Bca 2022 10

AviationWeek.
com/BCA
CORPORATE JETS
Business & Commercial Aviation
Reimagine your place in the sky

12 hours and 5,650 nautical miles of non-stop performance.
The ACJ TwoTwenty has reimagined executive and private travel.

For a similar investment, enjoy twice the space of any other large
cabin business jet and lower operating costs.
acj.airbus.com
CORPORATE JETS

Now, when you’re traveling, there’s no need to leave your life on
the ground behind. Whether it’s making memories with families
and friends or staying connected to business, the ACJ TwoTwenty
is thoughtfully designed with the connectivity, space and range
needed to make it a seamless part of your world.
acj.airbus.com
AviationWeek.com/BCA
OCTOBER 2022
Aircraft Purchasing &

Operations Handbook
Purchase Planning Handbook
Operations Planning Guide

CONTENTS OCTOBER 2022
5 Editor’s
Letter
Lee Ann Shay
Welcome to these two
powerful resources.
7 2022 PURCHASE PLANNING HANDBOOK

Business Aircraft Outlook
Fred George
Analysis of the aircraft market and how economic and geopolitical
factors could impact it.
13 How to Use the Airplane Charts

Fred George
The guide includes business aviation production conforming
aircraft that have flown no later than June 1, 2022.
22 Tables
Fred George
Production Aircraft Comparison Performance Tables listed by
manufacturer, model and type designation.
43 2022 OPERATIONS PLANNING GUIDE

How to Use the 2022
Paul LaFata
A benchmarking tool designed to help flight department
managers create budgets for the next year.
50 Tables
Paul LaFata
The Operations Planning Guide covers turbine-powered,
in-production aircraft. Aircraft operating costs are broken
into direct costs, fixed costs, variable costs, annual cockpit
subscription services costs, annual cabin services costs
and annual trip support costs.
Available Online
The tables in this issue are available from the
BCA Archive. See April-June 2022 for our COVER
Purchase Planning Handbook and July- Courtesy of Mark Wagner Aviation-Images
September for the Operations Planning Guide.
Prior issues of BCA also are available.
aviationweek.com/bca/archive
2 Aircraft Purchasing & Operations Handbook | October 2022 AviationWeek.com/BCA

PLAN
SCHEDULE
DISPATCH
Business Aviation’s Trusted Global

Resource for Comprehensive FBO
and Airport Information.
NOW AVAILABLE To Order At

acukwik.com/products
The Airport and FBO information you trust, in the format you choose.
Print | Online | Digital App
Editor-in-Chief Lee Ann Shay — leeann.shay@aviationweek.com

Authors: 2022 Purchase Planning Handbook — Fred George
2022 Operations Planning Guide — Paul LaFata
Contributing Editors Molly McMillin — molly.mcmillin@aviationweek.com
Bill Carey — bill.carey@aviationweek.com
Matthew Orloff — matthew.orloff@aviationweek.com
Director, Editorial Michael O. Lavitt — mlavitt@aviationweek.com
and Online Production
Art Direction Lisa Caputo — lisa.caputo@aviationweek.com
Art Department Thomas De Pierro, Rosa Pineda, Colin Throm
Associate Producer Theresa Petruso
Editorial Offices 2121 K Street, NW, Suite 210, Washington, D.C.
20037 +1 (202-517-1100)
Publisher Elizabeth Zlitni — elizabeth.zlitni@aviationweek.com

Senior Vice President, Anne McMahon anne.mcmahon@aviationweek.com
Data, Intelligence & Media Phone: +1 (646) 291-6353
Business Aviation Intelligence
Senior Fleet Analyst Nigel Prevett — nigel.prevett@aviationweek.com
for Business Aviation
Head of Valuations, Chris Reynolds — chris.reynolds@informa.com
Chief Appraiser
Senior Audience Tyler Motsinger — tyler.motsinger@aviationweek.com
Development Manager
Subscriber Services bca@aviationweek.com Phone: +1 (913) 850-6929
Reprints Wrights Media informa@wrightsmedia.com
Phone: +1 (877) 652 5295
Appraisals Performed Executive Vice President, Gregory Hamilton

Informa Markets
by Senior Accredited ADVERTISING SALES
Appraisers Publisher Elizabeth Zlitni — elizabeth.zlitni@informa.com

NORTH AMERICA Rob Howlett — rob.howlett@aviationweek.com
ADVERTISING SALES
Pacific Region Miguel Ornelas — miguel.ornelas@aviationweek.com
Midwest Region Jodi Espinoza — jespinoza@aviationweek.com
Eastern Region Eddie Lohmann — eddie.lohmann@aviationweek.com
Desktop Aircraft Appraisals Southeast Region Beth Eddy — betheddy@aviationexhibits.com
Canada David Seaberg — david@seabergmedia.com
Residual Values Strategic Account Managers Tom Davis — tom.davis@aviationweek.com
FBO & CHARTER Jodi Espinoza — jodi.espinoza@aviationweek.com
On-Site Asset Veriﬁcation Review ADVERTISING SALES Sara Hellon — sara.hellon@aviationweek.com
Michele Markarian — michele.markarian@aviationweek.com
Jennifer Shafer-Doyle — jennifer.shafer@aviationweek.com
Customized Analysis WORLDWIDE Andrea Rossi Prudente
ADVERTISING SALES — andrea.rossiprudente@aviationweek.co.uk
Robert Springthorpe
— robert.springthorpe@aviationweek.co.uk
By Informa Markets
LEARN MORE BCA – Business & Commercial Aviation (ISSN 0191-4642) is published 4 times per year by Informa Markets, a trad-
ing division of Informa PLC, 22701 W. 68th Ter., Ste. 100 Shawnee, KS 66226-3583. Also the publisher of Advanced
Call +1 (800) 654-6776 or visit Air Mobility Report, Aviation Daily, Aviation Week & Space Technology, The Weekly of Business Aviation and World
Aerospace Database.
aviationweek.com/jet-appraisals Printed in the U.S.A.
Permissions: Material in this publication may not be reproduced, stored in a retrieval system, or transmitted in any
form or by any means (electronic, mechanical, photocopying, recording or otherwise) without the prior written
permission of the publisher.
Postmaster: Send address corrections to BCA — Business & Commercial Aviation, 22701 W 68th Terr Ste 100, Shawnee
KS 66226-3583 (Present subscribers include label)
© Copyright 2022 by Informa Markets, a trading division of Informa PLC. All rights reserved.

Editor’s Letter Lee Ann Shay
Editor-in-Chief
leeann.shay@aviationweek.com
BCA Bundled Resource

Two powerful tools in one.
BCA HAS LONG DELIVERED EXPERT ADVICE TO HELP THE competes using the same rules,” George adds.
business aviation industry conduct operations Find the Purchase Planning Handbook analysis
safely and efficiently. and charts starting on page 9.
We know you rely on our Purchase Planning This is followed by the Operations Planning
Handbook and Operations Planning Guide as valu- Guide, which is a benchmarking tool designed to
able resources, so for the first time, we’re bundling help flight department managers create budgets for
them together to provide one easy-to-use reference. the following year. This comprehensive resource,
The Purchase Planning Handbook has been the which builds off the Purchase Planning Handbook,
MATTHEW ORLOFF
standard by which buyers have evaluated their air- groups aircraft into six categories by size, mission
craft with third-party impartiality for more than and operations and includes a variety of fixed and
60 years actually. Fred George, BCA’s expert on variable costs.
in-production aircraft, walks readers through the Our partner Paul LaFata, founder and CEO of the
travel demand dynamics and analyzes the aircraft AirPower Software Group, also provides commen-
landscape. tary on some of the major costs, such as insurance
Analysts have forecast 760 business jet deliveries premiums, and practical tips such as how carrying
in 2022-23, with an increase in 2024 and beyond. passengers for non-business purposes can negatively
“We strive to maintain the highest standards for impact anticipated depreciation tax deductions.
accuracy, integrity and consistency in this publica- LaFata enhanced the analysis section this year to
tion,” says George. “Putting it together every year is address challenges related to hiring and compensat-
akin to going to a virtual NBAA conference in that ing flight department staff, which is a major topic
we get to chat with so many people we have known in the industry.
and worked with over the years.” The Operations Planning Guide starts on page 45.
“It’s one place people can go for data. You can go We hope you find this all-in-one issue useful to
a lot of other places, but we cut through the market- enhance your flight department and make it even
ing blather and level the playing field so everyone more valuable to the organizations you serve. BCA
AviationWeek.com/BCA Aircraft Purchasing & Operations Handbook | October 2022 5

Business Aircraft
Outlook
Analysis of the aircraft market and how economic
and geopolitical factors could impact it.
BRETT SCHAUF/AVIATION WEEK

The Falcon 10X features 38
windows, includes these in the
galley. The windows are 50%
larger than those in the 8X.
BY FRED GEORGE fred.george@informa.com
T
he year 2022 rapidly has become near-record-low federal funds interest according to market analysts.
a torturous time of war in Eu- rates, are fueling the highest U.S. infla- “The Fed definitely is behind the
rope, supply-chain woes, labor tion rates in four decades. curve,” says Ronald Epstein, managing
shortages and $1 trillion in trade As of the end of February 2022, food director, aerospace & defense, Bank of
sanctions on Russia. Those develop- was up 7.9%, gasoline was up 38%, fuel America global research. So, the Fed is
ments could not have come at a worse oil spiked 44%, electricity rose by 9% and launching a series of rapid-fire interest
time in light of the post-COVID-19 re- natural gas was 24% more expensive, rate hikes aimed at cooling the white-
surgence in U.S. demand for products compared to one year earlier, according hot economy. Goldman Sachs projects
and services. The U.S. economy was to the U.S. Bureau of Labor Statistics. that in each of its next two meetings the
supercharged in large part by the fed- New car prices are 12.4% higher and Fed will raise its rates by 0.5%. Raising
eral government’s infusion of $2.2 tril- used car prices soared by 41% primar- interest rates, however, risks quench-
lion into the economy by means of the ily due to computer chip shortages that ing, rather than just cooling, economic
2020 Coronavirus Aid, Relief and Eco- have hampered new vehicle production. growth. “It’ll take some time to solve the
nomic Security (CARES) Act, followed The Federal Reserve is 12 months underlying economic issues,” Epstein
by the $1.9 trillion American Rescue late in recognizing that skyrocket- adds. Some market analysts predict that
Plan signed into law in March 2021. ing inflation is not a temporary prob- the resulting downturn could plunge the
These massive stimuli, coupled with lem but a pernicious long-term crisis, U.S. into a significant recession.

from 3,500 hr. for the TBM 940 to 5,000
Daher debuted the TBM 960
hr. for the new model, with the poten-
at Sun ‘n Fun in April.
tial for faster cruise speeds. The Beech
BE-220 Denali makes its debut in this
year’s Handbook, now that it’s made its
first flight. GE Aviation believes it will
achieve type certification for its Catalyst
turboprop, which powers the Denali,
by the end of 2022. Further delays in
Catalyst airworthiness approvals may
cause Textron to reconsider its choice of
engines for the Denali, Vincent believes.
There’s also room for growth in the
single-engine turbofan segment, a niche
solely owned by the Cirrus SF50 at pres-
ent. Perhaps Cirrus will develop longer-
range, higher-flying, faster-cruising
models in its Vision Jet family or there
could be a new entrant from an outside
firm, such as Stratos Aircraft with its
MOLLY MCMILLIN/AVIATION WEEK
400+ KTAS 716 concept aircraft.

Multiengine turboprop deliveries
have been stable, but it’s not likely that
Piaggio’s P180 Evo will remain in pro-
duction, as it’s been eclipsed by a new
generation of fast, fuel-efficient, roomy
light jets. The General Aviation Manu-
facturers Association reports that Piag-
Yet, business jet deliveries won’t sink Aircraft Analysis gio delivered only one P180 Evo in 2021.
immediately with a market correction, Textron, in contrast, is celebrat-
or even a mild near-term recession, says Evolution is apparent in the piston- ing certification of its back-to-basics
Rolland Vincent, a prominent market engine segment, although Vincent Cessna CE-408 SkyCourier with an
analyst based in Plano, Texas. Vincent and Epstein don’t track that end of the 884-cu.-ft. interior that accommodates
believes the industry will sustain its mo- market. For 2022, Piper drops the PA- three LD3 freight containers. Delivery
mentum and even start an upward tick 28R-201 Arrow, leaving the four-seat of the first of 50 aircraft for FedEx is
in 2024. Strong OEM book-to-bill back- single market to the speedy, comfort- slated for this year, with options for
logs will support healthy delivery rates able and economical Cirrus SR20/22 50 more units. Textron also offers a
even though sharp corrections in major fixed-gear airplanes and the venerable 19-passenger commuter version.
markets loom large. Embraer Executive Cessna 182T Skylane, the 19th iteration Growth in the FAR/CS Part 23 light-jet
Jets, for instance, reports a record 2.5:1 of a model that dates back to 1956. Prices segment is particularly strong as more-
book-to-bill ratio, says Vincent. for piston-engine aircraft generally have fuel-efficient, more-economical, more-
Long term, robust demand for busi- risen 5-6% over 2021, but Textron Avia- spacious aircraft replace older models.
ness aircraft air transportation will con- tion is hiking the asking price for the Vincent points to the Embraer EMB-505
tinue, starting at air charter, jet club and Beech Bonanza G36 up to nearly $1 mil- Phenom 300 as an example. It’s a prime
fractional entry points. “It begins with lion. The original V-tail Bonanza of 1947 reason why demand for the Learjet 70/75
Wheels Up and goes up,” says Epstein. would cost $100,000 in 2022 dollars, ad- dropped so precipitously, causing Bom-
Rising consumer price index rates and mittedly a much-less-capable aircraft. bardier to discontinue production last
diminished purchasing power may curb Textron is reintroducing the tur- year. The Pilatus PC-24 continues to sell
demand for passenger seats on airlines, bocharged T182T Skylane for 2022, well. Company insiders say the book-to-
but it’s not likely to have much near- powered by a lightly blown Lycoming bill ratio strongly supports a production
term impact on the business aircraft TIO-540-AK1A that promises long life rate hike, but it’s capped at about 45 units
market. “For people who have made the and excellent hot-and-high performance. per year due to supply-chain constraints.
transition from commercial airlines to Put on oxygen masks and this aircraft In other news, Vincent believes
business aviation, my gut sense is that will cruise as fast as 165 KTAS at FL220. Embraer eventually will replace the
inflation is not going to cause people Single-engine turboprop sales will EMB-500 Phenom 100 with a more-ca-
to switch back to the airlines,” Epstein remain strong. “A lot more people need pable model. He also believes Textron
adds. There’s enough pent-up demand to fly to Kalamazoo than Kazakhstan,” will introduce a “CJ5,” his term for a
in the high-net-worth demographic to quips Vincent about the demand for larger-fuselage, longer-range variant
sustain sales momentum. smaller business aircraft. Daher in- of the 525 series. The CJs share their
Vincent is forecasting nearly 760 troduced its top-line 2022 TBM 960 at fuselage cross-sections with the origi-
business jet deliveries in 2022 and 2023, Sun ’n Fun, upgraded with a FADEC- nal Cessna Fanjet 500 announced in
followed by increasing demand in 2024 equipped Pratt & Whitney Canada October 1968. The average American is
that continues throughout the decade. PT6E-55XT. Its price is just 4.5% higher much larger than a half century ago, so
However, the mix of models will change. than the 2021 TBM 940. TBO jumps bigger is better inside the cabin.

