Just at the debut of the G700 aircraft, Gulfstream entered the thick of its newest initiative: maintenance, repair, and overhaul (MRO). The company has new facilities and expansions slated for strategic locations across North America and the United Kingdom. The jet maker sees not only the potential to gain MRO market share, but also to preserve its fleet.
Source: Gulfstream.com
An MRO expansion plan
The premise of Gulfstream’s MRO initiative is simple: Keep planes in the sky longer by encouraging consistent repair and maintenance. To encourage adherence to its MRO strategy, Gulfstream’s chief investment is in expanding its MRO presence across the U.S. and the United Kingdom. This means new facilities.
The first of many to come, the company recently opened a new expanded service facility at Appleton International Airport in Wisconsin. Spanning 190,000 square feet, the facility has space for up to 12 Gulfstream jets, dedicated solely to MRO. Coming in at $40M, it’s just the tip of the iceberg for the manufacturer.
Four new facilities will undergo construction beginning in 2020, each tied to a major hub for easy access by Gulfstream jet owners and flight crews. Savannah, GA, Van Nuys, CA, and Palm Beach, FL, will see similar MRO facilities, along with an investment in MRO operations at Farnborough Airport in the United Kingdom. All facilities are expected to open before the close of 2020.
A new era of aircraft maintenance
Gulfstream’s own G500 and G600 aircraft are already on pace to account for a sizeable portion of new deliveries in 2020, and the sky is the limit for the new G700, just released in late October. Gulfstream isn’t only concerned about the new jets it’s delivering, however. The company is paying greater attention to its total fleet ― including older models. An expanded focus on aircraft maintenance will position the company to keep its total fleet airworthy, whether the jet is new or used.
The company plans to collect revenue from its MRO operations, while establishing itself as the gold standard. In doing so, Gulfstream further establishes itself as not only a leader in new jet sales, but also care and maintenance throughout ownership. Gulfstream President Derek Zimmerman outlined this sentiment in a recent statement, saying the focus on MRO will “help us enhance the reliability of our growing fleet, support more customers and elevate their experience …”
Source: Gulfstream.com
MRO in general is growing
It’s not only Gulfstream focusing on MRO. Analysts expect the aviation MRO industry to hit double-digit growth by 2024, which means more companies are likely to follow this manufacturer’s example. Like many sectors of industry, aviation appears to be making the shift to a services-based economy, from a product-driven one.
Getting ahead of the trend allows Gulfstream to begin servicing its worldwide fleet immediately. As other manufacturers race to open MRO facilities and invest in value-add services, Gulfstream needs only to focus on spreading its message: Lifetime care for its jets, whether it’s a legacy aircraft or a brand-new G600 or 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.
An industry force for more than 30 years and a trusted name in aviation, Bombardier is saying goodbye to the commercial sector. Announced in June 2019, the company has officially divested the last of its regional jet business to Mitsubishi Heavy Industries. It’s the final chapter in a story of dismantling that’s been happening since 2015. While sad, it gives Bombardier time to focus more on what it does best ― including private aviation.
A look back at its roots
Bombardier’s rise and fall in the commercial aviation sector is an intriguing story. The company actually got its start in specialty vehicles, producing sleds and plows for winter rescue operations. It wasn’t until 1986 when the company took to the skies. A condensed history shows a two-decade sprint to the forefront of the market, as a leading name in regional jet production:
In 1986, Bombardier acquired Canadair for $120 million (Canadian dollars)
Shortly after, in 1989, they acquired Short Brothers ― an aircraft manufacturer
In 1992, the company acquired the newly bankrupt, highly popular Learjet brand
In 2008, Bombardier forayed into in-house manufacturing with the Dash 8 Series
The late 2000s were the apex of Bombardier’s leadership in commercial aviation. The Dash 8 Series boomed in popularity; alongside legacy models inherited from Learjet. The company even weathered the economic downturn of 2008 with relative ease. It wasn’t until 2015 when the company’s problems reared.
The downward spiral
In 2015, the company reported a net debt of more than $9 billion and freefalling revenues. Investors, upon seeing the financial filings, obliterated Bombardier’s stock, sending it tumbling. The small glimmer of hope ― the company’s newly introduced CS100 series models ― was quickly extinguished, as well.
After debuting the CS100 series and taking orders from major airliners such as Delta, Bombardier was hit with a formal complaint by rival Boeing. Boeing claimed the company was using Canadian subsidies to undercut market pricing. Facing tariffs of nearly 250%, sales of the CS100 series tanked, along with Bombardier’s commercial outlook.
