It’s a long-range jet. It’s a bizliner. Its … the Airbus ACJ TwoTwenty! This new business jet from Airbus isn’t due to hit the skies until 2023, but it’s already generating major buzz for its disruptive potential. With a huge cabin size, superior range, and plenty of amenities, it has the potential to capture market share from several traditional segments. When it enters service, it’s poised to jump continents and ferry business travelers to the major hubs of the world in an airframe inspired by its commercial counterpart, the Airbus A220-100.
A luxury cabin experience
As soon as you step into the Airbus ACJ TwoTwenty, you’ll see that this jet is of an entirely new breed. The first thing you’ll notice is the massive cabin, which can comfortably transport 18 passengers. There’s room for up to 10 reclining sleepers, plus room for all the amenities you’d expect from a luxury business jet—including a king-size bed, a private bathroom with rain shower and several 55-inch 4K screens.
What’s more, there are more than 100 interior designs to choose from, reducing the overall cost of outfitting a custom cabin.
Superior flight capabilities
The Airbus ACJ TwoTwenty’s flight capabilities will set the standard for the business jet industry. According to ACJ, operating the TwoTwenty will cost much less when compared to competitor models from Gulfstream or Bombardier. The jet runs on a fuel-efficient PW1500G engine and has a lighter frame, enabling long-range travel. Airbus has used advanced materials that are more resistant to corrosion, significantly reducing maintenance costs.
Combined, these factors help to reduce the operating cost of this model by 1/3 when compared with other long-range jets currently on the market.
The TwoTwenty takes the best aspects of many different segments of business jets and combines them all in one sophisticated package. With plenty of room for all the features a business traveler could need, including ample sleeping space and a rainfall shower, it’s clear that this is a supersized jet — but it’s also a long-range jet. With a 5,650-nautical-mile range, non-stop travel to very distant places is well within reach. Traveling from London to Los Angeles? You won’t need to make a single stop.
Source: airbus.com
Competition is slim
The jet’s closest competitor is the Gulfstream G500. The G500 has a range of 5,000 nautical miles, slightly lower than the TwoTwenty. A big difference between the two is cabin space—the G500 has a cabin width of 7 feet 11 inches, compared to the TwoTwenty’s roomy 10 foot 7 inches. Travelers flying long-range will appreciate the extra roomy cabin of the TwoTwenty.
It’s clear that Airbus has created a business jet that’s poised to disrupt the market with its combination of space and range. And while the Airbus ACJ TwoTwenty won’t be available until 2023, orders are already in for this revolutionary aircraft.
As competitors take notice of the TwoTwenty’s innovations, they’re making adjustments to their own fleets. Comparable models may enter the market by 2023, but currently, you’ll find that nothing comes close to the TwoTwenty.
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.
With the sale of its transportation unit to French rail company Alstom, Bombardier is now a private aviation company. Well, it’s always been a private aviation company, but now that’s specifically what it is.
Looking to pare down debt and focus on its core business, Bombardier has set its sights on continued dominance of several segments of private aviation. Now, saddled with no small amount of debt and a clear focus ahead, Bombardier looks to take flight in an industry it knows better than any of its divested segments.
A clear predicament to overcome
With the sale to Alstom, Bombardier is looking to make a dent in its debt. This sale netted the company over $3.6 billion in profit, but still leaves them with over $4.7 billion in debt. At the same time, it completes the company’s transition to a pure-play business aviation company. The move is best summed up by Bombardier president and CEO Eric Martel:
“With this transaction now complete, Bombardier begins an exciting new chapter focused exclusively on designing, building, and servicing the world’s best business jets”
What does this mean for the future of business aviation?
As the world begins to see light at the end of the tunnel in terms of the global pandemic, Bombardier and other private aviation companies are looking to the future. Business travel is expected to rebound in the last half of 2021, signaling that the need for jets could surpass pre-pandemic levels. If this turns out to be the case, demand for business jets will be strong.