Leading the Journey Towards Sustainable Aviation Transforming Aviation’s Energy Mix
Aviation has given us the possibility to explore all four corners of To achieve climate neutrality, the aviation industry must rapidly
our planet. To connect with friends and to meet new ones— transform its energy mix. At Airbus, our climate strategy
anywhere. To feel the thrill of seeing our world from 41,000 feet simultaneously accelerates several high-potential pathways
above. while fostering the development of a new energy ecosystem.
Today, we know our love of air travel also comes at a cost: the
Airbus is targeting disruptive CO₂ reductions over the medium to
aviation industry represents approximately 2.5% of global
long term. Fostering new energy pathways is vital to making this a
human-induced CO₂ emissions. But aviation is not the problem.
reality.
Emissions are the problem.
At Airbus, we are convinced that carbon-neutral air travel is not All Airbus commercial aircraft and helicopters are certified
only possible, but achievable in our lifetime. This is why we are to fly with a 50% blend of SAF. Our goal is to achieve certification
taking a more robust approach to environmental protection and of 100% SAF by 2030.
sustainability.
We are committed to leading
the decarbonization of the
aviation sector. This includes
reducing the CO₂ emissions of
our aircraft, as well as our
industrial environmental
footprint at sites worldwide
and throughout our
supply chain.
A Lifecycle Approach to
Environmental Impact
We strongly believe that a

successful business is a
responsible business. Our
approach to environmental
responsibility starts at the
design stage. We select the
right materials and use them efficiently during production. After Sustainable Aviation Fuel: These alternative fuels are designed
aircraft delivery, we continue to take the environment into account for use as a “drop-in” replacement for traditional fossil-based fuels.
by optimizing aircraft operations and recycling end-of-life aircraft. Today, SAF are the only alternative fuels certified for use (up to
50% blend) in current aircraft.
Design: We significantly invest in R&D to design fuel-efficient
aircraft that achieve better environmental performance,
Biomass-based fuel: This type of SAF is made of biomass –
including reduced NOx and CO₂ emissions.
plant or animal material such as used cooking oil, waste, residue,
Production and Manufacturing: We use the environmental etc. – used for energy production.
management system ISO 14001 to manage the footprint of our
industrial operations. Power-to-Liquid (PtL) synthetic e-fuel: This type of SAF takes
carbon dioxide from the atmosphere – for example, via Direct Air
Sustainable Supply Chain: We work closely with our suppliers
Carbon Capture – and synthesizes it with hydrogen extracted
to select materials sourced ethically and responsibly with
from water. This approach transforms greenhouse gas into a raw
minimal environmental impact.
material from which a fossil-fuel substitute can be produced with
Operations: We develop sustainable fuels and air traffic the help of electricity from renewable sources.
management solutions to achieve optimal fuel savings
throughout our aircraft’s entire service lifespan. Hydrogen: This energy carrier can store massive amounts of
End-of-Life Recycling: We dismantle our aircraft in a manner that energy – up to three times more than traditional jet fuel. Hydrogen
maximizes reuse and recycling, and focuses on the safe disposal can be used either as “fuel” in modified gas-turbine engines or in
of non-recyclable parts. fuel cells to generate electricity or power and heat.
A Company-Wide Approach to Sustainability
Sustainability at Airbus means uniting and safeguarding the world in a safe, ethical, and socially and environmentally responsible way.
It is at the heart of our purpose to pioneer sustainable aviation for a safe and united world and is fully integrated into our corporate
strategy.
We are working to deliver on our ambition to bring the world’s first zero-emission commercial aircraft to market by 2035. Our approach
is not only ambitious, but rather, a seismic shift for our industry.
asking price,” Vincent comments, gen-
erating healthier cashflow that helped
Bombardier buy down $2.9 billion
(about 35%) of its debt by the end of 2021.
Gulfstream continues to dominate
the top end of the market with nearly
$6 billion in 2021 billing for large-cabin
models, according to GAMA. The G550,
last of the legacy Gulfstreams that
date back to the GII, has been dropped
from the lineup. All current-production
large-cabin aircraft boast 488-kt. long-
The Cessna Citation XLS+ is the only aircraft in range cruise speeds with impressive
the 1,900-nm midsize business aircraft segment. fuel efficiency. Parent company General
Dynamics’ strong balance sheet makes
TEXTRON AVIATION possible full development funding of
The Pilatus PC-24 continues to sell player, the 1,900-nm range Citation Gulfstream’s next-generation aircraft,
well, especially as it offers a Cessna Ci- XLS+. Long gone are the Citation X, including the 4,200-nm range G400 that
tation XLS+ sized cabin cross-section, Hawker 900, Gulfstream G150 and Lear- fills the hole left by the departure of the
a flat floor and a large cargo door. It’s jet 60XR. The XLS+ is being squeezed G450 in January 2018, the 7,500+ nm
about $600,000 more expensive than from the bottom by light jets with simi- range G700 that competes head-on with
the Citation CJ4 Gen2 and a full $2.2 lar range performance and at the top by the Global 7500, and the 8,000-nm range
million above the Phenom 300, but Pi- the Embraer Praetor 500 with 3,200-nm G800 that will replace the G650ER.
latus isn’t having to discount list prices range and priced just $1.5 million higher, Bombardier places second with 2021
to make sales. Embraer also is holding and even Textron’s Latitude super-mid. billings close to $5 billion. Challenger
firm on asking prices. Textron delivered 19 units of the aircraft 350/3500 deliveries remain strong, and
The HondaJet 2600 concept is another in 2021, according to GAMA year-end Bombardier has achieved full ramp-up
promising design. Announced at NBAA shipment records. Company insiders say of Global 7500 production. Bombardier
2021 by outgoing Honda Aircraft CEO the firm is considering a major make- and VistaJet recently celebrated the
Michimasa Fujino, this growth version over of the 14-year-old model that made delivery of the 100th Global 7500.
The Global 5500, while clearly a
better, longer-range aircraft than the
The super-midsize aircraft segment includes several Global 5000 it replaces, is not selling
competitors, including the Embraer Praetor 600. well because of its relativity poor fuel
efficiency, Vincent says. The 6,600-nm
range Global 6500 is doing better
than its shorter sibling, but it still lags
most competitors in fuel economy.
Bombardier’s biggest challenge is gen-
erating the cash flow needed for new
product development, says Epstein. The
Challenger 650, for instance, is an itera-
tion of the 1980 Challenger 600, albeit
EMBRAER
one updated with winglets, better en-

gines, improved avionics and 35% more
range. It’s long overdue for a clean-sheet
of the HA-420 HondaJet Elite S has an its original debut as the Citation Excel in replacement. The arrival of the $35 mil-
eight-seat cabin that’s larger than that of 1998. Among the updates being mulled lion Gulfstream G400 in 2025 may crush
the Learjet 75. Honda Aircraft projects over are a flat cabin floor, a flight deck sales of the $32.4 million Challenger 650.
it will have 2,625-nm range, with a top makeover, and perhaps even wing and Fuel efficiency issues will continue
cruise speed of Mach 0.785, a 47,000-ft. landing gear upgrades. to dog the Global 5500 and 6500, as
service ceiling and unprecedented fuel The super-midsize segment remains the basic designs remain rooted in
efficiency. Fujino declined to name the hotly contested with the Embraer EMB- 1990s-era Global Express technology.
engine supplier, but industry insiders at 545 Praetor 500 and EMB-550 Praetor Newer designs from Dassault, such as
NBAA 2021 told BCA that a growth ver- 600, Citations CE-680A Latitude and the Falcon 7X and 8X, as well as Gulf-
sion of the HondaJet’s GE Honda HF 120 CE-700 Longitude, Bombardier BD-100 stream’s G500 and G600, are far more
is not currently on the table. Meanwhile, Challenger 350/3500, and the Gulf- economical to operate.
the HondaJet Elite S is earning the high- stream G280, a joint venture between Dassault came in a distant third place
est marks for build quality and dispatch Gulfstream and Israel Aerospace In- in 2021 with just more than $1.5 billion
reliability, a fitting tribute to the fore- dustries. The Challenger 300/350/3500 in billings. But Vincent expects the
sight, creativity and tenacity of Fujino, continue to dominate the super-mid- French firm to come roaring back with
who retired at the end of March. size class and high demand is enabling its 5,500-nm range, widebody Falcon 6X
The traditional midsize business air- Bombardier to sell the aircraft without slated to enter service later this year and
craft segment has shrunk to a single deep discounts. “Getting price is close to the 7,500-nm range, ultra-wide-body

BOMBARDIER
Falcon 10X scheduled to arrive in 2025.
Epstein says that both Dassault and
Gulfstream’s parent General Dynamics
have profitable military aircraft busi-
nesses that help sustain civil aircraft
development programs during mar-
ket downturns. Vincent says that both
firms also have top-notch aftermarket
support businesses that bolster cus-
tomer loyalty and boost bottom lines.
Long term, Gulfstream and Dassault
are first and second in large-cabin
business jet sales, Vincent projects.
The Canadians finish in a distant third.
One reason for that third-place posi-
tion is product support. Bombardier,
late in recognizing the role of aftermar-
ket support in stimulating new sales and
brand loyalty, now is racing to catch up
with Dassault and Gulfstream. It’s us-
ing most of the $3.6 billion in proceeds
The 6,600-nm range Bombardier Global
from the sale of its rail unit to Alstom
6500 faces competition from Dassault’s
to infuse its aftermarket support busi-
and Gulfstream’s new long-range aircraft.
ness unit with tools, parts inventory
and technicians. Vincent believes it will
take considerable time for Bombardier to MCAS malfunctions. Boeing Busi- catalytic converters, mobile phones and
to elevate its product support to the lev- ness Jets delivered only two 737-8 MAX even dentistry. Epstein notes that Russia
els of its U.S. and French rivals. biz-liners in 2021, even though they can is the leading producer of aircraft-grade
The largest purpose-built business fly 10% farther than the ACJ320neo. titanium. VSMPO (Metal Producing
aircraft from Canada, France and the The 737-7 MAX, slated for certification Company of Verkhnyaya Salda), a sub-
U.S., however, aren’t big enough to this year, should offer a slight range ad- sidiary of state-owned defense company
serve the needs of some head-of-state vantage over the ACJ319neo due to its Rostec, is the world’s largest titanium
air wings, air charter firms and ultra- lower empty weight, and it’s priced $6.7 producer for aerospace. It’s a large-scale
high-net-worth individuals that want million less according to our estimates. supplier of landing-gear forgings and
highly modified jetliners with bespoke aircraft-grade titanium for Boeing and
cabins, long-range fuel tanks and elabo-
rate communications.
Raw Materials Airbus. About 60% of the titanium used
by Airbus and 40% of the metal used
Indianapolis-based Comlux, for in- While strong business aircraft sales by Boeing is made by VSMPO. Due to
stance, is completing its first Airbus are forecast to continue this year, the trade sanctions imposed on Russia by
ACJ220 for delivery in 2023 to Dubai- long-term impact of the Russia/Ukraine the West, Boeing’s joint venture with
based Five, a luxury hotel group that war could have profound consequences VSMPO and titanium purchases were
will use the aircraft to fly its most elite for the world economy and thus for the suspended in March 2022.
guests between home and hotel proper- business aircraft industry. Russia’s war Cutting off titanium from VSMPO
ties. This $90 million airborne penthouse has so far cost Ukraine $120 billion, or and other Russian suppliers won’t have
has 786 sq. ft. of floor space, accommo- more, of damage to infrastructure, ac- a direct impact on business aircraft
dating 16 travelers in six seating sec- cording to Oleg Ustenko, the country’s manufacturers, but it will cause long-
tions, including an eight-place dining chief economic advisor. Ukraine’s manu- term problems for jet engine manufac-
area, a private stateroom with full king- facturing infrastructure, for instance, turers. Titanium is used for fan blisks
size bed, en-suite bath with shower, and produces wiring harnesses for the auto and other engine parts. If non-Russian
a galley worthy of a three-star Michelin industry. The war has slowed or paused suppliers have to choose between high-
restaurant. Need more room? Airbus production of certain Volkswagen, Audi, volume airliner manufacturers and
Corporate Jets offers the $115 million Porsche and Mercedes-Benz models low-volume business aircraft engine
ACJ320neo with up to 6,000 nm of that use wiring harnesses and other OEMs, they’ll follow the money.
range and the slightly smaller $105 mil- components manufactured in Ukraine. Long term, business aircraft pun-
lion ACJ319neo that can fly 6,750 nm, Russia and Ukraine are leading dits say frosty relations between the
as shown in this year’s Handbook. The producers of nickel, copper and iron. West and both Russia and China will
ultimate French flying palace is the Cutting off that supply has greatly make Western manufacturers reduce
ACJ350, a veritable Versailles with more inflated the prices of these everyday or eliminate outsourced materials and
than 3,300 sq. ft. of floor space and up to commodities used by U.S. and Euro- components from these two nations.
11,000 nm of range. pean manufacturers. Japan’s Toho Titanium, for instance,
Boeing Business Jets slowly is re- More critically for high-tech indus- says it’s ramping up production to fill
building its biz-liner order book, now tries, Russia and Ukraine supply neon, in for Russia’s VSMPO. South Africa
that the 737 MAX is back in production palladium and platinum used for semi- likely will be tapped for more platinum
after being grounded for two years due conductor manufacturing, automotive and palladium. BCA

2023 Commercial Fleet & MRO

Forecast - NOW AVAILABLE!

