You’ve heard of parking assist for luxury SUVs. What about landing assist for private jets? It’s the first step toward truly autonomous flying, and it’s a feature Vision Jet buyers will soon experience. With this new feature, any passenger can take limited control of the jet, route to the nearest airport, and land the plane! It sounds like a feat of impossibility, but far from it. It’s manufacturer Cirrus’ way of improving safety and airworthiness in its most-delivered plane.
Dubbed SafeReturn™, the safety feature is a product of collaboration between Cirrus and Garmin. And while its premise is jaw-dropping as a safety feature, its untapped potential in the realm of autonomous flying has many aviation teams excited about what’s next.
So easy a child could do it
SafeReturn™ is designed to be as simple as possible to use and as technologically robust as modern technology allows.
The premise is simple. A pilot becomes incapacitated, unable to fly the plane, putting passengers in danger. A passenger activates SafeReturn™ by pushing a button, which, when activated, will announce autonomous flight mode to the cabin. Internally, the plane uses its positioning system to find the nearest airport, charts a course to that airport, relays proper air traffic signals, and eventually lands itself. No passenger intervention needed. Amazing.
From manned to unmanned aircraft
The execution of SafeReturn™ goes far beyond charting a course back to safety. The entire Vision Jet engages in a transition from manned aircraft to unmanned aerial vehicle (UAV). Flight screens meant for the pilot are replaced with resources for passengers. Terrain avoidance systems allow the plane to automatically adapt en route to its landing. It even avoids hazardous weather.
Cirrus put passenger peace of mind at the forefront of its SafeReturn™ system. Audio alerts calm passengers by telling them where the UAV is headed and how long until landing. The system even signals the emergency broadcast channel, notifying first responders to meet the plane at touchdown in the event of a medical emergency.
On approach, the system controls absolutely every aspect of landing, from throttling back to extending slats, to deploying landing gear, and even braking. The only human intervention throughout the entire process is when the passengers open the door and step out onto the tarmac safely.
The future of autonomous flight
The impact of SafeReturn™ as a safety feature cannot be understated. It’s contribution to an inevitable future of autonomous flight may be even greater, however. Cirrus and Garmin have proven that in the most dire of situations, a pilot isn’t required to get a plane to where it needs to go. It’s only a matter of time before this feature is extrapolated into others and the features of autonomous planes become more robust.
Right now, SafeReturn™ is only available on the Cirrus Vision Jet. Garmin plans to license this technology to other small-cabin manufacturers, as well as midsized jet manufacturers. With broader exposure and further innovation, it’s likely we’re soon to see features like autonomous taxiing, adaptive weather controls, and smarter course adjustment features in the future. We’re not at the point where pilots are obsolete yet, but SafeReturn™ certainly makes it feel like we’re not a long way off!
The expert jet brokers at L & L International are here to help you acquire the perfect jet. Need to sell your jet? We can assist with that, too. Contact the private aviation professionals online, at sales@L-Lint.com, or at +1 (305) 754-3313.
As it is every year, this year’s National Business Aviation Association’s (NBAA) annual corporate aircraft show in Las Vegas was full of exciting surprises. However, none could top the event’s first surprise: The unveiling of Gulfstream’s new G700 long-range jet. It’s set to be the biggest jet Gulfstream has ever developed, and it’s packed with features, technology, and luxury! And while we won’t see it until late 2021, the G700 is already taking the BizAv industry by storm.
The G700 is more than a step up from the much-loved G650 — it’s a direct competitor to the highly successful Global 7500 from Bombardier. The battle for long-range jet supremacy rages on, with Gulfstream setting the standard once again.
The cabin is roughly 10 feet longer than the G650, accommodating 19 comfortably. It measures in at an astounding 56’11” with an impressive cabin that’s 6’3” high and 8’2” wide. Despite its size, the G700 is all about power. The jet has a maximum high-speed cruise of Mach 0.925 and can cover a range of 7,500 nautical miles thanks to dual high-thrust Rolls-Royce Pearl engines.
Emphasis on technology
Source: gulfstream.com
The true defining feature of the G700 is its data concentration network. Rather than single-wire networking of the plane’s systems, Gulfstream has taken an all-new network-based approach to system communication. The plane can now send and receive multiple signals through its wiring, allowing designers to reduce wire weight and improve communication and redundancy capabilities across the jet’s many vital systems.