Perhaps the biggest lesson to take from the pandemic is to expect the unexpected. If the business jet market takes a turn for the worse, Bombardier will have to make serious adjustments to their new business strategy. Canadian taxpayers are tired of bailing the company out, forcing the company to rethink their model or rely on hedge fund investors to help them get through lean times.
The business jet industry tends to be cyclical, though, so there’s a good chance Bombardier could see strong sales and outperform others in the industry during upcycles. As a leader in ultra-long-range jets and other business jet segments, Bombardier already has a great reputation to fall back on. An upswing in the market is really what’s needed to help it erase the red on its balance sheet.
Pure play in pursuit of profits
Strong sales would help Bombardier shed its massive debt. The major bright spot in Bombardier’s portfolio is the Global 7500 and other next-gen jets. There’s a clear demand for these jets, in particular the Global 7500 — the industry’s largest and longest-range business jet. The quicker Bombardier is able to make good on deliveries of these jets, the easier it will be to emerge from debt.
In addition, thanks to the sale of Bombardier’s other transportation holdings, they’ve been able to significantly reduce their debt. But there’s still quite a way to go until this aviation giant is back in the black. Its recent pure-play shift suggests a bet on the end of the pandemic. Only time will tell if it pays 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.
Boeing’s name is in the news yet again for critical aviation failure; however, this time, it’s not their fault. The global fleet of Boeing 777 commercial jets is grounded due to an airworthiness directive focused on the Pratt & Whitney PW4000-112 turbofan engines powering them. At least two recent cases of catastrophic engine failure have been reported in the last few months, causing the FAA to step in and investigate.
On February 21, 2021, United Airlines Flight 328 suffered catastrophic engine failure on its Boeing 777 jet. During a flight from Denver to Honolulu, the cowling surrounding the right Pratt & Whitney PW4000-112 engine fell off. While the jet was able to land safely, investigators immediately began searching for the cause of the failure, focusing on the engine’s fan blades. Initial inspections found damage to several blades.
An all-too-familiar problem
This isn’t the first time a Boeing 777 equipped with Pratt & Whitney PW4000-112 turbofans has been in the news for all the wrong reasons. In 2018, a similar situation occurred with the same model of airplane, operated by United Airlines. In this instance, “the National Transportation Safety Board’s initial inspection found one blade fractured at the root, an adjacent blade fractured at about mid-span, and a portion of one embedded in the containment ring. The remainder of the blades showed damage to the tips and leading edges.”
After investigation, the fractured fan blade was believed to be the cause of the engine failure. Investigators found deficiencies in Pratt & Whitney’s thermal acoustic imaging inspection process that led to technicians misdiagnosing problems with the fan blades. While planes carrying the Boeing name are grounded, the problem clearly rests with the Pratt & Whitney engines.
A closer look at the PW4000-112 turbofan engine
The Pratt & Whitney PW4000-112 turbofan engines have been powering planes since 1995. Although this engine has recently been in the news due to the incidents described above, it has a generally good record of reliability.
This ultra-high-thrust engine serves jets in the 74,000 to 90,000 pound-thrust class. It’s known for high efficiency and low noise and holds up well to foreign object damage. 777s equipped with these engines have best-in-class reliability statistics due to its excellent design and rigorous testing.
Incidentally, it’s the engines’ design that could be the cause of recent problems with planes equipped with the PW4000-112. Initial inquiry indicates fatigue in the failed fan blades. These blades fractured during flight and flew out, taking out the engines cowling with them. While the investigation is ongoing, it’s safe to say that inspectors will be looking closely at the fan blade components of PW4000-112 engines.
Since the 2018 incident, the FAA has recommended rigorous thermal acoustic imaging inspection for all PW4000-112 engines. Investigators believe that this inspection process was insufficient, leading to the grounding of all 777s in the U.S. that are equipped with these engines.