Divestitures began shortly thereafter. Airbus acquired a majority stake in the CS100 series and quickly changed the name to the Airbus A220. Then, in 2018, Bombardier sold its flagship Dash 8 program. Now, with the sale of its remaining assets to Mitsubishi for $550 million, Bombardier the commercial aviation company exists no more.
What’s the focus now?
Bombardier’s exit from commercial aviation turns an oligopoly into a duopoly, between Airbus and Boeing. But if it’s not going to make regional jets anymore, what is Bombardier going to do?
With its hugely popular Global 7500 and anticipated Global 8000 jets, Bombardier is showing that it’s ready to succeed in private aviation. Closing the door on commercial aviation ensures a singular focus.
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.
Chartering the campaign trail isn’t a new concept. According to one charter company, private air travel has been standard for campaigning politicians going all the way back to 2002. It’s a way for politicians to get in front of key audiences faster, on an already expedited timeline. When swing states and key cities are several states apart, flying is often the only option.
As we approach the 2020 election year, flying will be an essential part of the campaign strategy for both sides of the ticket. Both Democrats and Republicans have shown they mean to make an impact this season, and both parties are already very familiar with the benefits of flight chartering.
Looking at past elections
During the 2016 campaign, several top-ticket candidates made cross-country trips in private jets. Among them were Ted Cruz, Jeb Bush, John Kasich, Scott Walker, and Dr. Ben Carson. As the field narrowed and visits to swing states became routine, finalists Bernie Sanders, Hillary Clinton, and Donald Trump all adopted a jet-set lifestyle.
How much flying do top candidates actually do? The Trump campaign reported $2.2 million in air travel expenses while on the campaign trail in 2015. His opponent, Hilary Clinton, billed nearly $1.7 million.
What kind of planes are they flying in?
Most campaign teams are smaller before the primary. This enables many politicians to travel by bus. When the timeline demands chartered flights, smaller jets are often the answer. Popular options include models from Gulfstream and Bombardier ― they’re generally chartered regionally.
After the primary elections narrow the ballot, campaign teams tend to expand drastically. Travel ramps up, as well. This facilitates the need for bigger, more capable jets. Boeing 737 jets are accessible and accommodating and often the first choice for teams on-the-go. Some teams even have a preference for their jet ― President Obama chartered a 757 in 2008; Mitt Romney an MD-83 in 2012.
The 2020 hopefuls are on a whole new level, and current President Donald Trump raised the bar. The President has made the rounds on Air Force One (a modified Boeing 747), however he’s also the owner of a lavish Boeing 757, a Cessna Citation X, and two Sikorsky S-76 helicopters. Democratic hopefuls for the ticket will need to match these logistical capabilities to keep pace on the campaign trail.
Do they really need to fly?
Inevitably during campaign season, someone will bring up the cost of flying as a jab against their opponent. But the fact is, both parties need to fly to be successful in their campaigns.
Take Mitt Romney in 2012, for example. His team traveled more than 170,000 miles in 311 days, using 256 chartered flights. That’s roughly 665 miles covered per flight and 546 miles trekked per day ― a monumental task by plane; an impossible one by bus
More than miles traveled, the abruptness of campaign logistics demands a flexible travel solution. For example, a tragedy happens 1,000 miles away and a candidate needs to be there tomorrow. Or, tack on four more stops to the campaign trail, add 500 more miles of travel each day. The quickness of flight resolves these addendums to the schedule.
Jet charters are as much a part of political campaigns as yard signs and bumper stickers. And it’s looking more likely that they’re just as much of a deciding factor in a candidate’s success.
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.
We’re less than three months out from the mandatory compliance date for Automatic Dependent Surveillance – Broadcast (ADS–B) retrofits in private aircraft. On January 1, 2020, aircraft operating in U.S. airspace must have ADS–B surveillance technology, allowing aircraft to determine position through the use of satellite navigation. Aircraft operating in European airspace face a similar deadline of June 7, 2020.
The problem is that a major chunk of the private fleet is on pace to miss this deadline. The retrofit program started in 2016, yet AINonline reports, “Of the 17,759 currently registered aircraft, 5,088 or 29% have not yet been upgraded, down from 51% a year ago.”
Jet owners are running out of time. If their craft isn’t updated to include ADS–B on or before the deadline, they face grounding until compliant.