In the cockpit, pilots will find Gulfstream’s active control system alive and well — now complemented by touch-screen systems and smart automations that make flying more intuitive. It benefits from a new predictive landing platform, giving pilots audiovisual cues on approach to simplify the landing process and conserve energy/fuel during takeoff and approach.
Ready to compete in the long-range market
In many ways the G700 is its own design. However, there’s no doubt it’s meant to compete directly in the long-range jet market with the likes of Bombardier’s Global 7500. The jet’s specifications are nearly identical — the G700 has a slightly longer cabin and the Global 7500 has a negligibly longer range. This battle in the sky is the newest in a clash going back decades. The Global 7500 was a direct response to Gulfstream’s G650, so it’s no surprise the G700 takes aim at the industry’s current top dog.
More importantly, the G700 sets an indelible standard for what to expect as the market pushes for long-range jets. Its emphasis on speed and range, coupled with enhancements that make it whisper quiet and comfortable throughout, depict a future where transatlantic flights are the new standard. BizAv demands bigger, faster, smarter, and Gulfstream answers with the G700.
The expert jet brokers at L & L International are here to help you acquire the perfect jet. Need to sell your jet? We can assist with that, too. Contact the private aviation professionals online, at sales@L-Lint.com, or at +1 (305) 754-3313.
After debuting at the Paris Air Show and making stops around the world in China, Southeast Asia, and Europe, Embraer’s new mega-sized E195-E2 jet has finally landed in the U.S. The aircraft, boasting 120+ seats, displayed its commanding prowess at Kennedy Space Center in Florida as part of its global roadshow tour. The goal? Showcase Embraer’s largest jet and set the tone for an aircraft that’s ready to dominate the fleet jet market in 2021.
A look at the E195-E2
Embraer is well-known for its E-Jet family of commercial jetliners and has undisputed success with aircraft in the 66-126 passenger range. The E195-E2 is a step up into a new class for the manufacturer. Three seating options — three-class with 120 seats, single-class with 132 seats, or single-class with 146 seats — show the company’s foray into larger aircrafts and marks its largest jet to date. Adjustable seat pitch from 29” to 35” also makes it one of the most accommodating E-Jets.
Source: embraercommercialaviation.com
With size comes power, too. Dual Pratt & Whitney PW1900G Geared Turbofans generate 23,000 pounds of thrust capable of reaching Mach 0.82, pushing the E195-E2 to a range of 2,600 nautical miles. Fully loaded, the jet has a maximum takeoff weight (mtow) of 135,584 pounds.
Perhaps the most staggering feature of the mega-sized jet is its environmentally conscious design. Advanced wing sloping, state-of-the-art avionics, and fuel-efficient engines make this jetliner surprisingly efficient, showing purposeful design by Embraer. According to the manufacturer, “the E195-E2 achieves double-digit lower fuel consumption compared to current-generation E-Jets.” At present, it’s expected to be the most efficient aircraft in the single aisle jet market.
What can we expect from the E195-E2?
The U.S. debut of the E195-E2 jet is generating plenty of buzz, but there’s speculation by Embraer that this buzz won’t necessarily culminate in domestic sales. Instead, the company is looking at Europe and Asia to carry this newest E-Jet to commercial success. The reason? U.S. regional jet clauses limit aircrafts to 76 seats and mtow of 86,000 pounds.
Embraer’s decision to invest nearly $1.6 billion in the expansion of its E-Jet family has added fuel to the fire surrounding speculation for an industry shift toward bigger jets. The industry as a whole has shown a creep toward large-cabin options with more seating and larger gross mtow. The E195-E2 is another data point on this trend.
It makes sense. As international travel picks up and new global business hubs rise, jets need to transport more people, farther, in better time. In many ways, the E195-E2 is a standard for what to expect in the coming decade of travel. Emphasis on efficiency and capacity show forethought to an industry with growing demands for better performance standards. Standards only large-cabin jetliners can meet.