Concerns for private aviation?
While the PW4000-112 is exclusive to Boeing 777 jets, Pratt & Whitney offers a full range of highly reliable engines for private aviation airframes, including PW800, PW600, PW500 and PW300 turbofans. These engines have a history of reliability and excellent fuel efficiency. They’re designed with sustainability and have an excellent record of safety with lower maintenance requirements than engines made by competitors.
Although recent incidents are alarming, they’re relegated to the PW4000-12 engine models. Pratt & Whitney engines have a long history of reliability, efficiency, and sustainability. They set the standard for commercial and private air travel, offering superior performance and a high level of comfort for passengers.
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.
Critics of private aviation often cite the high emissions of business jets as a catalyst for climate effects. And although there have been innovations in the form of sustainable aviation fuels (SAF), most legacy jets are capped at certain low levels of SAF. Until now. Famed aviation engine maker Rolls Royce has reported a highly successful test run of its new Pearl 700 engine, using 100% SAF. It’s a critical milestone to a more sustainable future for private aviation.
On February 1, 2021, Rolls Royce reported promising results from the first tests of 100% SAF in a business jet engine. This test represents the trend in the industry toward reducing carbon emissions, with a goal to reach net zero carbon by 2050. Researchers tested the Rolls Royce Pearl 700 engine and saw very promising results that could lead to eventual fuel certification and greener air travel.
Source rolls-royce.com
What’s the fuss about sustainable aviation fuels?
The main driver of the current level of interest in these fuels is their ability to significantly reduce carbon emissions of jet engines. SAF has a much higher energy density than regular fuel, dramatically increasing engine efficiency. The result is higher payload conditions or extended range, which is critically important for business jets traversing the globe.
SAF can reduce CO2 lifecycle emissions by more than 75 percent compared to the conventional jet fuel it replaces. It’s clear that SAF plays an important role when it comes to reducing the aviation industry’s overall impact on the environment.
Barriers stand between SAF and legacy engines
Even when taking the major environmental benefits of SAF into account, there are reasons private jet owners aren’t ditching conventional fuel for a greener option. Unfortunately, legacy engines can’t handle 100% SAF fuels — yet.
Many legacy jets can’t support SAF blends above 50%. They’re only able to recognize the SAF as “fuel” if it’s nearly identical in chemical composition to regular petroleum-based options. That’s just not possible yet with 100% SAF. While using any amount of SAF fuels is great for the environment, the aviation industry needs to get to a point where 100% SAF becomes the norm.
Source rolls-royce.com
Enter: The Rolls Royce Pearl 700 engine
The Rolls Royce Pearl 700 engine represents the next great hope for sustainable air travel. It’s a highly efficient engine that combines the Advance2 engine core with a new low-pressure system. Extensive testing shows that this engine is able to perform extremely well while using 100% SAF. Researchers saw a marked increase in take-off thrust, as well as an improved thrust-to-weight ratio.
With such promising performance, the Rolls Royce Pearl 700 demonstrates the possibilities of using 100% SAF as a full “drop-in” option. In other words, a complete replacement of petroleum-based fuels.
Although more testing is required, aviation insiders are seeing the possibilities of environmentally friendly jet travel once this fuel is fully certified.
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.
By now, we all know the story of private aviation’s explosive growth at the outset of the pandemic. People around the world chartered jets to escape lockdowns, travel safely, and avoid commercial flight debacles. But as the numbers roll in and paint a picture of private aviation across 2020 as a whole, it becomes evident that its success goes far beyond a bump in traffic and charters. Private aviation dominated the pandemic year for a diverse array of reasons, and there’s no reason to think it won’t continue to in 2021.
2020 was a year of highs and lows
The pandemic year was nothing short of a rollercoaster for private aviation. In the first quarter, private charters shot up as people sought to get back home amongst border closures and significant travel delays. Then, at the height of the pandemic, data from FlightAware shows that charter activity fell sharply as broad travel restrictions notched into place. Over the latter half of the year, charters rose steadily as people acclimated to the pandemic and pursued safer, non-commercial means of travel.
