www.flyingmag.com/tags/light-jets |title= Light jets |magazine= Flying}}

{{cite magazine |url= http://www.flyingmag.com/tags/mid-size-jets |title= Mid-size jets |magazine= Flying}}

{{cite magazine |url= http://www.flyingmag.com/tags/super-mid-size-jets |title= Super mid-size jets |magazine= Flying}}

{{cite magazine |url= http://www.flyingmag.com/tags/heavy-jets |title= Heavy jets |magazine= Flying}}

{{cite web |url= http://www.airpartner.com/en/aircraft-guide/ |title= Aircraft Guide |publisher= Air Partner (charter) |access-date= 16 December 2015 |archive-url= https://web.archive.org/web/20151222172625/http://www.airpartner.com/en/aircraft-guide/ |archive-date= 22 December 2015 |url-status=dead}}

{{cite web |url= http://jetadvisors.com/aircraft-information/ |title= Aircraft Information |publisher= Jet Advisors (consulting)}}

{{cite web |url= https://www.deltaprivatejets.com/your_fleet.aspx |title= Your Fleet |publisher= Delta Private Jets (carrier) |access-date= 16 December 2015 |archive-url= https://web.archive.org/web/20151222120452/https://www.deltaprivatejets.com/your_fleet.aspx |archive-date= 22 December 2015 |url-status= dead |df= dmy-all }}

{{cite web |url= http://www.aircharterserviceusa.com/aircraft_guide/index.html |title= Aircraft Guide |publisher= Air Charter Service (charter) }}

{{cite web |url= https://www.netjets.com/fleet/FleetComparison/ |title= Fleet Comparison |publisher= NetJets (fractional ownership)}}

{{cite web |url= http://www.aviapartner.biz/en/type-vs/ |title= Jets |publisher= Business Avia Partner (charter)}}

}}

• {{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1974/1974%20-%201469.html |title= Guide to business aircraft |magazine= Flight International |date= 19 September 1974 }}
• {{cite web |url= https://www.usitc.gov/publications/332/pub4314.pdf |publisher= United States International Trade Commission |title= Business Jet Aircraft Industry: Structure and Factors Affecting Competitiveness |date= April 2012}}
• {{cite web |url= http://www.aopa.org/News-and-Video/All-News/2015/November/16/Hourly-operating-costs-of-45-jets-compared |title= Hourly operating costs of 45 jets compared |publisher= Aircraft Owners and Pilots Association |date= 16 November 2015}}
• {{cite magazine |url= https://www.ainonline.com/sites/default/files/full-issues/ain_1218.pdf |title= For many models, market hitting the apex |magazine= Aviation International News |author= Mark Huber |date= December 2018 |pages= 20–21, 24 |access-date= 6 January 2019 |archive-url= https://web.archive.org/web/20181227181555/https://www.ainonline.com/sites/default/files/full-issues/ain_1218.pdf |archive-date= 27 December 2018 |url-status= dead }}

{{Lists of aircraft|state=collapsed}}

{{Private transport}}

{{Authority control}}

{{DEFAULTSORT:Business Jet}}

Jet

Category:Private transport