The expert jet brokers at L & L International are here to help you acquire the perfect jet. Need to sell your jet? We can assist with that, too. Contact the private aviation professionals online, at sales@L-Lint.com, or at +1 (305) 754-3313.
Discrepancy isn’t a term with good connotations. It usually means something falls short of expectations or differs from the norm. When you’re buying a jet, it’s not a word you want to encounter at any phase of the transaction. But discrepancies are something almost every used jet buyer faces. They’re a natural part of the inspection process and an important one to acknowledge before ownership of the aircraft changes hands.
Also called “squawks,” discrepancies can range from minor annoyances to major airworthiness concerns. Aircraft buyers need to understand that discrepancies exist in every used jet, and that some squawks reserve more attention than others in their ability to make or break a sale.
A small rip in one of the passenger seats of a used jet is a discrepancy. But so is a leading edge that’s out of limits. One of these issues affects airworthiness; the other is purely cosmetic. Both show up on a discrepancy report, but one of them isn’t likely to sink a sale. Realizing the severity of a squawk within the context of the plane’s condition means discerning what’s truly important versus what’s not.
Who fixes damages and what’s worth haggling over?
A discrepancy report is going to list every single thing that’s wrong with a plane — from major airworthiness issues like body corrosion and worn brakes, to minor interior scuffs and stains. As a buyer, you’ll get the complete scoop on your potential investment. It can be overwhelming, especially if the report is several pages with multiple glaring concerns.
Who fixes discrepancies? That’s the question any buyer immediately asks, and the answer truly depends on the situation. The seller is on the hook to deliver an airworthy jet, so often they’ll assume responsibility for fixing major discrepancies. For cosmetic squawks and notes of condition, the situation can get murky. For example:
The seller may be willing to cover repairs up to a certain amount, allowing the buyer to choose which squawks to address with those funds.
The buyer and seller may negotiate a list of repairs, making the sale contingent on repair completion.
The seller may come down on sale price with the condition that the buyer assumes repair costs.
The buyer and seller may use a mediator to determine a fix/no fix list before the sale.
As with any transaction, the goal is to reach a compromise. Sellers want a fair price for their used jet; buyers want a jet that’s safe and in good condition. The key to achieving this balance lies in navigating the squawk scale. Beyond airworthiness repairs, buyers and sellers need to determine what cosmetic discrepancies are low priority versus those that could waylay a deal.
Listen to the squawks and distinguish what matters
The key to understanding, resolving, and moving past discrepancies is in navigating the pre-sale discrepancy report. Reports will (hopefully) be thorough, documenting the entire scope of a discrepancy. From this documentation, buyers and sellers can tell what’s of critical importance versus what’s just static. Beware of reports with lackluster descriptions and read deeper into squawks to get a feel for their level of importance. Then, make your concerns known to the seller before the transaction is finalized.
Contact the experts at L & L International if you need assistance acquiring or selling a private jet. You can reach our sales specialists today at sales@L-Lint.com, call us any time at +1 (305) 754-3313, or visit us online.
These days, you can get into high-end automobiles that have dashboards comprised entirely of touch screens. Everything from the speedometer to the media player is digital. Get into the cockpit of a private jet and you’ll find much less of these digital devises. This isn’t to say avionics aren’t advanced, but the industry hasn’t quite adopted touch screens yet.
What’s the hold up? If the phones in our pockets and the computers we work on every day have touch screens, why not avionics? Proponents of more advanced avionics argue their benefits; however, some feel the industry isn’t quite ready for touch-screen-powered cockpits.
Those in favor of touch screens …
The call for touch-screen avionics seems like a no-brainer. For starters, the capabilities of any cockpit are instantly enhanced. Imagine pinch-to-zoom terrain maps or swipe screens for radar. The skills we’re all familiar with on smartphones and tablets instantly translate, making touch-screen cockpits intuitive and easy to learn — all while jamming more critical technology into a smaller space.
It’s about more than how pilots will interact with touch screens; it’s also about how they will not interact. Touch screens open the door for more automation and intelligent piloting technology, enabling pilots to do more by doing less.
There’s a huge customization factor in touch-screen technology. Static cockpits are fixed. It’s impossible to array controls in a way that best fit a pilot. With touch screens, the ability to arrange and optimize consoles becomes a reality. It’s a simple way to make the cockpit more familiar and easier to maneuver.