How to Use the Airplane Charts
CIRRUS AIRCRAFT
The Cirrus Vision includes a parachute system
and the Safe Return emergency autoland system.
F
or an aircraft to be listed in the Manufacturer, Model numbers aren’t necessarily consecu-
Purchase Planning Handbook, a pro-
duction-conforming article must
and Type Designation tive because of variations in comple-
tion time and because some aircraft
have flown by June 1 of this year. There are three rows at the top of each may be configured for non-commer-
The dimensions, weights and perfor- column for a specific aircraft: The air- cial, special missions.
mance characteristics of each model plane manufacturer’s name, abbrevi-
listed are representative of the current
production aircraft being built or for
ated in some cases; the commercial
model name; and the type certificate
Characteristics
which a type certificate application has data sheet model designation. ▶ Seating Capacity: Crew + typical ex-
been filed. The basic operating weights ecutive seating/maximum seating by
are representative of actual production
turboprop and turbofan aircraft be-
BCA Equipped Price certification. — For example, 2+8/19
indicates that the aircraft requires
cause we’ve insisted upon manufactur- ▶ Price estimates are first quarter, cur- two pilots, there are eight seats in the
ers supplying us with the actual weights rent year dollars for the next available typical executive configuration and the
of delivered aircraft to commercial delivery. Some aircraft have long lead aircraft is certified for up 19 passen-
customers. The takeoff field length dis- times; thus, the actual price will be ger seats. A four-place single-engine
tances are based on maximum takeoff higher than our published price. Note aircraft is shown as 1+3/3, indicating
weight unless otherwise indicated in the well, manufacturers may adjust prices that one pilot is required and there are
tables. Please note that “all data prelimi- without notification. three other seats available for passen-
nary” in the Remarks section indicates ▶ Piston-powered airplanes — Computed gers. We require two pilots for all FAR
that actual aircraft weight, dimension retail price with at least the level of Part 25 transport-category certified
and performance numbers may vary equipment specified in the “BCA Re- turbofan airplanes. A single pilot is re-
considerably after the model is certified quired Equipment List.” quired for all Part 23 normal category
and delivery of completed aircraft be- ▶ Turbine-powered airplanes — Average airplanes, including turbine airplanes
gins. All data for these aircraft is high- price of 10 of the last 12 commercial de- up to 19 occupants/19,000-lb. certi-
lighted with a blue tint. liveries, if available. The aircraft serial fied maximum takeoff weight, except

where otherwise noted. Four crew-
members are specified for ultra-long-
range aircraft—three pilots and one
flight attendant.
Each occupant of a turbine-powered
airplane is assumed to weigh 200 lb.,
thus allowing for stowed luggage and
carry-on items. In the case of piston-
engine airplanes, we assume each occu-
pant weighs 170 lb. There is no luggage
allowance for piston-engine airplanes.
▶ Wing Loading — MTOW divided by to-
tal wing area. lavatory(ies) or internal, inflight acces- thrust for turbofan aircraft. If an en-
▶ Power Loading — MTOW divided by sible baggage compartment. gine is flat rated, enabling it to produce
total rated horsepower or total rated The overall length of the passenger takeoff rated output at a higher than
thrust.. cabin is measured from the aft side of ISA (standard day) ambient tempera-
▶ FAR Part 36 Certified Noise Levels — Fly- the forward cabin divider to the aft- ture, the flat rating limit is shown as
over noise in A-weighted decibels (dBA) most bulkhead of the cabin pressure ISA+XXC. Highly flat-rated engines, i.e.,
for small and turboprop aircraft. For vessel. The aft-most point is defined engines that can produce takeoff rated
turbofan-powered aircraft, we provide by the rear side of a baggage compart- thrust at a much-higher-than-standard
EPNdB (effective perceived noise levels) ment that is accessible to passengers ambient temperature, typically provide
for Lateral, Flyover and Approach. in flight or the aft pressure bulkhead. substantially improved high-density-al-
The overall length is reduced by the titude takeoff and climb, and high-alti-
Dimensions length of any permanent mounted sys-
tem or structure that is installed in the
tude cruise performance.
▶ Inspection Inter val is the longest,
▶ External Length, Height and Span di- fuselage ahead of the aft bulkhead. For scheduled hourly major maintenance in-
mensions are provided for use in deter- example, some aircraft have full-fuse- terval for the engine, either “t” for TBO
mining hangar and/or tiedown space lage cross-section fuel tanks mounted or “c” for compressor zone inspection.
requirements. ahead of the aft pressure bulkhead. OC is shown only for engines that have
Internal Length, Height and Width are Interior height is measured at the “on condition” repair or replace parts
based on a completed interior, including center of the cross section. It may be maintenance.
insulation, upholstery, carpet, carpet based on an aisle that is dropped sev-
padding and fixtures. Note well: These
dimensions are not based upon metal-
eral inches below the main cabin floor
that supports the passenger seats.
Weights (lb.)
to-metal or composite airframe gross Some aircraft have dropped aisles of Weight categories are listed as appro-
interior measurements. They must re- varying depths, resulting in less avail- priate to each class of aircraft.
flect the actual net dimensions with all able interior height in certain sections ▶ Max Ramp — Maximum ramp weight
soft goods installed. of the cabin, such as the floor sections for taxi.
For small airplanes other than “cabin- below the passenger seats. ▶ Max Takeoff — Maximum takeoff
class” models, the length is measured Two width dimensions are shown for weight as determined by structural
from the forward bulkhead ahead of the multiengine turbine airplanes--one at limits.
rudder pedals to the back of the rear- the widest part of the cabin and the ▶ Max Landing — Maximum landing
most passenger seat in its normal, up- other at floor level. The dimensions, weight as determined by structural
right position. however, are not completely indicative limits.
For so-called cabin-class and larger of the usable space in a specific aircraft ▶ Zero Fuel — Ma ximum zero fuel
aircraft, we provide the net length of the because of individual variances in inte- weight, shown by “c,” indicating the cer-
cabin that may be occupied by passen- rior furnishings. tified MZFW, or “b,” a BCA-computed
gers. It’s measured from the aft side of weight based on MTOW minus the
the forward cabin divider to an aft point
defined by the rear of the cabin floor ca-
Power weight of fuel required to fly 1.5 hr. at
high-speed cruise.
pable of supporting passenger seats, the Number of engines, if greater than one, ▶ Max ramp, max takeoff and max landing
rear wall of an aft galley or lavatory, an and the abbreviated name of the manu- weights may be the same for light air-
auxiliary pressure bulkhead or the front facturer: CFE—ASE/GE joint venture; craft that may only have a certified max
wall of the pressurized baggage com- CFMI—CFM International; Cont— takeoff weight.
partment. Some aircraft have the same Teledyne Continental; GE; GE Honda; ▶ EOW/BOW — Empty operating weight
net and overall interior length because Hon—Honeywell Aerospace; IAE—In- is shown for piston-powered airplanes.
the manufacturer offers at least one international Aero Engines; Lyc—Tex- Basic operating weight, which essen-
terior configuration with the aft-most tron Lycoming; PW—Pratt & Whitney; tially is EOW plus required flight crew,
passenger seat located next to the front P&WC—Pratt & Whitney Canada; is shown for turbine-powered airplanes.
wall of the aft luggage compartment. RR—Rolls-Royce; Wms Intl—Williams EOW is based on the factory standard
For large aircraft, we also show the International. weight, plus items specified in the “BCA
main seating area length, the prime sec- Required Equipment List,” less fuel
tion of the cabin occupied by passen- ▶ Output — Takeoff rated horsepower and oil. BOW, in contrast, is based on
gers not including the galley, full-width for propeller-driven aircraft or pounds the average EOW weight of the last 10




WEDNESDAY, OCTOBER 19 | 5:30 – 7:30 PM | ORLANDO, FL
h b v mm y C A lN w k
(CAN) Wd d y, O b 19 h Hy R y Ol d , FL H ld
h d v h NBAA B Av C v & Exh b
(NBAA-BACE), h F d A lR w ll v l d CAN’
m
evening of networking, fundraising, and celebrating over 66,000 patient flights.
A SPECIAL THANK YOU TO OUR SPONSORS

PRESENTING SPONSOR
PLATINUM
GOLD
SILVER
BRONZE
As of 9.20.2022
BECOME A SP O NSO R , B U Y T ICKE T S & M O RE | Fund A nA ng el . org

commercial deliveries, plus 200 lb. for ▶ Vyse — Best rate-of-climb speed, one- weight when departing with the same
each required crewmember. We require engine inoperative (multiengine piston passenger load and at the same den-
four 200-lb. crewmembers, three flight and multiengine turboprop airplanes sity altitude.
crew and one cabin attendant for ultra- under 12,500 lb.). For two-engine aircraft, the mission
long-range aircraft. ▶ V2 — Takeoff safety speed (large tur- weight, when departing from a 5,000-
▶ Max Payload — ZZero fuel weight mi- boprops and turbofan airplanes). ft., ISA+20C airport, may be less than
nus EOW or BOW, as appropriate. For ▶ Vref — Reference landing approach the MTOW because of Part 25 second-
piston-engine airplanes, max payload speed (large turboprops and turbofan segment, one-engine-inoperative, climb
frequently is a computed value because airplanes, four passengers, NBAA IFR performance requirements. Aircraft
it is based on the BCA (“b”) computed reserves; eight passengers for ultra- with highly flat-rated engines are less
maximum ZFW. long-range aircraft). likely to have a mission weight that is
▶ Max Fuel — Usable fuel weight based on ▶ PSI — Cabin pressure differential (all performance limited when departing
6.0 lb. per U.S. gallon for avgas or 6.7 lb. pressurized airplanes). from hot-and-high airports.
per U.S. gallon for jet fuel. Fuel capac- For three-engine aircraft, the mission
ity includes optional, auxiliary and long-
range tanks, unless otherwise noted.
Airport Performance weight usually is based on full tanks and
the actual number of passengers, rather
▶ Available Payload With Max Fuel — Airplane Flight Manual takeoff run- than being performance limited.
Max ramp weight minus the tanks-full way performance is shown for sea-level, Second, we publish the NBAA IFR
weight, not to exceed zero fuel weight standard-day and 5,000ft, elevation/25C Range for the 5,000 -ft. elevation,
minus EOW or BOW. day, density altitude. All-engine takeoff ISA+20C departure, assuming a transi-
▶ Available Fuel With Max Payload — Max distance (TO) is shown for single-engine tion into standard day, ISA flight con-
ramp weight minus zero fuel weight, and multiengine piston, and turboprop ditions after takeoff. For purposes of
not to exceed maximum fuel capacity. airplanes with an MTOW of less than computing NBAA IFR range, the air-
12,500 lb. Takeoff distances and speeds craft is flown at the long-range cruise
Limits assume MTOW, unless otherwise noted,
such as when takeoff weight is limited
speed shown in the “Cruise” block or at
the same speed as shown in the “Range”
BCA lists V speeds and other limits as because of density altitude. block. Missions assume four passengers
appropriate to the class of airplane. ▶ Accelerate/Stop (A/S) distance is and full tanks, unless otherwise noted.
These are the abbreviations used on the shown for small multiengine piston and Thus, some aircraft, not weight limited
charts: small turboprop airplanes. when departing such hot-and-high air-
▶ Vne — Never exceed speed (redline for ▶ Takeoff Field Length (TOFL), the greater ports, have longer ranges than when
piston-engine airplanes). of the one-engine inoperative (OEI) departing sea-level facilities because
▶ Vno — Normal operating speed (top takeoff distance or the accelerate/stop they start their climbs 5,000 ft. higher
of the green arc for piston-engine air- distance, is shown for FAR Part 23 Com- on their way up to initial cruise altitude.
planes). muter category and Part 25 airplanes. If
▶ V mo — Maximum operating speed the distances are equal, the TOFL is the Climb
(redline for turbine-powered airplanes). balanced field length.
▶ M mo — Maximum operating Mach ▶ Landing Distance is shown for Part 23 The all-engine time-to-climb provides
number (redline for turbofan-powered Commuter category and Part 25 Trans- an indication of overall climb perfor-
airplanes and a few turboprop airport category airplanes. The landing mance, especially if the aircraft has
planes). weight is EOW plus three passengers an all-engine service ceiling well above
▶ FL/Vmo — Transition altitude at which or BOW plus four passengers as ap- our sample top-of-climb altitudes. We
Vmo equals Mmo (large turboprop and plicable. Fuel reserves on landing are provide the all-engine time to climb to
turbofan aircraft). based on 100-nm NBAA IFR reserves one of three specific altitudes, based
▶ Va — Maneuvering speed (except for for Part 23 aircraft and 200-nm NBAA on type of aircraft departing at MTOW
certain large turboprop and all turbofan IFR reserves for Part 25 aircraft. We as- from a sea-level, standard-day airport:
aircraft). sume that 80,000+ lb. ultra-long-range (1) FL 100 (10,000 ft.) for normally as-
▶ Vdec — Accelerate/stop decision speed aircraft will have eight passengers on pirated, single-engine and multien-
(multiengine piston and light multien- board. gine piston aircraft, plus pressurized
gine turboprop airplanes). ▶ V2 and Vref speeds are useful for ref- single-engine piston aircraft and un-
▶ Vmca — Minimum control airspeed- erence when comparing the TOFL and pressurized turboprop aircraft; (2) FL
-airborne (multiengine piston and light landing distance numbers because they 250 for pressurized single-engine and
multiengine turboprop airplanes). provide an indication of potential mini- multiengine turboprop aircraft; or (3)
▶ Vso — Maximum stalling speed, land- mum-length runway performance when FL 370 for turbofan-powered aircraft.
ing configuration (single-engine air- low RCR or runway gradient is a factor. The data is published as time-to-climb
planes). BCA lists two additional numbers for in minutes/climb altitude. For example,
▶ Vx — Best angle-of-climb speed (sin- large turboprop- and turbofan-pow- if a non-pressurized twin-engine piston
gle-engine airplanes). ered airplanes. First, we publish the aircraft can depart from a sea-level air-
▶ Vxse — Best angle-of-climb speed, Mission Weight, which is the lower of: port at MTOW and climb to 10,000 ft.
one-engine inoperative (multiengine (1) the actual takeoff weight with four in 8 min., the time to climb is expressed
piston and multiengine turboprop air- passengers (eight passengers for ultra- as 8/FL 100.
planes under 12,500 lb.). long-range aircraft) and full fuel when We also publish the initial all-engine
▶ Vy — Best rate-of-climb speed (single- departing from a 5,000-ft./25C airport, climb feet-per-nautical-mile gradient,
engine airplanes). or (2) the maximum allowable takeoff plus initial engine-out climb rate and