According to Business Insider, leisure travel was the surprising driver behind the late-year push in private charters — and the reason for the industry’s relatively great year. According to the report, “firms began shifting their efforts towards leisure flying even more after a McKinsey and Company study found that 90% of ultra-high-net-worth individuals don’t fly private, revealing an untapped market.”
All told, private aviation is weathering the pandemic far better than commercial aviation, which is still hemorrhaging losses.
Pandemic flights by the numbers
As data about 2020 finally congeals, it’s painting a picture that favors private jets — particularly business aviation (BizAv) flights. For example, while commercial airlines optimistically saw 50% flight volume in the latter half of the year, business charters during this same time period rebounded to between 85% and 90% of their 2019 volume.
Private jet memberships were an unexpected metric to trend upward during the pandemic. Bucking the idea that economic turmoil promotes conservative spending practices, NetJets reported three times as many new customers in the first three quarters of 2020 as it did for the same time period in 2019. Meanwhile, in July 2020 alone, private charter broker VistaJet saw a 320% increase in new memberships!
These figures are a window to an important trend that’s certain to manifest fully in 2021: people want convenience and they’re willing to pay for it. Already there’s been a shift to packaging private travel with resort deals or including jet cards with high-end luxury purchases. The pandemic may have stunted air travel as a whole, but it’s only made people more aware of the importance of convenience.
Private aviation continues to persevere
Charter data and memberships only tell one half of the triumphant year private aviation had amidst the pandemic. The delivery of Bombardier Global 5500 and Learjet 75 Liberty to customers shows the resolve of the industry to power forward. The agreement to open the Kansas Supersonic Transportation Corridor shows a commitment to the future.
Even more telling, the many mergers, acquisitions, and expansions in private aviation in 2020 show the workings of an industry that’s pivoting and positioning itself for success in spite of anything — global pandemics included.
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.
Although their time in the sky was short-lived, supersonic jets have left a lasting legacy in the world of air travel. The one thing that stands out most, however, is exactly the thing aerospace manufacturers are trying to get rid of in the next wave of supersonic jets: the sonic boom. The boom was a major point of contention in supersonic travel that eventually forced these jets from the sky — and it’s been their biggest challenge in a return to the airways.
Now, thanks to new technology and unwavering innovation, we’re inching closer to a new era of supersonic air travel. The “boomless” age of supersonic jets is coming.
A new testing corridor
Before supersonic jets can return to the skies, manufacturers need to prove they can do it responsibly. The path to a boomless future is fruitless without the ability to test jets over meaningful distances in a practical setting. It’s why the Kansas Supersonic Transportation Corridor (SSTC) is so important.
The SSTC is the first real stretch of land jet owners can test supersonic technology over — until now, manufacturers like Aerion, Boom, and Spike were limited to testing over water. Aerion in particular stands to gain a tremendous foothold in the new supersonic future thanks to the SSTC, since its jet is the furthest into development. For others, land-based testing opportunities are right around the corner as the corridor becomes a reality.
Bye-bye, sonic boom
The question of how to eliminate the trademark sonic boom in supersonic aircraft has been the subject of much research and development in the two decades since they left the skies. Producers have explored everything from new fuels to jet engine technology. Today, different producers are busy testing proprietary technologies with promising results.
Aerion is alleviating the boom by channeling it skyward, instead of back toward the earth. Its AS2 test jet purportedly uses temperature inversion to reflect sonic booms into the atmosphere. Boom’s XB-1 will pave the way for its Overture jet, which is expected to use biofuels to achieve Mach 2.2 speeds at a boomless cruise altitude.