The adoption rate of ADS–B is up from the abysmal numbers reported in 2018, but there are still red flags among private jet owners. Current projections anticipate as much as 15% of the U.S. fleet will not be compliant in time. Roughly 11% of Europe’s private jet fleet faces grounding, as well.
Why haven’t jet owners upgraded?
The lackluster adoption rate of ADS–B upgrades is surprising. Not only have owners had nearly a four-year window, a voucher program was also made available to mitigate the cost of upgrading.
Early adoption issues stem from component availability. Early adopters found themselves waiting months for components to become available. Unfortunately, this same bottleneck could be what dooms late adopters. As the deadline looms, there’s sure to be a surge in retrofit demand, which could push back installation times. Manufacturers have ramped up their transponder production rate in anticipation.
It appears many jet owners are also banking on a deadline extension that may not come. Slow initial adoption led many to believe the date would get pushed into the future, potentially with better financing available. Neither have materialized and are unlikely to, leaving current owners in a predicament.
Who will make the deadline, and who’s getting grounded?
Adoption rates will surpass 80% in the coming months, but will the trend continue to full adoption? It remains unlikely, as cost prohibitions loom largely over legacy owners. Craft such as the Gulfstream III and the Citation III have less than 50% ADS–B adoption. For those choosing to forgo the upgrade, that tarmac is where they’ll stay.
The silver lining in the slow pace to total adoption? Those not intending to make the upgrade may instead invest in a new aircraft. It wouldn’t be surprising to see an uptick in new jet deliveries in 2020.
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.
Business aviation reports out of Europe paint a declining picture of private charters. There’s been noticeable pullback in BizAv flights over the past 12 months ― as much as 16% since June 2018. Industry analysts expect the pullback to continue through the end of the year. Can the U.S. expect the same?
A look at the numbers
Concerns about BizAv on a global scale aren’t unwarranted. Figures out of Europe show a downturn in business flights across almost every sector ― several with double-digit decreases in traffic over the course of a year. As of June 2019, the figures for BizAv in Europe included:
Turboprops fell 28.6%
Large aircraft slid 14.4%
Light jet traffic dropped 5.3%
Midsize jets dipped 4%
The only segment of BizAv currently up year-over-year from 2018 is the super-midsize segment, which has seen a 4.8% increase in flights.
It’s also important to note that declines haven’t been consecutive. Europe’s BizAv market saw a spike in seasonal traffic in May, with all segments experiencing positive flight volume. The general decline is attributed to declines primarily from the fourth quarter of 2018 and the first quarter of 2019.
Germany’s economy has been slowing in 2019 and may enter recession territory in 2020. This pullback has contributed to belt-tightening among corporations that would otherwise contribute to BizAv statistics. Similarly, the uncertainty and relative mess of Brexit has hampered a large portion of BizAv traffic to and from London and other destinations. Combined, these two countries represent a significant portion of Europe’s BizAv sector. The result is plain to see: Continental flights are far below 2018 figures.
Interestingly, intercontinental flights are up. Flights to North America rose 5% and charters to Latin America saw explosive growth of 23%.
A glimpse into the future of U.S. BizAv?
Many have started wondering whether Europe’s BizAv troubles will arrive stateside. The U.S. economy appears to be following Germany’s cues toward a slowdown, and global trade tensions have eroded international relations. It’s conceivable that both will impact BizAv.
For now, however, the fears appear unwarranted. According to recent BizAv data, North America has seen an uptick of 2.4% in business aviation over the past 12 months. The FAA has forecasted strong growth in commercial aviation over the next 20 years, and BizAv is expected to follow. With the explosion of globalized commerce and continued expansion of economic hubs worldwide, it’s expected BizAv activity will maintain healthy growth over the long term.
Interesting enough, the tail end of 2019 could yield temporary downturn for BizAv – the fourth quarter tends to be the slowest of the year.
It seems for now Europe’s slowing BizAv sector is a unique problem. While some rippling effects are sure to hit North America, the U.S. remains on track for positive growth in the business aviation sector.
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.
It’s been months since the initial headlines about Boeing’s 737 MAX scandal initially hit the media. Hundreds dead. Planes grounded. Intervention from the Federal Aviation Administration (FAA). Now, months later, the plane is no closer to a return to the skies and the industry has even more questions. The only thing that’s come to light in any real capacity is how much Boeing will end up paying for its lackadaisical approach to aircraft safety.