… versus those against them.
Those against touch-screen avionics have just as many arguments, with just as much validity. Chief among concerns is functionality. It’s hard to replace the utility of traditional knobs and switches — items that are easy to grip and toggle during turbulence, whereas tapping a touch screen is much harder. In the same vein, it’s easy to accidently tap and toggle a touch-screen versus a manual switch that requires force and registers action. Every knob and switch is unique, making it hard to replicate tactile feel in a touch screen.
There’s also pushback on the complexity of touch-screen avionics — in both form and function. When you hide maps, functions, data, and charts on a touch screen, they become less prevalent to a pilot. In a traditional cockpit, everything is front and center.
The cost of touch-screen avionics also makes them a touchy subject. Especially in smaller, more affordable aircraft, touch-screen avionics would inflate the price of a jet. Not only will this price out some would-be buyers and hobbyists, it would reset the market as aircraft makers race to create the most sophisticated cabin experience.
When will we see touch-screen avionics?
Touch-screen avionics aren’t a new concept. Companies like Garmin sell broad aftermarket upgrades for private aircraft of all types, and jet owners who prefer a digital cockpit already indulge in the upgraded experience. As for mainstream, stock touch-screen avionics? They’re not yet the standard for all jets, but can be acquired by the discerning pilot. We’re still a few years out from touch-screen avionics as the stock option, instead of the opt-in.
The expert jet brokers at L & L International are here to help you acquire the perfect jet. Need to sell your jet? We can assist with that, too. Contact the private aviation professionals online, at sales@L-Lint.com, call us anytime at +1 (305) 754-3313.
The media loves to make an example of corporate extravagance. Private air travel is seen as luxurious, extravagant, and unnecessary to those on the outside looking in. But is it really? Or is it possible that a corporate jet is a much better investment than just an exciting, unattainable mode of travel for the corporate elite?
CEOs are often justified in using private jets for travel. Often, these are busy professionals who are charged with running multi-billion-dollar companies with global brand presence that may require frequent travel within the U.S. or worldwide. A private jet isn’t an extravagance; it’s a resource.
It’s all about perspective
Warren Buffet, the chairman and CEO of Berkshire Hathaway, is widely regarded as the most frugal, deal-driven investor of all time. So, when he purchased a private jet in the 1990s, it seemed to go against his personal creed. He named the jet “The Indefensible.” Just a few short years later, however, he renamed it “The Indispensable.” Why? Because his perspective changed. The jet wasn’t a symbol of extravagance; it was a resource for effectively running his $537 billion company.
The benefits of private aviation
Warren Buffet isn’t the only CEO justified in using the company jet to conduct business. Walmart maintains the largest corporate fleet in the country. Apple, the first public company to reach a trillion-dollar valuation, has mandated CEO Tim Cook use the company jet for business and pleasure!
The focus on private jets has nothing to do with showmanship or an excess of cash. It has everything to do with efficiency, availability, and quickness. Here are just a few of the top reasons CEOs need (and deserve) access to private aviation:
Speed. CEOs can’t spend time waiting in TSA lines or checking on a delayed flight. They need access to direct travel right now, without setbacks.
Efficiency. Layovers and changing flight paths can increase travel time substantially for CEOs. Nothing beats a direct flight in terms of efficiency.
Availability. The CEO needs to be in Los Angeles today, Houston tomorrow, and New York on Friday. The private jet is ready and waiting to easily keep this schedule.
Accountability. There isn’t room for excuses at the top of the business food chain. CEOs need to control the variables to their success, starting with travel.
Safety. High-profile individuals are always the subject of security precautions. Private air travel goes a long way toward satisfying strict safety requirements.
Duty. Business is always happening. Imagine trying to conduct high-level meetings on a commercial flight. Private aviation keeps a CEO focused on the business at-hand.
These benefits are exemplified the more an executive travels. Whether it’s across the country or around the world, there’s immense value in wholly controlling the mode of travel.