Interest in supersonic jets is booming
The prospect of boomless supersonic jets has never been closer and that’s a good thing, since demand for these craft is reaching a fever pitch. The ability for jet and engine manufacturers to turn the iconic boom into a whisper means a fast track to a supersonic future.
With multiple prototypes already set for testing and some of the largest manufacturers attuned to the needs of future supersonic jets, it won’t be long until subsonic private jets are yesterday’s news. Why spend seven hours flying from Chicago to London when you could do it in less than half the time? The only thing standing in the way of a supersonic future is the boom — and that’s quickly going the way of the dinosaur.
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 the Biden administration cements itself on Capitol Hill, the incoming president has begun nominating officials to various high positions within the cabinet. Among them is Pete Buttigieg, President Biden’s pick for Transportation Secretary. The choice has been lauded by both sides of the aisle and is a welcome one for the private aviation industry as a whole. Buttigieg’s logical, progressive stances bode well for a private aviation industry on the cusp of new innovation and opportunities.
Mayor Pete is a welcome addition
Buttigieg, the former Mayor of South Bend, IN, is a logical pick for Transportation Secretary. His claim to a transportation position rests in his work in Indiana, where he pioneered two-way traffic patterns that improved safety for pedestrians, cyclists, and motorists alike. His experience with infrastructure is a boon to the position, and he called infrastructure investment “part and parcel of economic recovery.”
For private aviation, there’s even more to love about Mayor Pete. His approach, when asked about regulation, will likely be technocratic, putting standards and practices in the hands of the engineers and aviation officials who understand their industry best. For example, in regard to Federal Aviation Administration (FAA) reforms, Buttigieg said he remained committed and that “we need to make sure the engineers at the FAA are in the driver’s seat.”
Open-minded transportation in a pivotal time
Buttigieg’s position over the next four years coincides with what could be a time of fruition for a number of important aviation projects — namely those in the realm of private aviation.
The biggest is the ever-burgeoning rollout of urban unmanned aerial vehicles (UAVs) — air taxis in major metropolitan areas. Several companies are on the verge of bringing their craft to cities in a limited capacity, and support in the highest levels of government would allow them to do that more efficiently. Buttigieg’s emphasis on infrastructure restoration could be key in UAV deployment, as he seeks to modernize decades-old infrastructure.
The supersonic corridor is an important coming-to-fruition project as well. Although it’s already received approval, continued support from the Transportation Secretary could expedite the development and deployment of supersonic jets. Buttigieg’s support also would lend credence to the project, which still faces skepticism from environmentalists.
Buttigieg’s history with private aviation
Outside of his new role as Transportation Secretary, Buttigieg is no stranger to the benefits and convenience of private aviation. As reported by the Associated Press, Buttigieg far outstripped other democrats in spend on private air travel during his short tenure as a candidate in 2019. His familiarity and comfort with charters is a gateway to understanding and supporting them in his new position.
A bright future for private aviation ahead
Pete Buttigieg’s progressive approach, technocratic mindset, and firsthand familiarity with private aviation all ties together in a Transportation Secretary pick that comes at the right time. With major advances coming to private air travel, government is gaining someone who understands them and whose policies support them. As the next few years unfold, we can expect positive traction for the big issues in private aviation.
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.
Brexit may have been the big headline in January 2020, but the coronavirus pandemic has delayed much of its effects thus far as the U.K. has begun detangling itself from the European Union (EU). Now, a year later, with a hard Brexit avoided, the separation is picking up speed. New regulations are going into effect and new practices are rolling out — including several that have already disrupted transportation to and from Britain. The aviation industry is looking on intently, including private aviation. What does Brexit have in store for new air travel regulations?
How Brexit has disrupted air travel
Back when the prospect of a hard Brexit was a near-certainty, private aviation companies were planning for the worst. With that struggle avoided, many of the biggest uncertainties of private air travel went with it. But not all of them. Several issues persist that could make navigating the skies troublesome for private charters.