Breaking down the numbers
The big number facing Boeing right now is $4.9 billion. That’s the amount of a special charge the company will absorb in the second quarter of 2020. The true cost actually comes out to a roughly $5.6 billion reduction of revenue and pre-tax earnings, according to the company. This large sum may be the biggest to crater Boeing’s balance sheet, but it’s far from the last.
Alongside this special charge, Boeing anticipates increased production costs for future 737 MAX aircraft as well. That figure currently stands at $1.7 billion on top of the original cost of production cited by the company earlier in the year. Perhaps the most damaging aspect of this cost is its effect on future cash flow. It’s likely to be realized throughout 2020 as it’s incorporated into the next 3,000 or so planes produced by the company.
In addition to higher production costs, Boeing’s production numbers are down dramatically from 52 to 42 planes per month. The lost revenue from this lowered production output compounds its already mounting charges.
Ironically, the smallest sum within the scope of Boeing’s costs is a $50 million fund the company is establishing to deliver near-term relief to families of crash victims. Despite an unwelcome response from families calling this commitment a “PR stunt,” it’s nonetheless another cost to the business.
The total cost to Boeing at this point? Estimates put the number at roughly $8.3 billion. For a company with a $191 billion market cap, the cost may not seem insurmountable, but it’s certainly enough to hamstring the company headed into 2020 — especially as it loses orders to rival Airbus and its favor with the FAA.
Looking ahead … at upcoming costs
The dollar value attached to the 737 MAX scandal isn’t close to concrete. The tallied cost we have today only represents the near-term. Boeing stands to lose much more money in the coming months and years.
For starters, no one is certain when the 737 MAX will fly again. There is no end to the grounding in sight, which means lost revenue for every airline with a handicapped fleet. American Airlines, Southwest Airlines, and other major players have already begun reporting lower-than-expected earnings, citing the grounding as a prime contributor. Their lost revenue is soon to become Boeing’s. The company has already agreed to compensate customers affected by the grounding — namely in future discounts, representing even more costs to be paid in the future.
Boeing has also lost favor with the FAA. Initially slow to take action, the FAA has faced major backlash in recent months over the lack of oversight to Boeing. The agency appears to be on the outset of issuing new regulations aimed specifically at increasing its reach. For Boeing, a more involved FAA likely means higher costs and more regulatory hoops in the future.
The 737 MAX scandal itself may be in the rearview mirror, but Boeing’s costs are just beginning to mount. How high will they go? The next breakpoint appears to be tens of billions of dollars.
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.
Cirrus jets have been a staple of dominance in the light personal jet market since the late 2000s. Recently, however, as many as 105 Cirrus’ SF50 Vision ultra-light craft were recalled by the Minnesota manufacturer. Following an emergency airworthiness directive by the Federal Aviation Administration (FAA), the entire fleet of SF50 jets was grounded in April 2019. Now, the fan-favorite craft is back in the air.
Looking closer at the problem
The reason for the grounding has been traced back to three separate incidents of malfunction with the SF50’s stall warning and protection system. A statement issued by Cirrus frames the problem and the subsequent decision to ground the fleet:
“In early April of this year, one of our company pilots experienced the engagement of the stall warning and protection system when not appropriate during a flight at altitude. The pilot followed the published airplane flight manual (AFM) procedures and landed the aircraft safely. Out of an abundance of caution, we immediately began working with the FAA and our internal teams to determine the root cause and began our operator communication process.” — Cirrus company statement
Following major air travel catastrophes like the Boeing 737 MAX scandal, the decision to ground the fleet was largely proactive. The company noted in a more detailed statement that pilots have “full ability to manually override the stall warning and protection system.” No injuries, deaths, or reports of damage resulted from the system malfunction.
The fix and return to safety
The solution to the SF50 Vision’s improper triggering of the stall warning and protection system was a replacement of the angle-of-attack sensor. Designed as a safety feature, the sensor would malfunction abruptly during specific periods of takeoff or landing, making it more difficult for pilots to control their craft. In each of the three reported incidents, pilots swiftly overrode the feature to regain control of their craft. No accidents or mishaps have resulted from this condition and each pilot landed their aircraft without incident, according to the company.
Cirrus reports that as of May 2019, all SF50 aircraft in service have had their angle-of-attack sensors replaced and are once again safe in the skies. And, unlike Boeing — which faces a similar scandal on a much larger and more gruesome scale — Cirrus doesn’t appear to have garnered ill will from either the FAA or customers. Reinstatement of the aircraft’s airworthiness took less than 30 days, and the company reports as many as 500 orders on the books.