gradient, for single-engine and mul-
tiengine pistons and turboprops with
MTOWs of 12,500 lb. or less.
The one-engine-inoperative (OEI)
climb rate for multiengine aircraft at
MTOW is derived from the Airplane
Flight Manual. OEI climb rate and gra-
dient is based on landing gear retracted
and wing flaps in the takeoff configu-
ration used to compute the published
takeoff distance. The climb gradient for
such airplanes is obtained by dividing
the product of the climb rate (fpm) in the
AFM times 60 by the Vy or Vyse climb
speed, as appropriate.
The OEI climb gradients we show for
FAR Part 23 Category C and Part 25
Transport category aircraft are the sec-
ond-segment net climb performance
numbers published in the AFMs. Please
note: The AFM net second-segment
climb performance numbers are ad-
justed downward by 0.8% to compen-
sate for variations in pilot technique and
ambient conditions. each occupant of a piston-engine air- Part 25 aircraft, the maximum cabin
The OEI climb gradient is computed plane and 200 lb. for each occupant of a altitude for computing cruise perfor-
at the same flap configuration used to turbine-powered aircraft. mance is 8,000 ft.
calculate the takeoff field length. ▶ Long Range — True airspeed (TAS), To conserve space, we use flight levels
fuel flow in pounds/hour, flight level (FL) (FL) for all cruise altitudes, which is ap-
Ceilings (ft.) cruise altitude and specific range for long-
range cruise by the manufacturer.
propriate considering that we assume
standard-day ambient temperature
▶ Maximum Certificated Altitude — Maxi- ▶ Recommended (Piston-Engine Airplanes) and pressure conditions. Cruise perfor-
mum allowable operating altitude deter- — TAS, fuel flow in pounds/hour, FL mance is subject to BCA’s verification.
mined by airworthiness authorities. cruise altitude and specific range for
▶ All-Engine Service Ceiling — Maximum normal cruise performance specified Range
altitude at which at least a 100-fpm rate by the manufacturer.
of climb can be attained, assuming the ▶ Hig h Speed — TAS, fuel f low in BCA shows various paper missions
aircraft departed a sea-level, standard- pounds/hour, FL cruise altitude and for each aircraft that illustrate range
day airport at MTOW and climbed di- specific range for short-range, high- versus payload tradeoffs, runway and
rectly to altitude. speed performance specified by the cruise performance, plus fuel efficiency.
▶ OEI (Engine-Out) Service Ceiling — Max- manufacturer. Similar to the cruise profile calcula-
imum altitude at which a 50-fpm rate of Speed, fuel flow, specific range and al- tions, BCA limits the maximum altitude
climb can be attained, assuming the air- titude in each category are based on one to 12,000 ft. for normally aspirated,
craft departed a sea-level, standard-day mid-weight cruise point, and these data non-pressurized CAR3/FAR Part 23
airport at MTOW and climbed directly reflect standard-day conditions. They aircraft, 25,000 ft. for non-pressurized
to altitude. are not an average for the overall mis- turbocharged or turbine airplanes with
▶ Sea-Level Cabin (SLC) Altitude — Maxi- sion, and they are not representative of supplemental oxygen, 10,000-ft. cabin
mum cruise altitude at which a 14.7-psia, the above standard-day temperatures at altitude for pressurized CAR 3/FAR
sea-level cabin altitude can be main- cruise altitudes commonly encountered Part 23 airplanes and 8,000-ft. cabin
tained in a pressurized airplane. Note: in everyday operations. altitude for FAR Part 23 Category C or
Some aircraft equipped with digital BCA imposes a 12,000-ft. maximum FAR Part 25 aircraft.
pressurization systems have altitude- cabin altitude requirement on CAR3/ ▶ Seats-Full Range (Single-Engine Piston
proportionate cabin pressurization FAR Part 23 normally aspirated air- Airplanes) — Based on typical executive
scheduling that limits sea-level cabin craft. Non-pressurized, turbine-pow- configuration with all seats filled with
altitude to relatively low cruise altitudes. ered or turbocharged airplanes are 170-lb. occupants, with maximum avail-
limited to FL 250, providing they are able fuel less 45-min. IFR fuel reserves.
Cruise fitted with supplemental oxygen sys-
tems having sufficient capacity for all
We use the lower of seats full or maxi-
mum payload.
Cruise performance is computed using occupants for the duration of the mis- ▶ Tanks-Full Range (Single-Engine Piston
EOW with four occupants or BOW with sion. Pressurized CAR 3/FAR Part Airplanes) — Based on one 170-lb. pilot,
four passengers and one-half fuel load. 23 aircraft are limited to a maximum with full fuel less 45-min. IFR fuel re-
Ultra-long-range aircraft carry eight cruise altitude at which cabin altitude serves.
passengers for purposes of computing can be maintained at 10,000 ft. or be- ▶ Maximum Fuel With Available Payload
cruise performance. Assume 170 lb. for low. For FAR Part 23 Category C and (Single-Engine Turboprops) — Based on

of payload in the Remarks section or
marks the fields NP (not possible) at
our option.
Runway performance is obtained
from the Airplane Flight Manual. Take-
off distance is listed for single-engine
airplanes; accelerate/stop distance is
listed for piston-twins and light turbo-
props; and takeoff field length, which
often corresponds to balanced field
length, is used for FAR Part 23 Cat-
egory C and Part 25 large Transport
category airplanes.
Flight Time (takeoff to touchdown,
or weight-off-wheels, time) is shown
for turbine airplanes. Some piston-en-
gine manufacturers also include taxi
time, resulting in a chock-to-chock,
Block Time measurement. Fuel Used,
though, is the actual block fuel burn
BOW, plus full fuel and the maximum weight. Ultra-long-range aircraft must for each type of aircraft, but it does not
available payload up to maximum ramp have eight passengers on board. include fuel reserves. The cruise alti-
weight. Range is based on arriving at ▶ Ferry (Multiengine Turbine Airplanes) — tude shown is that which is specified
destination with NBAA IFR fuel re- Based on BOW, required crew and full by the manufacturer for fixed-distance
serves, but only a 100-mi. alternate is fuel, arriving at destination with NBAA missions.
required. IFR fuel reserves. ▶ 200 nm — (Piston-engine airplanes).
▶ Ferry (CAR 3/FAR Part 23 Category A We allow 2,000-ft.-increment step ▶ 500 nm — (Piston-engine airplanes).
and B) — BBased on one 170-lb. pilot, climbs above the initial cruise altitude to ▶ 300 nm — (Turbine-engine airplanes,
with maximum fuel less 45-min. IFR improve specific range performance. The except ultra-long-range).
fuel reserves altitude shown in the range section is the ▶ 600 nm — (Turbine-engine airplanes,
▶ Please note: None of the missions for highest cruise altitude for the trip--not except ultra-long-range).
piston-engine aircraft include fuel for the initial cruise or mid-mission altitude. ▶ 1,000 nm — (A ll turbine- engine
diverting to an alternate. However, sin- The range profiles are in nautical airplanes).
gle-engine turboprops are required to miles, and the average speed is com- ▶ 3,000 nm — (Ultra-long-range tur-
have NBAA IFR fuel reserves, but only puted by dividing that distance by the bine-engine airplanes).
a 100-mi. alternate is required. total flight time or weight-off-wheels ▶ 6,000 nm — (Ultra-long-range tur-
NBAA IFR range format cruise pro- time en route. The Fuel Used or Trip bine-engine airplanes).
files, having a 200-mi. alternate, are Fuel includes the fuel consumed for
used for FAR Part 25 Transport cat-
egory turbine-powered aircraft. In the
start, taxi, takeoff, cruise, descent and
landing approach, but not after-landing
Remarks
case of Part 23 turboprops, including taxi or reserves. In this section, BCA generally includes
those certified in Category B and C, and The Specific Range is obtained by the base price, if it is available or ap-
Part 23 turbofan aircraft, only a 100-mi. dividing the distance flown by the total plicable; the certification basis and
alternate is needed. The difference in fuel burn. The Altitude is the highest year; and any notes about estimations,
alternate requirements should be kept cruise altitude achieved on the specific limitations or qualifications regarding
in mind when comparing range perfor- mission profile shown. specifications, performance or price.
mance of various classes of aircraft. All prices are in 2022 dollars, FOB
▶ Available Fuel With Max Payload (Mul- Missions at a U.S. delivery point, unless oth-
tiengine Turbine Airplanes) — Based on erwise noted. The certification basis
aircraft loaded to maximum ZFW, with Va rious paper missions a re com- includes the regulation under which
maximum available fuel up to maximum puted to illustrate the runway re- the airplane was originally type certi-
ramp weight, less NBAA IFR fuel requirements, speeds, fuel burns and fied, the year in which it was originally
serves at destination. specific range, plus cruise altitudes. certified and, if applicable, subsequent
▶ Available Payload With Max Fuel (Mul- The mission ranges are chosen to be years during which the airplane was
tiengine Turbine Airplanes) — Based on representative for the airplane cate- re-certified.
BOW plus full fuel and maximum avail- gory. All fixed-distance missions are
able payload up to maximum ramp
weight. Range based on NBAA IFR re-
flown with four passengers on board,
except for ultra-long-range airplanes,
General
serves at destination. which have eight passengers on board. The following abbreviations are used
▶ Full/Max Fuel With Four Passengers The pilot is counted as a passenger on throughout the tables: “NA” means not
(Multiengine Turbine Airplanes) — Based board piston-engine airplanes. If an available; “—” indicates the informa-
on BOW plus four 200-lb. passengers airplane cannot complete a specific tion is not applicable; and “NP” signi-
and the lesser of full fuel or maximum fixed-distance mission with the appro- fies that specific performance is not
available fuel up to maximum ramp priate payload, BCA shows a reduction possible. BCA

CORPORATE JETS

12 hours and 5,650 nautical miles of non-stop performance.
The ACJ TwoTwenty has reimagined executive and private travel.