Air routing changes have already brought up questions of cabotage. Now, there are questions as to whether U.K. pilots will be allowed to operate internal charters in EU countries. Consequently, British pilots will be Third Country Operators in EU airspace, requiring them to obtain European Union Aviation Safety Agency (EASA) Third Country Operator Approval.
Aircraft importation could become tricky for an isolated Britain. According to early-draft regulations, “any aircraft imported via the U.K. for free circulation within the EU will potentially lose access to that free circulation.”
U.K. charter permits are going to be crucial and more difficult to get on short notice. Without a block charter agreement in place, charters will need to apply on a trip-by-trip basis. This could change with an addendum to the Open Skies Agreement in the EU, but it’s not a guarantee.
There are additional changes to consider, as well — including simple, yet important restrictions like the need for both U.K. and EU pet passports for pets inbound to Europe. Overlooking minor considerations like this could end in fines or even a charter turned away, forced to return to its point of origin.
Britain needs to figure it out fast
Unfortunately, the solution to most question marks regarding British charters rests with Blighty. EU air traffic will continue on as it always has with few disruptions (if any) between member countries. Britain is forced to reestablish its own control over the airways — which means reevaluating some aviation guidelines that haven’t been re-tooled since WWII.
The good news is that much of the foundational infrastructure the EASA stands on today was developed in large part with British help in the mid-2000s. Britain’s island status also means there’s a conglomeration of aviation knowledge within its borders. Pundits expect aviation and air regulation to be one of the earliest solutions to come to fruition in a post-Brexit economy.
Air travel troubles won’t last
Individuals flying privately from London to Paris or Berlin to London may have to deal with some regulatory turbulence in the early days of Brexit. That said, experts believe the setbacks and patchwork solutions will quickly lead to permanent fixes. While the jarring adjustment period of Brexit will likely linger for years to come, private charters should expect to fly smooth soon enough.
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.
Most people are excited for the rollout of 5G and the lightning-fast internet speeds that come along with it. But not everyone is jumping for joy. 5G means new bandwidth parameters for radio transmission and, unfortunately, there’s a potential for interference with this new bandwidth — specifically for avionics. The C-band frequencies up for auction to 5G providers could interfere with aircraft transmissions if left unchecked. It’s a problem that regulators are scrambling to address before it becomes a reality.
Aviation watchdog groups are speaking out
A whitepaper released by the RTCA goes into specific detail about how C-band mobile telecommunications used for 5G could easily cause significant interference for low range radar altimeter operations. The seriousness of this issue becomes quickly apparent as the whitepaper outlines potential disruptions not only to civil aircraft, but military craft as well.
The problem comes from the C-band’s proximity to frequencies used for avionics. Right now, potential 5G frequencies in the 3.7–3.98 GHz range are up for auction, likely to be purchased by telecom providers for the express purpose of expanding their 5G networks. This is extremely close to the 4.2-4.4 GHz frequency ranges used in aviation navigation. There’s concern that the buffer between these ranges isn’t enough to prevent 5G activity from skewing avionics readings.
The whitepaper goes on to detail exactly how severe this interference problem could become. Namely, wavelength disruption could be a catalyst for severe crashes during takeoff and landing, due to the inability of altimeters to function effectively. In a report by Business Insider, Terry McVenes, president of RTCA, says, “If left to go the way it is, our data shows very serious problems.”
The 5G conundrum
The simplest answer to protecting avionics from interference would seem to be restricting the auction of C-band spectrum to telecommunication companies. But therein lies the impasse. This segment of the spectrum is the only one suited to 5G communications. Moreover, it’s paramount for United States infrastructure to continue its rollout of 5G — not only to support increasing demand for telecom domestically, but to maintain leadership on the world stage. 5G is considered essential technology, making compromise hard to come by.
Not an unknown problem
The potential interference caused by 5G isn’t a new problem. In fact, aviation lobbyists approached congress with concerns about infringing bandwidth as far back as 2017. Avionics technologists in France have even gone so far as to slow the deployment of 5G around Nice and Paris Charles de Gaulle Airports until the matter can be studied further.