Look beyond the image
It’s easy to fall for the caricature of a fat cat CEO, laughing all the way to the bank as they board a private jet and set course for a private island. But this is rarely the case. A business jet is as much a tool for business as it is a perk — often more so. CEOs aren’t sipping mai tais and eating grapes on a jet; they’re conducting meetings, catching up on emails, practicing their speeches, and focusing on high-level business. They deserve a little peace and quiet, from a flight that’s ready on-demand.
The expert jet brokers at L & L International are here to help you acquire the perfect jet. Need to sell your jet? We can assist with that, too. Contact the private aviation professionals online, at sales@L-Lint.com, call us anytime at +1 (305) 754-3313.
Climate change isn’t just a big topic in sociopolitical circles. It’s also the big headline across the BizAv industry. Weather affects much of how, when, and where we fly, so it makes sense for us to understand what we’re up against. That’s the thought process behind the National Oceanic and Atmospheric Administration’s (NOAA) newest investment in a modified Gulfstream G550 — also known as a ‘hurricane hunter.’ The organization also placed an order for a second Beechcraft King Air 350CER, due to begin service in 2021.
The newest G550 purchase joins an elite fleet of similarly outfitted aircraft designed to fly over hurricanes, monitoring weather conditions. The organization currently operates four Twin Otters, two Lockheed Orions, one Aero Commander, one Gulfstream IV-SP, and one King Air 350CER.
The nuts and bolts of a hurricane hunter
The airframe of the Gulfstream G550 suits the needs of the NOAA in terms of operational altitude and distance capabilities. But hurricane hunters are far from stock jets. They’re extensively modified for what they’re up against and equipped with technologies specific to tracking severe weather conditions.
Functionally, the rear fuselage of the jet is longer than the stock airframe, extended to accommodate a doppler radar that analyzes storm intensity while the plane flies above it. A GPS dropsonde is affixed to the belly of the aircraft and deployed at strategic points to measure storm variables like humidity, temperature, and pressure.
Why the Gulfstream G550?
Gulfstream has held a partnership with NOAA for more than 50 years, and the organization already has a Gulfstream IV-SP (G-IV) in its fleet. The renewed investment shows the NOAA’s preference for working with an aircraft that meets its stringent demands for tracking hurricanes. The G550 checks all the right boxes.
Capable of flying 6,750 NM at a maximum speed of Mach 0.885, the Gulfstream G550 has the range and power to keep pace with developing storms. Because NOAA reconnaissance takes jets out into the Gulf of Mexico and down into the Caribbean, as far away from mainland as 1,600 NM, the long-range capabilities of the jet are paramount. Its speed also is an asset, far outstripping the forward speed of hurricanes and any torrential winds it may come up against.
Life-saving instruments in severe weather tracking
NOAA hurricane hunters have followed the path of some of the most violent storms over the past few decades, including Hurricanes Maria and Irma, which devastated the Florida Panhandle and Gulf Coast in 2017. Their job? Track the path and severity of these storms in real time to influence proactive action. Often, flight survey data from hurricane hunters is instrumental in predicting landfall.
As storms become more prolific and violent with the changing climate, NOAA and its fleet of hurricane hunters have their work cut out for them. What remains important is the critical life-saving data about the storm’s track and intensity gathered by the aircraft flying above and through the storm. With a Gulfstream G550 soon to join its fleet, the NOAA is putting itself in a position to continue providing life-saving support to those living in the path of hurricanes.
Contact the experts at L & L International if you need assistance acquiring or selling a private jet. You can reach our sales specialists today at sales@L-Lint.com, call us anytime at +1 (305) 754-3313, or visit us online.
Buying a private jet isn’t like picking up a new car. In fact, it’s more akin to buying a small business! The financial transaction itself is massive, and as a result, the actual steps to closing the sale are more involved than many first-time buyers realize. Whether you’re making a corporate purchase or a private investment, it’s worth understanding the nuances of buying a private aircraft before you start shopping.
Before getting too deep into the process, it’s important to understand the difference between buying and leasing. We’re going to talk about buying a jet. Leasing is a great option if the financials of an outright purchase don’t make sense. However, buying an aircraft is the only way to fully control your private aviation experience.