For a similar investment, enjoy twice the space of any other large
cabin business jet and lower operating costs.
acj.airbus.com
2022 BUSINESS AIRPL ANES
SINGLE-ENGINE PISTONS NORMALLY ASPIRATED

Manufacturer Cirrus Design Textron Aviation Cirrus Design Textron Aviation
Skylane Beechcraft Bonanza G36
Model SR20 CE-182T SR22 G36
BCA Equipped Price $524,600 $574,000 $722,900 $999,000
Seating 1+3/4 1+3/3 1+3/4 1+4/5
Character- Wing Loading 21.7 17.8 23.5 20.2
istics Power Loading 14.65 13.48 11.61 12.17
Noise (dBA) 83.4 77.7 83.7 TBD
External Length 26.0 29.0 26.0 27.5
Dimensions Height 8.9 9.3 8.9 8.6
(ft.) Span 38.3 36.0 38.3 33.5
Internal Length 8.0 7.2 8.0 12.6
(ft.) Width 4.1 3.5 4.1 3.5
Lyc Lyc Cont Cont
Engine IO-390-C3B6 IO-540-AB1A5 IO-550-N IO-550-B
Power Output (hp) 215 230 310 300
Inspection Interval 2,000t 2,000t 2,000t 1,900t
Max Ramp 3,160 3,110 3,610 3,663
Max Takeoff 3,150 3,100 3,600 3,650
Max Landing 3,150 2,950 3,600 3,650
Zero Fuel 3,043b 2,986b 3,400c 3,510b
EOW 2,122 2,000 2,272 2,590
Weights (lb.) Max Payload 921 986 1,128 920
Useful Load 1,038 1,110 1,338 1,073
Max Baggage 130 200 130 670
Max Fuel 336 522 552 444
Available Payload w/Max Fuel 702 588 786 629
Available Fuel w/Max Payload 117 124 210 153
Vne 201 175 205 203
Limits Vno 164 140 176 165
Va 133 110 140 139
TO (SL elev./ISA temp.) 2,530 1,514 1,756 1,913
Airport TO (5,000-ft. elev.@25C) 4,305 2,708 3,016 TBD
Perfor- Vso 62 49 64 59
mance Vx 81 65 88 84
Vy 88 80 108 100
Time to Climb (min.)/Altitude 20/FL 100 15/FL 100 11/FL 100 TBD/FL 100
Climb
Initial Gradient (ft./nm) 540 694 775 TBD
Ceiling (ft.) Service 17,500 18,100 17,500 18,500
TAS 135 125 160 160
Fuel Flow 53 61 68 71
Long Range
Altitude FL 080 FL 100 FL 080 FL 080
Specific Range 2.547 2.049 2.353 2.254
TAS 145 135 171 167
Fuel Flow 61 69 92 86
Cruise Recommended
Specific Range 2.377 1.957 1.859 1.942
TAS 152 144 180 174
Fuel Flow 71 76 107 93
High Speed
Specific Range 2.141 1.895 1.682 1.865
Nautical Miles 672 723 1,118 217
Average Speed 135 130 162 153
Seats Full
Fuel Used 275 379 492 115
Ranges Specific Range/Altitude 2.444/FL 080 1.908/FL 120 2.272/FL 080 1.887/FL 040
Nautical Miles 672 912 1,118 860
Tanks Full
Fuel Used 275 471 492 403
Specific Range/Altitude 2.444/FL 080 1.936/FL 120 2.272/FL 080 2.134/FL 080
Runway 1,685 1,249 1,303 1,665
Block Time 1+26 1+37 1+09 1+11
200 nm
Fuel Used 112 123 127 130
Missions Specific Range/Altitude 1.786/FL 080 1.626/FL 120 1.575/FL 080 1.538/FL 060
(4 occupants) Runway 1,685 1,402 1,519 1,858
Block Time 3+30 3+52 2+49 2+54
500 nm
Fuel Used 245 269 305 304
Suggested Base Price $524,600 $574,000 $722,900 $999,000
Remarks FAR 23, 2000 FAR 23, 1996/2001 A23-6 FAR 23, 2000 CAR 3, 1956/69/83/2005
Certification Basis Includes Garmin Perspective+ Garmin G1000 NXi Includes Garmin Perspective+ A/C system standard;
avionics. with GFC 700 autopilot. avionics. Garmin G1000 NXi.

SINGLE-ENGINE PISTONS TURBOCHARGED SINGLE-ENGINE PISTONS PRESSURIZED

Manufacturer Textron Aviation Textron Aviation Cirrus Design Manufacturer Piper Aircraft
Turbo Skylane Turbo Stationair HD M350
Model CE-T182T CE-T206H SR22T Model PA-46-350P
BCA Equipped Price $653,000* $795,000 $827,900 BCA Equipped Price $1,586,183
Seating 1+3/3 1+5/5 1+3/4 Seating 1+4/5
Character- Wing Loading 17.8 21.8 23.5 Character- Wing Loading 24.8
istics Power Loading 13.19 12.22 11.43 istics Power Loading 12.40
Noise (dBA) 75.4 82.6 80.3 Noise (dBA) 81.0
External Length 29.0 28.3 26.0 External Length 28.9
Dimensions Height 9.3 9.3 8.9 Dimensions Height 11.3
(ft.) Span 36.0 36.0 38.3 (ft.) Span 43.0
Internal Length 7.2 9.3 8.0 Internal Length 12.4
Dimensions Height 4.0 4.1 4.1 Dimensions Height 3.9
(ft.) Width 3.5 3.7 4.1 (ft.) Width 4.2
Lyc Lyc Cont Lyc
Engine Engine
TIO-540-AK1A TIO-540-AJ1A TSIO-550-K TIO-540-AE2A
Power Power Output (hp) 350
Output (hp) 235 310 315
Inspection Interval 2,000t 2,000t 2,000t Inspection Interval 2,000t
Max Ramp 3,112 3,806 3,610 Max Ramp 4,358
Max Takeoff 3,100 3,789 3,600 Max Takeoff 4,340
Max Landing 4,123
Max Landing 2,950 3,600 3,600
Zero Fuel 4,123c
Zero Fuel 2,953b 3,615b 3,400c
EOW 3,146
EOW 2,114 2,365 2,354
Weights (lb.) Max Payload 977
Weights (lb.) Max Payload 839 1,250 1,046
Useful Load 1,212
Useful Load 998 1,441 1,256
Max Baggage 200
Max Baggage 200 180 130
Max Fuel 720
Max Fuel 522 522 552
Available Payload w/Max Fuel 492
Available Payload w/Max Fuel 476 919 704
Available Fuel w/Max Payload 235
Available Fuel w/Max Payload 159 191 210 Vne 198
Vne 175 182 205 Vno 168
Limits Vno 140 149 176 Limits
Va 133
Va 110 125 140 PsI 5.5
TO (SL elev./ISA Temp.) 1,385 1,970 1,517 TO (SL elev./ISA temp.) 2,090
Airport TO (5,000-ft. elev.@25C) 1,928 2,845 2,268 TO (5,000-ft. elev.@25C) 2,977
Perfor- Vso 50 59 64 Airport
Vso 58
mance Vx 64 70 88 Performance
Vx 81
Vy 84 88 103 Vy 110
Time to Climb (min.)/Altitude 10/FL 100 12/FL 100 7/FL 100 Time to Climb (min.)/Altitude 8/FL 100
Climb Climb
Initial Gradient (ft./nm) 743 724 782 Initial Gradient (ft./nm) 703
Certificated 20,000 26,000 25,000 Certificated 25,000
Ceilings (ft.)
Service 20,000 26,000 25,000 Ceilings (ft.) Service 25,000
TAS 132 137 171 Sea-Level Cabin 12,300
Fuel Flow 62 85 76 TAS 156
Long Range
Altitude FL 200 FL 240 FL 250 Fuel Flow 66
Long Range
Specific Range 2.129 1.612 2.250 Altitude FL 250
TAS 152 155 201 Specific Range 2.364
Fuel Flow 77 99 98 TAS 203
Cruise Recommended
Cruise Recommended
TAS 165 164 213 Specific Range 1.880
Fuel Flow 98 116 110 TAS 213
High Speed
High Speed
Nautical Miles 520 465 1,021 Specific Range 1.775
Average Speed 134 137 171 Nautical Miles 535
Seats Full Average Speed 138
Fuel Used 291 358 486 Seats Full
Ranges Specific Range/Altitude 1.787/FL 200 1.299/FL 200 2.101/FL 250 Fuel Used 312
Nautical Miles 915 608 1,021 Ranges Specific Range/Altitude 1.715/FL 120
Average Speed 134 138 171 Nautical Miles 1,343
Tanks Full Average Speed 159
Fuel Used 476 430 486 Tanks Full
Fuel Used 670
Specific Range/Altitude 1.922/FL 200 1.414/FL 240 2.101/FL 250
Specific Range/Altitude 2.004/FL 250
Runway 1,385 1,420 1,405
Runway 2,090
Block Time 1+24 1+23 1+08
200 nm Block Time 1+06
Fuel Used 144 163 197 200 nm
Fuel Used 167
Missions Specific Range/Altitude 1.389/FL 120 1.227/FL 150 1.015/FL 100
Missions Specific Range/Altitude 1.198/FL 200
(4 occupants) Runway 1,385 1,626 1,699
(4 occupants) Runway 2,090
Block Time 3+14 3+22 2+28
500 nm Block Time 2+31
Fuel Used 319 386 360 500 nm
Fuel Used 350
Suggested Base Price $653,000 $795,000 $827,900
Suggested Base Price $1,212,925
FAR 23, 2006 FAR 23, 1998 FAR 23, 1983/88
FAR 23, 2010
Remarks Garmin G1000 Garmin G1000 Garmin G1000
Certification Basis NXi w/GFC 700; NXi with GFC 700 Includes Garmin Remarks
Perspective+ Certification Basis NXi with GFC 700
2023 deliveries. autopilot autopilot; pressur-
avionics.
*BCA estimate. standard. ized and A/C.

MULTIENGINE PISTONS NORMALLY ASPIRATED

Manufacturer Vulcanair SpA Vulcanair SpA Textron Aviation
P.68C Victor Beechcraft Baron G58
Model P 68C P 68R G58
BCA Equipped Price $1,190,440 $1,220,200 $1,599,000
Seating 1+5/6 1+5/6 1+4/5
Character- Wing Loading 22.9 22.7 27.6
istics Power Loading 11.49 11.37 9.17
Noise (dBA) 74.7 78.8 77.6
External Length 31.3 31.3 29.8
Dimensions Height 11.2 11.2 9.8
(ft.) Span 39.4 39.4 37.8
Internal Length 10.6 10.6 12.6
Dimensions Height 3.9 3.9 4.2
(ft.) Width 3.8 3.8 3.5
Engines 2 Lyc 2 Lyc 2 Cont
IO-360-A1B6 IO-360-A1B6 IO-550-C
Power Output (hp each) 200 200 300
Inspection Interval 2,000t 2,000t 1,900t
Max Ramp 4,630 4,548 5,524
Max Takeoff 4,594 4,548 5,500
Max Landing 4,365 4,321 5,400
Zero Fuel 4,167c 4,374b 5,210b
EOW 3,153 3,197 3,965
Weights (lb.)
Max Payload 1,014 1,177 1,245
Useful Load 1,477 1,351 1,559
Max Fuel 1,063 1,063 1,164
Available Payload w/Max Fuel 415 289 395
Available Fuel w/Max Payload 463 174 314
Vne 194 197 223
Limits Vno 154 157 195
Va 132 127 156
TO (SL elev./ISA Temp.) 1,312 1,260 2,345
TO (5,000-ft. elev.@25C) 4,000 4,000 4,144
A/S (SL elev./ISA) 2,150 1,410 3,009
Airport A/S (5,000-ft. elev.@25C) 2,950 2,370 4,335
Performance Vmca 60 60 84
Vdec 70 70 85
Vxse 82 82 100
Vyse 88 88 101
Time to Climb (min.)/Altitude 12/FL 100 12/FL 100 10/FL 100
Initial Engine-Out Rate (fpm) 217 217 390
Climb
Initial All-Engine Gradient (ft./nm) 1,100 920 988
Initial Engine-Out Gradient (ft./nm) 147 147 232
Certificated — — —
Ceilings (ft.) All-Engine Service 18,000 20,000 20,688
Engine-Out Service 5,000 5,650 7,284
TAS 144 144 185
Fuel Flow 94 94 144
Long Range
Altitude FL 080 FL 080 FL 080
Specific Range 1.532 1.532 1.285
TAS 155 155 192
Fuel Flow 108 108 174
Cruise Recommended
TAS 162 162 200
Fuel Flow 116 116 193
High Speed
Nautical Miles 300 300 250
Average Speed 140 140 174
Max Payload
Trip Fuel 315 315 231
Ranges Specific Range/Altitude 0.952/FL 080 0.952/FL 080 1.082/FL 040
Nautical Miles 1,000 1,000 1,480
Average Speed 145 145 180
Ferry
Trip Fuel 975 975 1,081
Runway 1,450 1,450 2,861
Block Time 1+28 1+28 1+02
200 nm
Fuel Used 140 140 226
Missions
(4 occu-
Runway 1,500 1,500 2,940
pants) Block Time 3+25 3+25 2+31
500 nm
Fuel Used 375 375 531
Suggested Base Price $1,176,115 $1,205,000 $1,599,000
CAR 3 1957/69/83/2005
Remarks Certification Basis FAR 23, 1976/80 EASA 23, 2009 A/C system standard;
Garmin G1000 NXi Garmin G1000 NXi Garmin G1000 NXi;
with GFC 700 autopilot. with GFC 700 autopilot. max payload mission flown
with six occupants.