There’s been pushback against these concerns, however. Both the FCC and CTIA have been quick to dismiss interference fears, stating, “The test criteria that aviation created is more exacting than existing altimeter standards, and some tested altimeters, operating to manufacturer specifications, would not pass even without any external C-Band operations present,”
While this situation untangles itself, one thing remains certain: 5G isn’t going to be stopped. If there is indeed an issue of avionics interference, the burden of fixing it will likely fall to avionics manufacturers. We could be in for more tension as both sides push for control of the limited radio spectrum.
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.
If you’re thinking about purchasing an ultra-light jet of the single-pilot, single-engine variety your options are exactly one: the Cirrus Vision Jet. Or, at least that was your only option until Oregon-based aviation firm Stratos launched its 716X jet. While the jet is still in its flight-testing phase, the company has already begun taking orders. It seems that while the Cirrus Vision Jet is a more-than-adequate craft, people appreciate having options. For the first time ever, they’re getting it in the ultra-light, single-engine class.
Lack of competition in the single-pilot, single engine class is largely due to the virtual monopoly of the Cirrus Vision Jet. Most jets of this size are easier to produce as turboprops and, for so long, Cirrus’ technologies made it a market-beater with a substantial moat. Now, Stratos’ focus on this ultra-light category means it’s throwing a full array of resources behind the production of a suitable competitor.
“We combine the range and speed of a high-performance, twin-engine jet with the short-field takeoff capabilities of a single-engine turboprop aircraft,” says Carsten Sundin, Stratos president and cofounder.
stratosaircraft.com
Meet the Stratos 716X jet
Part of the appeal of the 716X jet is the mystique surrounding it. Stratos hasn’t been shy about touting the design and viability of its craft in this niche segment of the market, but it has been tight-lipped about the jet’s performance as it undergoes continued testing. Flight testing, which kicked off in July, has been hinted by the company to be successful so far — including the jet’s maiden flight in Redmond, OR, which lasted 22 minutes and saw a climb to 13,500ft.
The 716X is something of a second-generation jet designed specifically to compete with the Cirrus Vision Jet. Stratos’ first jet, the 714, lacked the funding to complete type certification and remains perpetually in development. That hasn’t stopped the company from iteration, however. The 716X improves upon the 714’s design with a longer cabin designed to accommodate six passengers in multiple configurations.
Something truly unique about this craft is the fact that it’ll be manufactured as both production and kit models. The kit model (716X) is expected to hit the market at $2.5 million, with a build time of 2,500 hours. Production models (716) will feature a more powerful Pratt & Whitney 535E turbofan engine, retailing for $3.5 million.
Cabin size of 4.9ft wide by 4.8ft tall
30” of legroom, with six seat configurations
Lightweight carbon fiber composite construction
Cruise speed of 400 KTAS
cirrusaircraft.com
Comparing a market of two
How does the Stratos 716X stack up against the previously unchallenged Cirrus Vision Jet? Assuming current standards, the Stratos offers buyers several advantages that might finally split the market.
For starters, the craft offers a cruising speed that’s about 100 knots faster than the Cirrus Vision jet. That said, it does so at a fuel burn that’s about 30% more than its competitor, so there’s relatively equal tradeoff in speed vs. efficiency. With more than 1,100lbs of thrust over the Vision Jet, the Stratos 716X should give pilots less takeoff roll, better climb rate, and faster cruise.
Perhaps the most notable design difference — and the one that could catapult Stratos into a duopoly with Cirrus — is the decision to place the engine inside the fuselage, rather than hanging it in the slipstream. As a result, the Stratos jet looks to be a sleeker, more powerful player in the ultra-light jet class and a worthy competitor to the yet unchallenged Cirrus Vision Jet.
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.