See if the numbers add up
Before you think about securing the funds to buy a jet, make sure the math works. There’s more to it than figuring out purchase price — it’s also about knowing if you can maintain the plane and cover the many fees that go with licensing, registration, and ownership. The best way to evaluate all costs associated with a jet purchase is to use an aircraft cost calculator. Plug in the numbers and see what works for you before you consider financing.
Check your qualifications
More than likely, you’re going to end up financing a large portion of the jet you buy. In doing so, you’ll need to prove to your lender that you’re worth the loan beyond your net worth. While your wealth plays a part in financing, responsible lenders will evaluate you on several other factors:
Your credit history and reputation as a borrower
Your net worth and any existing capital assets
Your income and cash flow for repayment
Any collateral you have against defaulting on the loan
The conditions of use for the aircraft you purchase
Most lenders will also expect a report on the aircraft you’re attempting to finance. What condition is it in? What type of aircraft is it? What history of maintenance and airworthiness does it come with?
Find a lender specializing in aviation
If the math checks out and you can afford the running costs, capital investment, and finance payments, it’s time to find a lender. Many major banks are capable of handling financing for private jet purchases, but just because they offer it doesn’t automatically make them the best choice.
Now, this isn’t to say your traditional lender is a bad option. On the contrary, if you’re a high-net-worth individual that has a fruitful relationship with a regular lender, by all means, work with them! Pre-existing banking relationships often afford the same level of flexibility as aviation-specific lenders, with the added bonus of keeping your finances consolidated.
Sign on the dotted line
Assuming you check the boxes as a borrower and have a lender willing to finance your private aircraft purchase, the final step is signing on the dotted line. As is the case when you acquire a massive asset, you’ll be held to terms and conditions beholden to the lender underwriting your loan. Involve a lawyer and keep yourself engaged throughout the buying process!
The expert jet brokers at L & L International are here to help you acquire the perfect jet. Need to sell your jet? We can assist with that, too. Contact the private aviation professionals online, at sales@L-Lint.com, or at +1 (305) 754-3313.
It seems like every few years a new, modern jet hits the market ― or at least an enhanced model of an existing plane. Many jet buyers wonder if they should make the investment or buy used. And, if you buy used, how old is too old? It’s a valid question. Aviation requirements change and airworthiness directives are a common issuance. How do you know how many years of service a used jet has left in it?
Pressure and maintenance
How many years a jet has left in it depends almost entirely on its condition and maintenance record. A 20-year-old jet with a well-maintained airframe and diligent service record may still be airworthy – just look at early Learjets and Dassault Falcon models, as well as smaller Gulfstream styles. Just as easily, a late model jet that’s out of compliance and under-maintained may not be worth the investment, let alone airworthy!
But there’s more to it than good care and maintenance. It’s important to think about an aircraft’s lifespan in terms of pressurization cycles. Every time the cabin pressurizes, it’s another step toward extinction. Why? Because cabin pressurization, coupled with high-altitude external pressure, puts strain on the plane itself. And while it’s possible to replace parts damaged by metal fatigue, at some point it’s just not cost efficient.
Maintenance can help alleviate the stress of metal fatigue, but eventually every plane succumbs.
Technology evolves
Even if a jet is in good condition, it might not be worth keeping due to technology considerations. Old tech is a liability in the air, especially in light of new ADS-B standards. Sure, jet owners can shoehorn in new cockpit technologies, but the cost alone makes it extremely prohibitive for older models.
Retrofitting old cockpit tech can also spiral out of control quickly. New tech often demands modernized components in other areas of the plane. It’s a rabbit hole no jet owner wants to fall down.
Upkeep and efficiency
Any aircraft owner knows the cost of upkeep is what really determines a jet’s affordability. It can also determine how much life is left in a jet. Take, for example, a jet equipped with hush kits and winglets. Their ability to improve fuel economy may make an older, well-maintained plane more affordable to fly than a late-model stock jet.
It’s also prudent to look at range. Can your jet cover the area you need in one trip, or does it require refueling en route? Is there a comparable jet out there that could make the trip in one shot? If so, the efficiency of the new jet may antiquate your existing one.
Consider what’s important
Measuring a jet by how many years it’s been in service isn’t a good metric for determining its value or airworthiness. There are too many other factors to consider. Look at a jet holistically to determine if it’ll meet your needs for the foreseeable future or if it’s more of a liability than an asset.