MULTIENGINE PISTONS TURBOCHARGED

Manufacturer Vulcanair SpA Piper Aircraft
Seneca V
Model P 68C-TC PA-34-220T
BCA Equipped Price $1,309,480 $1,311,396
Seating 1+5/5 1+4/5
Character- Wing Loading 20.7 22.8
istics Power Loading 10.94 10.80
Noise (dBA) 74.7 75.6
External Length 31.3 28.6
Dimensions Height 11.2 9.9
(ft.) Span 39.4 38.9
Internal Length 10.6 10.4
Dimensions Height 3.9 3.6
(ft.) Width 3.8 4.1
Engines 2 Lyc 2 Cont
TIO-360-C1A6D TSIO-360-RB
Power Output (hp each) 210 220
Inspection Interval 2,000t 1,800t
Max Ramp 4,630 4,773
Max Takeoff 4,594 4,750
Max Landing 4,365 4,513
Zero Fuel 4,140b 4,479c
EOW 3,197 3,491
Weights (lb.)
Max Payload 943 988
Useful Load 1,433 1,282
Max Fuel 1,062 732
Available Payload w/Max Fuel 371 550
Available Fuel w/Max Payload 490 294
Vne 194 204
Limits Vno 154 164
Va 132 139
TO (SL elev./ISA temp.) 1,260 1,707
TO (5,000-ft. elev.@25C) 2,200 2,435
A/S (SL elev./ISA) 1,800 2,510
Airport
A/S (5,000-ft. elev.@25C) 2,400 3,117
Perfor-
Vmca 66 66
mance Vdec NA 73
Vxse 78 83
Vyse 88 88
Time to Climb (min.)/Altitude 10/FL 100 7/FL 100
Initial Engine-Out Rate (fpm) 240 253
Climb
Initial All-Engine Gradient (ft./nm) 1,400 996
Initial Engine-Out Gradient (ft./nm) NA 173
Certificated 20,000 25,000
Ceilings (ft.) All-Engine Service 20,000 25,000
Engine-Out Service 10,000 16,500
TAS 144 167
Fuel Flow 104 108
Long Range
Altitude FL 080 FL 230
Specific Range 1.385 1.546
TAS 155 196
Fuel Flow 125 144
Cruise Recommended
TAS 162 200
Fuel Flow 150 156
High Speed
Nautical Miles 1,100 866
Average Speed 145 160
Range Ferry
Trip Fuel 960 648
Specific Range/Altitude 1.146/FL 080 1.336/FL 180
Runway NA 1,520
Block Time 1+28 1+10
200 nm
Fuel Used 260 213
Missions Specific Range/Altitude 0.769/FL 080 0.939/FL 120
(4 occupants) Runway NA 1,610
Block Time 3+25 2+41
500 nm
Fuel Used 485 476
Specific Range/Altitude 1.031/FL 080 1.050/FL 200
Suggested Base Price $1,315,000 $1,136,980
Remarks FAR 23, 1982 FAR 23, 1971/80/97

Certification Basis Garmin G1000 NXi. Garmin G1000 NXi
BCA estimated data. with GFC 700 autopilot.

SINGLE-ENGINE TURBOPROPS
Manufacturer Textron Aviation Piper Aircraft Daher Textron Aviation Piper Aircraft
Cessna Caravan M500 Kodiak Cessna Grand Caravan EX M600
Model CE-208 PA-46-500TP Kodiak 100 Series III CE-208B PA-46-600TP
BCA Equipped Price $2,515,000 $2,572,327 $2,632,996 $2,990,000 $3,524,000
Seating 1+9/13* 1+4/5 1+6/9 1+9/13* 1+4/5
Character- Wing Loading 28.6 27.8 30.2 31.5 28.7
istics Power Loading 11.85 10.18 9.67 10.16 10.00
Noise (dBA) 79.0 76.8 84.4 84.1 76.8
External Length 37.6 29.6 33.8 41.6 29.6
Dimensions Height 14.9 11.3 14.7 15.5 11.3
(ft.) Span 52.1 43.0 45.0 52.1 43.2
Internal Length 12.7 12.3 15.8 16.7 12.3
(ft.) Width 5.3 4.1 4.5 5.3 4.1
P&WC P&WC P&WC P&WC P&WC
Engine PT6A-114A PT6A-42A PT6A-34 PT6A-140 PT6A-42A
Power Output (shp)/Flat Rating 675/ISA+31C 500/ISA+60C 750/ISA+7C 867/ISA+24C 600/ISA+45C
Inspection Interval 3,600t 3,600t 4,000t 4,000t 3,600t
Max Ramp 8,035 5,134 7,305 8,842 6,050
Max Takeoff 8,000 5,092 7,255 8,807 6,000
Max Landing 7,800 4,850 7,255 8,500 5,800
Zero Fuel 7,432b 4,850c 7,071c 8,152b 4,850c
BOW 4,930 3,634 4,417 5,510 3,850
Weights (lb.)
Max Payload 2,502 1,216 2,654 2,642 1,000
Useful Load 3,105 1,500 2,888 3,332 2,200
Max Fuel 2,224 1,160 2,144 2,246 1,742
Available Payload w/Max Fuel 881 340 744 1,086 458
Available Fuel w/Max Payload 604 284 234 691 1,200
Vmo 175 188 180 175 250
Limits Va 150 127 143 148 151
PSI — 5.6 — — 5.6
TO (SL elev./ISA temp.) 2,055 2,438 1,468 2,160 2,635
Airport TO (5,000-ft. elev.@25C) 2,973 3,691 2,396 3,661 3,998
Perfor- Vso 61 69 60 61 62
mance Vx 90 95 73 86 95
Vy 107 125 101 108 122
Time to Climb (min.)/Altitude 9/FL 100 19/FL 250 10/FL 100 9/FL 100 21/FL 250
Climb
Initial Gradient (ft./nm) 771 753 915 816 785
Certificated 25,000 30,000 25,000 25,000 30,000
Ceilings (ft.) Service 25,000 30,000 25,000 25,000 30,000
Sea-Level Cabin — 12,600 — — 12,600
TAS 157 179 164 156 184
Fuel Flow 281 135 251 328 155
Long Range
Altitude FL 100 FL 280 FL 120 FL 100 FL 280
Specific Range 0.559 1.326 0.653 0.476 1.187
Cruise
TAS 186 258 175 185 274
Fuel Flow 379 242 335 437 324
High Speed
Altitude FL 100 FL 280 FL 120 FL 100 FL 280
Specific Range 0.491 1.066 0.522 0.423 0.846
Nautical Miles 965 834 1,005 807 1,406
Full Fuel Average Speed 156 171 175 156 179
NBAA IFR (w/available payload) Trip Fuel 1,799 748 2,130 1,761 1,324
Ranges Specific Range/Altitude 0.536/FL 100 1.115/FL 280 0.472/FL 120 0.458/FL 100 1.062/FL 280
(100-nm Nautical Miles 970 834 1,236 816 1,406
alternate) Average Speed 156 171 164 156 179
Ferry
Trip Fuel 1,800 748 2,130 1,772 1,324
Specific Range/Altitude 0.539/FL 100 1.115/FL 280 0.580/FL 200 0.460/FL 100 1.062/FL 280
Runway 1,468 1,550 1,468 1,428 1,593
Flight Time 1+40 1+22 1+47 1+41 1+21
300 nm
Fuel Used 648 379 587 750 429
Runway 1,675 1,625 1,468 1,792 1,687
Missions
Flight Time 3+17 2+32 3+30 3+19 2+31
(4 passen- 600 nm
Fuel Used 1,260 660 1,140 1,462 735
gers) Specific Range/Altitude 0.476/FL 100 0.909/FL 280 0.526/FL 120 0.410/FL 100 0.816/FL 280
Runway NP 1,700 1,467 NP 1,812
Flight Time NP 4+18 5+47 NP 4+06
1,000 nm
Fuel Used NP 985 1,878 NP 1,142
Specific Range/Altitude NP/NP 1.015/FL 280 0.532/FL 120 NP/NP 0.876/FL 280
Suggested Base Price NA $2,412,971 $2,462,063 NA $3,305,173
FAR 23, 2007

FAR 23 A52
FAR 23, 1984/98 Normal category FAR 23, 1986/2012 FAR 23, 2016 A62
Garmin G1000 NXi with
Remarks Garmin G1000 NXi with Includes Garmin G1000 Includes cargo pod; Garmin G3000 with
SVS; GFC 700 autopilot;
Certification Basis GFC 700 autopilot. NXi and GFC 700 Garmin G1000 NXi SVS and enhanced
enhanced AFCS.
*Export only. autopilot with coupled with GFC 700 autopilot. AFCS; HALO emergency
*1,000 nm, GA; Summit interior *Export only. autoland.
three occupants. option.

SINGLE-ENGINE TURBOPROPS
Manufacturer Epic Aircraft Daher Daher Pilatus Textron Aviation
E1000 GX TBM 910 TBM 960 PC-12 NGX Beechcraft Denali
Model E1000 TBM 700 N TBM 700 N PC-12/47E BE-220
BCA Equipped Price $4,190,000 $4,348,415 $4,778,964 $5,716,200 $6,000,000*
Seating 1+5/6 1+5/6 1+5/6 1+8/9 1+7/9
Character- Wing Loading 38.6 38.2 39.4 37.6 NA
istics Power Loading 6.67 8.70 8.96 8.71 NA
Noise (dBA) 77.3 76.4 77.1 77.0 NA
External Length 35.8 35.2 35.2 47.3 48.8
(ft.) Span 43.0 42.1 42.1 53.3 54.3
Internal Length 13.9 15.0 15.0 16.9 16.8
(ft.) Width 4.5 4.0 4.0 5.0 5.3
P&WC P&WC P&WC P&WC GE Aviation
Engine PT6A-67A PT6A-66D PT6E-66XT PT6E-67XP Catalyst
Power Output (shp)/Flat Rating 1,200/ISA+35C 850/ISA+37C 850/ISA+37C 1,200/ISA+35C 1,300/NA
Inspection Interval 3,500t 3,500t 5,000t 5,000t 4,000t
Max Ramp 8,050 7,430 7,650 10,495 NA
Max Takeoff 8,000 7,394 7,615 10,450 NA
Max Landing 7,600 7,024 7,110 9,921 NA
Zero Fuel 7,498b 6,032c 6,252c 9,039c NA
BOW 5,330 4,929 5,006 6,803 NA
Weights (lb.)
Max Payload 2,168 1,103 1,246 2,236 NA
Useful Load 2,720 2,501 2,644 3,692 NA
Max Fuel 1,770 1,955 1,955 2,704 NA
Available Payload w/Max Fuel 950 546 689 988 1,100
Available Fuel w/Max Payload 553 1,398 1,398 1,456 NA
Vmo 270 266 266 240 NA
Limits Va 170 160 160 166 NA
PSI 6.6 6.2 6.2 5.8 7.6
TO (SL elev./ISA temp.) 2,254 2,380 2,535 2,485 NA
Airport TO (5,000-ft. elev.@25C) 3,193 3,475 3,680 4,080 NA
Perfor- Vso 68 65 65 67 NA
mance Vx 116 100 100 120 NA
Vy 150 124 124 130 NA
Time to Climb (min.)/Altitude 12/FL 250 13/FL 250 13/FL 250 19/FL 250 NA/NA
Climb
Initial Gradient (ft./nm) 1,400 1,000 1,000 877 NA
Certificated 34,000 31,000 31,000 30,000 31,000
Ceilings (ft.) Service 34,000 31,000 31,000 30,000 31,000
Sea-Level Cabin 15,000 14,390 14,390 13,100 18,700
TAS 238 252 252 225 NA
Fuel Flow 234 241 241 269 NA
Long Range
Altitude FL 340 FL 310 FL 310 FL 300 NA
Specific Range 1.017 1.046 1.046 0.836 NA
Cruise
TAS 322 330 330 290 285
Fuel Flow 335 412 412 463 NA
High Speed
Altitude FL 340 FL 260 FL 260 FL 240 NA
Specific Range 0.961 0.801 0.801 0.626 NA
Nautical Miles 1,232 1,514 1,514 1,548 1,600
Full Fuel Average Speed 310 252 252 270 NA
NBAA IFR (w/available payload) Trip Fuel 1,374 1,599 1,599 2,235 NA
Ranges Specific Range/Altitude 0.897/FL 340 0.947/FL 310 0.947/FL 310 0.693/FL 300 NA/NA
(100-nm Nautical Miles 1,243 1,594 1,594 1,571 NA
alternate) Average Speed 312 252 252 275 NA
Ferry
Trip Fuel 1,374 1,598 1,598 2,224 NA
Specific Range/Altitude 0.905/FL 340 0.997/FL 310 0.997/FL 310 0.706/FL 300 NA/NA
Runway 1,260 1,765 1,765 1,677 NA
Flight Time 1+13 1+00 1+00 1+08 NA
300 nm
Fuel Used 426 440 440 534 NA
Runway 1,260 2,005 2,005 1,866 NA
Missions
Flight Time 2+09 1+55 1+55 2+12 NA
(4 passen- 600 nm
Fuel Used 738 830 830 977 NA
gers) Specific Range/Altitude 0.813/FL 340 0.723/FL 280 0.723/FL 280 0.614/FL 260 NA/NA
Runway 1,457 2,380 2,380 2,109 NA
Flight Time 3+25 3 + 10 3+10 3+40 NA
1,000 nm
Fuel Used 1,165 1,320 1,320 1,525 NA
Suggested Base Price NA $4,119,614 $4,565,789 $4,550,000 $6,300,000**
FAR 23, FAR 23, FAR/EASA 23 pending

1990/2006/07/14 1990/2006/07/14 FAR 23, Garmin G3000; typically
FAR 23, 2019/21 Pilot door standard; Pilot door standard;
Remarks 1996/2005/08/19 equipped with executive
Garmin G1000 NXi; five-blade propeller; five-blade propeller;
Certification Basis Typically equipped interior, autothrottle.
all performance Garmin G1000 NXi; HomeSafe; autothrottle; with executive interior, *BCA estimate adjusted
at MTOW. elec.-heated seats; Garmin G3000; autothrottle. for 2022 dollars.
five-year system AoA-ESP-USP; five-year **2024 dollars.
warranty. system warranty.