A growing concern in aviation
While the SF50 Vision is back in the skies and functioning properly, there’s growing discontent among those in the aviation industry linking safety incidents together. The 737 MAX, which faced a similar sensor malfunction, is still grounded in the U.S. Issues with angle-of-attack and other equipment forcing abnormal pitch and roll behavior are piquing the attention of regulators, manufacturers, and pilots.
Cirrus and Boeing are just two companies that have faced incidents with safety features behaving erratically. The fear is that more will follow. For now, however, it seems as though Cirrus’ response has set the standard for handling these issues. Boeing, on the other hand, remains in hot water with the FAA.
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.
In 2014, promise of an innovative new private aircraft came in the form of Airbus’ electric E-Fan project. Meant to be a hybrid electric craft, it would revolutionize private aviation on both ecological and cost fronts. But just three years later, in April 2017, Airbus abruptly canceled the project, citing unjustifiable production costs and a lack of demand. Now, just two years later, the project is in rebirth under a new name and company, backed by the same creative minds.
Meet VoltAero
VoltAero is a startup helmed by CEO Jean Botti, former Chief Technical Officer of Airbus and Didier Esteyne, test pilot of the original E-Fan project. Based out of the renowned Royan-Medis Aerodrome in France, VoltAero has been hard at work on a modern iteration of the canceled E-Fan: the Cassio.
VoltAero’s mission isn’t just to bring the Cassio to light after a tumultuous timeline, the company also aims to popularize hybrid aircraft — specifically the “push-pull” configuration of electric motors and internal combustion engines. The company hopes to produce aircraft suitable for regional travel, for “private owners, air taxi/charter companies, commercial flights for point-to-point regional travel, and for use in other utility-category applications.”
Source: voltaero.aero
The Cassio: A breakdown
The Cassio borrows its design from the Cessna 337 Skymaster airframe. It features a 150-kW motor-driven pusher prop and two forward-facing props, both driven by 60 kW electric motors. A thermal combustion engine supplements the craft. All told, the Cassio is expected to push “600 kW of power: 300 kW from electric motors and 300 kW from the thermal engine.”
Total range on the Cassio isn’t yet known, though initial projections anticipate a maximum range of 1,300 km. Botti anticipates pure electrical flights of 200 km, moderate hybrid flights of 200-600 km, and heavy reliance on hybrid power for flights beyond 600 km. The Cassio’s design seats up to nine people comfortably.
A unique feature of the Cassio is the ability to dictate the fuel source. The craft has two levers delineating electric and thermal fuel. Pilots define the ratio of power on hybrid flights, while the craft’s automated balancing system sends appropriate output to the pusher and forward props for seamless control.
Source: voltaero.aero
Testing and beyond
Using the results of its flight testing, VoltAero plans to fine-tune the Cassio before bringing the craft to market. The company has already begun design of the Cassio 2 — an all-composite airframe due out by 2022. In the meantime, VoltAero is working with the French government for certification in the new CS23 category. Upon certification, the company aims to attract investors and begin producing 150 craft per year, targeting regional BizAv needs.
The proven record of its founders and relative success of the program makes VoltAero’s Cassio an exciting prospect for hybrid jet enthusiasts.
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.
In 2009, UberCab was founded. Fast forward a decade and Uber (NYSE:UBER) is a ubiquitous term for ride-sharing. The company has more than 22,000 employees worldwide and a market capitalization of $71 billion. Hailing a ride from a stranger is as easy as logging onto Uber’s app and paying a competitively priced fare. Uber has made it easier for customers to get where they need to go, but at the same time, initiated a downward spiral for traditional cab companies.
Despite not being able to legally operate in the current aviation climate, Uber is gearing up for a piece of the BizAv market share. The company’s Uber Air segment is touted as the future of transportation — something to disrupt both air and ground modes of travel.
With a project launch date of 2023, what’s to stop Uber Air from doing to private aviation what UberCab did to taxi companies?
Is it even feasible?
The overwhelming takeover of ride-sharing by Uber wasn’t exactly a legal endeavor. Many cities and local municipalities around the world actually banned Uber from operating, only to have the company sneak in through backdoor channels. With enough money and a crack legal team, Uber’s strategy was a simple one: Become so integrated it’s impossible to force them out.
Uber’s strategy worked on the ground. What’s to stop them from asking forgiveness after an all-air takeover?