The rule of thumb for examining a jet’s lifespan is to look at the rest of the fleet. Is more than half still in service? If yes, it’s worth the investment. If no, it’s an ‘end-of-life’ model that might be more trouble than it’s worth.
Contact the experts at L & L International if you need assistance acquiring or selling a private jet. You can reach our sales specialists today at sales@L-Lint.com, call us anytime at +1 (305) 754-3313, or visit us online.
After initially suspending the Cessna Hemisphere in April 2018, there was speculation that Textron may cancel the program altogether. However, Textron Aviation has reported that the project has simply been put on hold. Textron Aviation CEO Scott Donnelly cited manufacturer delays and engine performance concerns as the chief reason for suspension. The Cessna Hemisphere remains in the realm of ‘what could be’ as it has been touted as the next big winner in the category of large-cabin jets.
The early indicators of a market leader
Announced in 2015 at the National Business Aviation Association (NBAA) conference, the Cessna Hemisphere was set to be a triumphant return to the skies for bigger Cessna jets after canceling its anticipated Columbus six years prior. It was well received and much anticipated, boasting the widest cabin in its class and seating for 19.
Behind plenty of industry hype, Textron announced a partnership with engine maker Safran in 2016, pledging to outfit its jets with the company’s new Silvercrest engines. But these engines would eventually become its undoing.
Troubled engines won’t fly
At the time the partnership was announced, Safran’s Silvercrest engines were still in development. As final designs were mounted on the airframe, problems began to take shape.
Initially, the Silvercrest engines responded poorly to commands during high-altitude tests. Then, issues with pressure losses exacerbated engine performance over extended ranges. Safran made modifications, but to no avail. Ground tests continued to show performance issues in key areas like fuel economy ― a must-win column for Textron.
Ultimately, Textron decided to terminate its partnership with Safran in 2018. Textron CEO Scott Donnelly points to engine inadequacy as the sole reason for parting ways, claiming “it was purely the engine.” The Silvercrest engine failed to meet key performance benchmarks that would’ve set the Hemisphere apart as a standalone competitor in the large-cabin class. Larger engines, like the PW800 commonly used on bigger airframes, weren’t an option due to issues with fuel economy. Without the Silvercrest engine, Textron put the Hemisphere on hold.
Is there more to the story?
The failure of the Silvercrest engine to perform to Textron’s standards is a cut-and-dry reason to suspend the project. But the staunchness of those performance standards may have a bigger backstory.
Textron is well known for its small and midsize jets. The Hemisphere would’ve been its first major foray into a competitive large-cabin jet, which would’ve immediately put it in the ring with the likes of Gulfstream, Dassault, and Bombardier. Without the ability to trump established large-cabin jets on metrics like fuel economy and range, the Hemisphere may have fallen flat in this new category.
Knowing this, Textron was banking on the innovations of the Silvercrest engine to power it past the competition. When it failed, Textron had no choice but to put the project on hold.
Is there a Hemisphere in the future?
This isn’t the first time engine troubles halted a private aircraft in development. The Dassault Falcon 5X fell to the same type of problems in 2017 ― also banking on the Silvercrest engine. Despite the failings of the Falcon 5X, the Falcon 6X is scheduled to fly in 2021. Is this what the future has in store for the Hemisphere?
It’s unclear. Textron’s focus continues to be on small and medium-sized cabins. However, Donnelly commented recently that the program could be revisited given the state of the market, competitive landscape, and of course, proven engine performance. In the meantime, Textron is likely to focus on its other pipeline projects: The Cessna Citation Longitude business jet, Cessna Denali turboprop, and the Cessna SkyCourier (fleet).
The expert jet brokers at L & L International are here to help you acquire the perfect jet. Need to sell your jet? We can assist with that, too. Contact the private aviation professionals for information on how to get started.
SafeReturn™ is designed to be as simple as possible to use and as technologically robust as modern technology allows.
Cirrus put passenger peace of mind at the forefront of its SafeReturn™ system. Audio alerts calm passengers by telling them where the UAV is headed and how long until landing. The system even signals the emergency broadcast channel, notifying first responders to meet the plane at touchdown in the event of a medical emergency.
After initially