MULTIENGINE TURBOPROPS ≤12,500-LB. MTOW

Manufacturer Vulcanair SpA Viking Air Textron Aviation Piaggio Aero Industries
Viator 400 Series Beechcraft King Air 260 Avanti Evo
Model AP68TP-600 DHC-6-400 B200GT P.180 Avanti II
BCA Equipped Price $3,154,000 $7,000,000* $7,405,000 $7,695,000
Seating 1+7/10 1+19/19 1+8/10 1+7/9
Wing Loading 33.0 29.8 40.3 70.3
Characteristics Power Loading 10.08 10.08 7.35 7.12
Noise (dBA) 71.7 85.6 81.2 74.0
Length 37.0 51.8 43.8 47.3
External
Height 11.9 19.5 14.8 13.0
Dimensions (ft.) Span 39.4 65.0 57.9 47.1
Length: OA/Net 11.9/17.2 18.4/24.5 16.7/16.7 17.5/17.5
Internal
Height 4.1 4.9 4.8 5.8
Dimensions (ft.) Width: Max/Floor 3.7/3.7 5.4/4.4 4.5/4.1 6.1/3.5
2 RR 2 P&WC 2 P&WC 2 P&WC
Engines 250 B17F PT6A-34 PT6A-52 PT6A-66B
Power Output (shp each)/Flat Rating 328/ISA+25C 620/ISA+27C 850/ISA+37C 850/ISA+28C
Max Ramp 6,669 12,560 12,590 12,150
Max Takeoff 6,613 12,500 12,500 12,100
Max Landing 6,283 12,300 12,500 11,500
Zero Fuel 5,621c 11,582b 11,000c 10,200c
BOW 3,850 7,650 8,830 8,350
Weights (lb.) Max Payload 1,771 3,932 2,170 1,850
Useful Load 2,819 4,910 3,760 3,800
Max Fuel 1,487 3,129 3,645 2,802
Available Payload w/Max Fuel 1,332 1,781 115 998
Available Fuel w/Max Payload 1,048 978 1,590 1,950
Vmo 200 170 259 260
Limits Va 141 136 181 202
PSI — — 6.5 9.0
TO (SL elev./ISA temp.) 2,034 1,490 2,111 3,262
TO (5,000-ft. elev.@25C) 2,950 2,031 3,099 4,700
A/S (SL elev./ISA temp.) 2,034 2,220 3,687 5,750
Airport A/S (5,000-ft. elev.@25C) 2,953 2,447 4,859 7,400
Performance Vmca 77 66 86 100
Vdec 85 NA 94 106
Vxse 90 NA 115 132
Vyse 105 82 121 140
Time to Climb (min.)/Altitude 7/FL 100 7/FL 100 13/FL 250 10/FL 250
Initial Engine-Out Rate (fpm) 270 340 682 670
Climb Initial All-Engine Gradient (ft./nm) 1,500 1,033 1,170 1,067
Initial Engine-Out Gradient (ft./nm) 180 243 364 287
Certificated 25,000 25,000 35,000 41,000
All-Engine Service 25,000 26,700 35,000 41,000
Ceilings (ft.) Engine-Out Service 8,050 11,600 26,000 22,500
Sea-Level Cabin — — 2,700* 24,000
TAS 169 146 256 304
Fuel Flow 261 460 430 438
Long Range
Specific Range 0.648 0.317 0.595 0.694
Cruise TAS 214 182 310 378
Fuel Flow 375 652 750 783
High Speed
Specific Range 0.571 0.279 0.413 0.483
Nautical Miles 543 887 321 774
Max Payload Average Speed 180 146 267 297
(w/available fuel) Trip Fuel 781 2,797 870 1,315
Nautical Miles 837 887 1,403 1,366
Max Fuel Average Speed 179 146 291 300
(w/available payload) Trip Fuel 1,220 2,797 2,941 2,165
NBAA IFR Ranges
(100-nm Nautical Miles 837 887 1,038 1,376
alternate) Full Fuel Average Speed 179 146 288 300
(w/4 passsengers) Trip Fuel 1,220 2,797 2,225 2,165
Nautical Miles 837 963 1,420 1,389
Ferry
Trip Fuel 1,220 2,927 2,942 2,165
Runway 1,247 892 3,504 2,350
Flight Time 1+35 1 + 44 1+03 0+53
300 nm
Fuel Used 419 1,092 869 725
Runway 1,558 1,096 3,587 2,550
Missions Flight Time 3+18 3+22 2+03 1+45
600 nm
(4 passengers) Fuel Used 866 2,107 1,494 1,220
Runway NP NP 3,677 2,700
Flight Time NP NP 3+28 3+05
1,000 nm
Fuel Used NP NP 2,147 1,672
Specific Range/Altitude NP/NP NP/NP 0.466/FL 330 0.598/FL 390
Suggested Base Price $3,332,000 NA NA NA
FAR 23, 2015;
FAR 23, 1973/80/2008/11
FAR 23, 1986 EASA 23, 2014
Collins Pro Line Fusion
Remarks Garmin G1000 NXi; S-TEC Collins Pro Line 21;
EASA/FAR 23, 2010 A57 standard; Wi-Fi optional;
Certification Basis Genesys 2100 autopilot. TCAS I; Iridium satcom;
*BCA estimate. STC SA02131SE;
BCA-computed RVSM app’d.; opt’l. 390-lb.
autothrottles standard.
performance data. capacity internal tank;
*Opt’l. press’n. sched. enlarged door.

MULTIENGINE TURBOPROPS >12,500-LB. MTOW

Manufacturer Textron Aviation Textron Aviation Textron Aviation Textron Aviation
Cessna SkyCourier (Freighter) Cessna SkyCourier (Passenger) Beechcraft King Air 360 Beechcraft King Air 360ER
Model CE-408 CE-408 B300 B300ER
BCA Equipped Price $6,850,000 $7,375,000 $8,810,000 $9,325,000
Seating 1+1/11 1+19/19 1+9/11 1+9/11
Character- Wing Loading 43.0 43.0 48.4 53.2
istics Power Loading 8.56 8.56 7.14 7.86
Noise (dBA) 84.6 84.6 72.9 81.5
(ft.) Span 72.3 72.3 57.9 57.9
Internal Length: OA/Net 23.3/23.3 23.3/19.5 19.5/19.5 19.5/19.5
(ft.) Width: Max/Floor 6.4/5.8 6.2/5.8 4.5/4.1 4.5/4.1
2 P&WC 2 P&WC 2 P&WC 2 P&WC
Engines PT6A-65SC PT6A-65SC PT6A-60A PT6A-60A
Power Output (shp each)/Flat Rating 1,110/ISA+35C 1,110/ISA+35C 1,050/ISA+10C 1,050/ISA+10C
Max Ramp 19,070 19,070 15,100 16,600
Max Takeoff 19,000 19,000 15,000 16,500
Max Landing 18,600 18,600 15,000 15,675
Zero Fuel 17,200c 17,575c 12,500c 13,000c
BOW 11,200 12,725 9,955 10,215
Useful Load 7,870 6,345 5,145 6,385
Max Fuel 4,826 4,926 3,611 5,192
Available Payload w/Max Fuel 3,044 1,419 1,534 1,193
Available Fuel w/Max Payload 1,870 1,495 2,600 3,600
MMo 0.40 0.40 0.58 0.58
Trans. Alt. FL/VMo 120/210 120/210 210/263 240/245
Limits Va NA NA 184 182
PSI — — 6.8 6.8
TO (SL elev./ISA temp.) 2,740* 3,660* 3,300 4,057
TOFL (5,000-ft. elev.@25C) 4,305* 4,850* 5,376 7,675
Airport Mission Weight 19,000 19,000 14,196 16,100
Perfor- NBAA IFR Range 797 792 1,549 2,257
mance V2 98 98 109 111
Vref 96 96 100 104
Landing Distance 2,366 2,378 2,390 2,728
Time to Climb (min.)/Altitude 37/FL 250 37/FL 250 15/FL 250 18/FL 250
Climb *FAR 25 Initial Engine-Out Rate (fpm) 350 350 622 337
FAR 25 Initial Engine-Out Gradient (ft./nm) NA NA 304 182
Certificated 25,000 25,000 35,000 35,000
All-Engine Service 25,000 25,000 35,000 35,000
Ceilings (ft.) Engine-Out Service 13,900 13,900 21,500 17,100
Sea-Level Cabin — — 2,700 2,700
TAS 160 160 235 238
Fuel Flow 630 630 362 402
Long Range
Specific Range 0.254 0.254 0.649 0.592
Cruise
TAS 210 210 312 303
Fuel Flow 1,020 1,020 773 764
High Speed
Specific Range 0.206 0.206 0.404 0.397
Nautical Miles 100 85 896 1,316
(w/available fuel) Trip Fuel 609 533 1,891 2,880
Nautical Miles 783 783 1,485 2,223
Max Fuel Average Speed 205 205 280 269
NBAA IFR (w/available payload) Trip Fuel 3,915 3,915 2,944 4,528
(100-nm Nautical Miles 792 787 1,533 2,271
alternate) Full Fuel Average Speed 208 206 285 271
(w/4 passengers) Trip Fuel 3,946 3,925 2,951 4,533
Nautical Miles 795 790 1,560 2,338
Ferry
Trip Fuel 3,956 3,936 2,958 4,543
Runway 1,631 2,737 2,586 2,795
Flight Time 1+28 1+29 1+02 1+05
300 nm
Fuel Used 1,545 1,538 881 919
Runway 1,902 3,141 2,702 2,927
600 nm
(4 passengers) Fuel Used 3,007 3,005 1,470 1,529
Runway NP NP 2,827 3,048
Flight Time NP NP 3+27 3+35
1,000 nm
Fuel Used NP NP 2,102 2,195
Specific Range/Altitude NP/NP NP/NP 0.476/FL 330 0.456/FL 330
Suggested Base Price NA NA NA NA
FAR 23, 1989 FAR 23, 1989/2007
Commuter category.
FAR 23, 2022 A64 Commuter category.
FAR 23, 2022 A64 Collins Pro Line Fusion
Remarks Normal category (Level 1). Collins Pro Line Fusion
Normal category (Level 4). MultiScan Radar and iTAWS;
Certification Basis Garmin G1000 NXi; 800-lb. MultiScan Radar and iTAWS;
Garmin G1000 NXi. Wi-Fi optional; RVSM app’d.;
payload for BCA missions. Wi-Fi optional; RVSM
*OEI TOFL 35-ft. obstacle. also available as 350HW with
*AE TOD 50-ft. obstacle. approved; autothrottles
16,500-lb. MTOW, 15,675-lb. standard.
MLW; autothrottles standard.