For starters, federally regulated airspace poses a much larger challenge to navigate than even major metropolitan streets. Without clearance from the Federal Aviation Administration (FAA), Uber Air can’t take to the skies at any altitude. Any attempt would mean flying in the face of certain government crackdown.
There’s also the question of appropriate airspace. Uber Air’s vision focuses on unmanned aerial vehicles (UAVs), which likens the company’s transport to drones, rather than manned aircraft — craft that operate at two distinct elevations. Early concepts liken the UAVs to helicopters and delineate the same minimum safe altitudes, but the unmanned nature of the vehicles still poses problematic in this airspace.
Finally, flying in cities is a hugely gray area. Everything from airspace to issues with noise abatement is uncertain.
There’s very little groundwork in place for Uber Air to take flight. Before common-use UAVs can hit the skies, the biggest obstacles are legislative, not technical.
How will it affect BizAv?
BizAv stands to suffer less from the “Uberization” of the skies, thanks in large part to the nature of air travel. Uber Air is a regional solution to air travel — the company gives the example of San Francisco to San Jose in its early presentation. Without tremendous innovation, Uber Air can’t compete with the range and speed of regional flights, such as Dallas to Phoenix, Houston to San Francisco, or New York to Chicago.
Uber Air will also rely on “Skyports” to dock, refuel, and pick up passengers. While the company has early cooperation in building these ports, they fall short of the capabilities of even a small airfield.
It’s unlikely Uber Air will compete with BizAv on a meaningful scale, because that is not its intention. Uber Air is a continuation of local transportation disruption. For now, regional BizAv appears safe and remains the practical solution for private air travel.
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.
During the golden era of air travel, flights crisscrossing the Atlantic regularly broke the speed of sound. The Concorde, a French-British built aircraft that traveled between North American and Europe, as well as the Soviet-built Tupolev Tu-144, could hop between continents in less than 3 1/2 hours.
Supersonic jets were high-end travel options reserved for business professionals, celebrities, and political elites. They symbolized the speed, efficiency, and promise of the interconnected, highly globalized modern world.
Today, supersonic flights are reserved exclusively for military and research purposes. The last supersonic jets for passenger use were decommissioned in 2003. While it may seem like the days of high-class, rapid intercontinental travel have been relegated to yesteryear, aircraft manufacturers and global regulators are beginning to collaborate on a new market for potential supersonic passenger carriage: business aviation (BizAv).
Production developments over the past decade
One of the most exciting recent events for supersonic aficionados is Boeing’s recent investment in Aerion, a company working to research, design, and produce a supersonic jet specifically made for BizAv.
Boeing is stepping in to finance Aerion’s development of an aircraft, currently called the Aerion AS2. Formerly developed in partnership with Lockheed Martin, many industry analysts expected the project to fold following Lockheed Martin’s withdrawal. Boeing’s investment and assistance with the project, however, indicate that the larger aviation industry is interested in bringing supersonic flights back for BizAv purposes.
The Aerion AS2, slated to debut in 2023, makes a number of improvements on the Concorde’s mid-century commercial air traffic design. The Aerion AS2, for instance, will travel at a top speed of Mach 1.4, compared to the Concorde’s Mach 2.04. This slightly lower (but still supersonic) speed will allow for what the company calls “boomless cruise.” This means the jet’s sonic boom won’t reach the ground — which proved to be a major concern for Concorde flights.
The Concorde’s cabin was elegant, but tiny and cramped. The Aerion AS2 features a much more spacious cabin design, emphasizing comfort and in-flight productivity. The jet will accommodate as many as 12 passengers.
Other aviation startups, including Boom and Spike, are also developing supersonic aircraft designed for BizAv use.
Regulatory changes coming down the pike
Before the supersonic business jets under development take flight, global regulations surrounding supersonic travel will need to change and adapt.
Technological developments like Aerion’s boomless cruise could make it more palatable for regulators to once again approve supersonic flights. The hallmark sonic boom that accompanied supersonic flights was one of the most pressing concerns associated with supersonic aircraft. Now that the boom is no longer necessary, it’s likely only a matter of time before supersonic jets are once again cleared for takeoff.
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.
An industry force for more than 30 years and a trusted name in aviation, Bombardier is saying goodbye to the commercial sector. Announced in June 2019, the company has 
Bombardier’s exit from commercial aviation 
Business aviation reports out of Europe paint a declining picture of private charters. There’s been noticeable pullback in BizAv flights over the past 12 months ― 