2 0 2BB2UUSBSIIUNNSEEISN
SSSE SAASIIRRAPPILRLAAPNN
L EAESN
S ES
JETS <10,000-LB. MTOW JETS <20,000-LB. MTOW

Manufacturer Cirrus Design Manufacturer Embraer Nextant Aerospace
Vision G2 Phenom 100 EV Nextant 400 XTi
Model SF-50 Model EMB-500 BE 400A
BCA Equipped Price $2,980,000 BCA Equipped Price $4,495,000 $4,650,000
Seating 1+4/6 Seating 1+5/7/7 2+7/9/9
Character- Wing Loading 30.7
Character-
Wing Loading/Power Loading 53.1/3.09 67.6/2.67
istics Power Loading 3.25 istics Noise (EPNdB): Lateral/Flyover/Approach 81.6/70.8/86.1 76.9/91.5/88.8
Noise (EPNdB): Lateral/Flyover/Approach 79.6/70.9/80.3 External Length 42.1 48.4
External Length 30.7 Dimensions Height 14.3 13.9
Dimensions Height 10.9 Span 40.4 43.5
(ft.)
(ft.) Span 38.7 Internal Length: Main Seating/Net/Gross 9.0/11.0/11.0 15.5/15.5/—
Internal Length: OA/Net 11.5/9.8 Dimensions Height/Dropped Aisle Depth 4.9/0.3 4.8/flat floor
Dimensions Height/Dropped Aisle Depth 4.1/NA Width: Max/Floor 5.1/3.6 4.9/4.0
(ft.)
(ft.) Width: Max/Floor 5.1/3.1 Internal: Cu. ft./lb. 10/93 27/410
Internal: Cu. ft./lb. 24/NA Baggage External: Cu. ft./lb. 60/419 26/450
Baggage External: Cu. ft./lb. 30/NA 2 P&WC 2 Wms Intl
Engines
1 Wms Intl PW 617F1-E FJ44-3AP
Engine(s) Power
FJ33-5A Output (lb. each)/Flat Rating 1,730/ISA+8C 3,052/ISA+7C
Power Output (lb. each)/Flat Rating 1,846/ISA+10C Inspection Interval/Manu. Service Plan Interval 3,500t/— 5,000t/—
Inspection Interval/Manu. Service Plan Interval 4,000t/— Max Ramp 10,748 16,500
Max Ramp 6,040 Max Takeoff 10,703 16,300
Max Takeoff 6,000 Max Landing 9,998 15,700
Max Landing 5,550 Zero Fuel 9,072c 13,000c
Zero Fuel 4,900c BOW 7,297 10,950
BOW 3,860 Weights (lb.) Max Payload 1,775 2,050
Weights (lb.) Max Payload 1,040 Useful Load 3,451 5,550
Useful Load 2,180 Max Fuel 2,804 4,912
Max Fuel 2,000 Available Payload w/Max Fuel 647 638
Available Payload w/Max Fuel 180 Available Fuel w/Max Payload 1,676 3,500
Available Fuel w/Max Payload 1,140 MMo 0.700 0.780
MMo 0.530 Limits Trans. Alt. FL/VMo FL 280/275 FL 290/320
Limits Trans. Alt. FL/VMo FL 183/250 PSI/Sea-Level Cabin 8.3/21,280 9.1/24,000
PSI 7.1 TOFL (SL elev./ISA temp.) 3,190 3,821
TOFL (SL elev./ISA temp.) 1,920 TOFL (5,000-ft. elev.@25C) 5,663 5,088
TOFL (5,000-ft. elev.@25C) 3,045 Airport Mission Weight 10,703 14,500p
Airport Mission Weight 6,000
Perfor- NBAA IFR Range 1,113 1,197
Perfor- NBAA IFR Range 1,098 V2 99 116
V2 91
mance
mance Vref 95 105
Vref 87
Landing Distance 2,473 2,960
Landing Distance 1,628
Time to Climb/Altitude 19/FL 370 16/FL 370
Time to Climb/Altitude 23/310
Climb FAR 25 Engine-Out Rate (fpm) 747 305
Climb FAR 25 Engine-Out Rate (fpm) NA
FAR 25 Engine-Out Gradient (ft./nm) 453 158
FAR 25 Engine-Out Gradient (ft./nm) NA
Certificated 41,000 45,000
Certificated 31,000
All-Engine Service 31,000
Ceilings (ft.) All-Engine Service 41,000 45,000
Ceilings (ft.) Engine-Out Service —
Engine-Out Service 24,045 27,500
TAS/Fuel Flow (lb./hr.) 340/543 406/740
Sea-Level Cabin NA Long Range
Altitude/Specific Range FL 410/0.626 FL 450/0.549
TAS 259 Cruise TAS/Fuel Flow (lb./hr.) 406/955 447/968
Fuel Flow 300 High Speed
Long Range Altitude/Specific Range FL 330/0.425 FL 430/0.462
Altitude FL 310
Specific Range 0.863 Nautical Miles 466 1,024
Cruise TAS 305 Max Payload Average Speed 325 367
Fuel Flow 384 (w/available fuel) Trip Fuel 1,036 2,411
High Speed
Altitude FL 310 Specific Range/Altitude 0.450/FL 410 0.425/FL 450
Specific Range 0.794
NBAA IFR Nautical Miles 1,194 1,895
Nautical Miles 461 Ranges Max Fuel Average Speed 333 384
Max Payload Average Speed 233 (FAR Part 23, (w/available payload) Trip Fuel 2,196 3,953
(w/available fuel) Trip Fuel 745 100-nm Specific Range/Altitude 0.544/FL 410 0.479/FL 450
Specific Range/Altitude 0.619/FL 310 alternate; Nautical Miles 1,092 1,801
Nautical Miles 1,171 FAR Part 25, Four Passengers Average Speed 333 383
Max Fuel Average Speed 233 200-nm (w/available fuel) Trip Fuel 2,038 3,706
NBAA IFR (w/available payload) Trip Fuel 1,611 Specific Range/Altitude 0.536/FL 410 0.486/FL 450
alternate)
Ranges Specific Range/Altitude 0.727/FL 310 Nautical Miles 1,254 1,981
(100-nm Nautical Miles 622 Average Speed 329 381
Ferry
alternate) Four Passengers Average Speed 233 Trip Fuel 2,220 3,986
(w/available fuel) Trip Fuel 941 Specific Range/Altitude 0.565/FL 410 0.497/FL 450
Specific Range/Altitude 0.661/FL 310 Runway 2,909 3,015
Nautical Miles 1,220 Flight Time 0+53 0+48
300 nm
Average Speed 233 Fuel Used 753 786
Ferry
Trip Fuel 1,760 Specific Range/Altitude 0.398/FL 390 0.382/FL 390
Runway 1,867 Missions Flight Time 1+45 1+30
600 nm
Flight Time 1+12 (4 passengers) Fuel Used 1,236 1,323
300 nm
Fuel Used 548 Specific Range/Altitude 0.485/FL 390 0.454/FL 430
Runway 2,036 Flight Time 2+54 2+28
1,000 nm
Missions Flight Time 2+36 Fuel Used 1,919 2,145
600 nm
(4 passengers) Fuel Used 914 Specific Range/Altitude 0.521/FL 410 0.466/FL 450
Runway 2,437
Flight Time 4+18
1,000 nm
Fuel Used 1,401
Specific Range/Altitude 0.714/FL 310 FAR 25, 1981/85
STC 02371LA
FAR 23, 2016/18 Remarks Certification Basis FAR 23, 2008 STC 10959SC
Garmin Perspective STC 03960AT
Touch+ avionics;
Remarks Certification Basis RVSM standard;
Safe Return
emergency autoland.

JETS <20,000-LB. MTOW

Manufacturer Honda Aircraft Co. Textron Aviation Embraer Textron Aviation Textron Aviation Pilatus Aircraft
HondaJet Elite S Citation M2 Gen2 Phenom 300E Citation CJ3+ Citation CJ4 Gen2
Model HA-420 CE-525 EMB-505 CE-525B CE-525C PC-24
BCA Equipped Price $5,750,000 $5,855,000 $10,295,000 $9,915,000 $11,290,000 $11,886,500
Seating 1+5/7/7 1+7/7/7 1+7/10/10 1+8/9/9 1+9/10/10 1+8/10/10
Character-
Wing Loading/Power Loading 61.7/2.66 44.6/2.72 60.5/2.67 47.2/2.46 51.8/2.36 55.0/2.68
istics Noise (EPNdB): Lateral/Flyover/Approach 85.5/73.1/87.4 85.9/73.2/88.5 89.2/70.6/88.9 88.7/74.0/88.6 92.8/75.6/89.5 90.4/78.2/92.0
External Length 42.6 42.6 51.2 51.2 53.3 55.2
Dimensions Height 14.9 13.9 16.7 15.2 15.4 17.3
(ft.) Span 39.8 47.3 52.2 53.3 50.8 55.8
Internal Length: Main Seating/Net/Gross 12.1/12.1/NA 8.8/11.0/11.0 14.8/17.2/17.2 12.3/15.7/15.7 12.9/17.3/17.3 17.0/17.0/23.0
Dimensions Height/Dropped Aisle Depth 4.8/NA 4.8/0.4 4.9/0.3 4.8/0.4 4.8/0.4 5.1/flat floor
(ft.) Width: Max/Floor 5.0/NA 4.8/3.1 5.1/3.6 4.8/3.1 4.8/3.3 5.6/3.8
Internal: Cu. ft./lb. NA/NA —/— 10/77 —/— 7/40 90/1,000
Baggage External: Cu. ft./lb. 66/600 46/725 74/573 65/1,000 71/1,000 NA/NA
2 GE Honda 2 Wms Intl 2 P&WC 2 Wms Intl 2 Wms Intl 2 Wms Intl
Engines HF-120-H1A FJ44-1AP-21 PW 535E1 FJ44-3A FJ44-4A FJ44-4A-QPM
Power Output (lb. each)/Flat Rating 2,050/ISA+10C 1,965/ISA+7C 3,478/ISA+15C 2,820/ISA+11C 3,621/ISA+11C 3,420/ISA+23C
Inspection Interval/Manu. Service Plan Interval 5,000t*/— 3,500t/5,000 5,000t/— 4,000t/5,000 5,000t/5,000 5,000t/5,000
Max Ramp 10,980 10,800 18,618 14,070 17,230 18,400
Max Takeoff 10,900 10,700 18,552 13,870 17,110 18,300
Max Landing 10,160 9,900 17,273 12,750 15,660 16,900
Zero Fuel 9,100c 8,500c 14,264c 10,675c 12,500c 14,220c
BOW 7,385 6,990 11,628 8,540 10,280 11,720
Weights (lb.) Max Payload 1,715 1,510 2,636 2,135 2,220 2,500
Useful Load 3,595 3,810 6,990 5,530 6,950 6,680
Max Fuel 2,944 3,296 5,404 4,710 5,828 5,965
Available Payload w/Max Fuel 651 514 1,586 820 1,122 715
Available Fuel w/Max Payload 1,880 2,300 4,354 3,395 4,730 4,180
MMo 0.720 0.710 0.800 0.737 0.770 0.740
Limits Trans. Alt. FL/VMo FL 302/270 FL 305/263 FL 276/320 FL 293/278 FL 279/305 FL 280/290
PSI/Sea-Level Cabin 8.8/23,060 8.5/22,027 9.4/25,560 8.9/23,586 9.0/24,005 9.3/25,100
TOFL (SL elev./ISA temp.) 3,639 3,210 3,209 3,180 3,410 2,930
TOFL (5,000-ft. elev.@25C) 5,542 5,580 5,374 4,750 5,180 4,980
Airport Mission Weight 10,900 10,700 18,552 13,870 16,788 18,300
Perfor- NBAA IFR Range 1,287 1,204 2,033 1,918 2,109 2,000
mance V2 115 111 111 114 117 106
Vref 108 101 103 99 99 90
Landing Distance 2,912 2,340 2,212 2,422 2,281 2,120
Time to Climb/Altitude 16/FL 370 18/FL 370 14/FL 370 15/FL 370 14/FL 370 14/FL 370
Climb FAR 25 Engine-Out Rate (fpm) 634 618 872 808 839 665
FAR 25 Engine-Out Gradient (ft./nm) 284 334 471 425 430 379
Certificated 43,000 41,000 45,000 45,000 45,000 45,000
Ceilings (ft.) All-Engine Service 43,000 41,000 45,000 45,000 45,000 45,000
Engine-Out Service 26,400 26,800 30,137 26,250 28,200 32,500
TAS/Fuel Flow (lb./hr.) 360/543 323/516 385/783 352/624 377/812 358/757
Long Range
Altitude/Specific Range FL 430/0.663 FL 410/0.626 FL 450/0.492 FL 450/0.564 FL 450/0.464 FL 450/0.473
Cruise TAS/Fuel Flow (lb./hr.) 419/999 401/920 464/1,549 415/1,197 442/1,470 438/1,717
High Speed
Altitude/Specific Range FL 330/0.419 FL 350/0.436 FL 350/0.300 FL 350/0.347 FL 370/0.301 FL 300/0.255
Nautical Miles 627 751 1,381 1,080 1,425 1,206
Max Payload Average Speed 332 358 397 366 407 400
(w/available fuel) Trip Fuel 1,263 1,600 3,369 2,381 3,753 3,069
Specific Range/Altitude 0.496/FL 430 0.469/FL 410 0.410/FL 450 0.454/FL 450 0.380/FL 450 0.393/FL 450
NBAA IFR Nautical Miles 1,408 1,357 1,932 1,814 1,913 2,013
Ranges Max Fuel Average Speed 345 372 393 377 413 366
(FAR Part 23, (w/available payload) Trip Fuel 2,406 2,675 4,450 3,846 4,904 4,920
100-nm Specific Range/Altitude 0.585/FL 430 0.507/FL 410 0.434/FL 450 0.472/FL 450 0.390/FL 450 0.409/FL 450
alternate; Nautical Miles 1,265 1,183 2,010 1,825 1,927 2,030
FAR Part 25, Four Passengers Average Speed 344 370 387 276 416 367
200-nm (w/available fuel) Trip Fuel 2,205 2,352 4,471 3,767 4,920 4,956
alternate)
Nautical Miles 1,490 1,400 2,094 1,900 1,955 2,129
Average Speed 343 378 380 383 420 359
Ferry
Trip Fuel 2,428 2,705 4,498 3,872 4,955 5,046
Runway 3,385 2,625 2,899 2,608 2,669 2,280
Flight Time 0+52 0+52 0+49 0+49 0+46 0+50
300 nm
Fuel Used 791 804 998 969 1,087 978
Runway 3,428 2,692 2,868 2,609 2,715 2,320
Missions Flight Time 1+39 1+38 1+29 1+35 1+27 1+32
600 nm
(4 passengers) Fuel Used 1,298 1,362 1,653 1,571 1,865 1,674
Runway 3,548 3,009 2,831 2,720 2,770 2,360
Flight Time 2+42 2+42 2+24 2+36 2+23 2+29
1,000 nm
Fuel Used 1,986 2,018 2,533 2,315 2,747 2,659
FAR 23, 2018;

FAR 23, 2004/14 EASA CS 23, 2017
FAR 23, 2015/19 FAR 23, 2009/20 FAR 23, 2010
Remarks Certification Basis *Mature TBO. FAR 23, 2013 Commuter category Commuter category. Commuter category Approved for
Garmin G3000. unpaved runway
operations.

JETS ≥20,000-LB. MTOW

Manufacturer Textron Aviation Embraer Textron Aviation Embraer Gulfstream Aerospace
Citation XLS+ Gen2 Praetor 500 Citation Latitude Praetor 600 Gulfstream 280
Model CE-560XL EMB-545 CE-680A EMB-550 G280
BCA Equipped Price $15,500,000 $17,995,000 $19,305,000 $21,495,000 $24,500,000
Seating 2+9/12/12 2+7/9/9 2+9/9/9 2+8/12/12 2+9/10/19
Character-
Wing Loading/Power Loading 54.6/2.47 77.7/2.87 56.8/2.61 88.7/2.85 80.0/2.60
istics Noise (EPNdB): Lateral/Flyover/Approach 86.8/72.3/92.8 84.1/73.5/89.9 87.7/73.5/87.7 86.9/75.1/90.3 89.5/75.2/90.5
External Length 52.5 64.6 62.3 68.1 66.8
(ft.) Span 56.3 70.5 72.3 70.5 63.0
Internal Length: Main Seating/Net/Gross 14.3/18.5/18.5 17.4/20.6/24.0 15.9/21.8/21.8 21.3/24.1/27.5 17.7/25.8/32.3
Dimensions Height/Dropped Aisle Depth 5.7/0.7 6.0/flat floor 6.0/flat floor 6.0/flat floor 6.1/4.5
(ft.) Width: Max/Floor 5.5/3.9 6.8/4.7 6.4/4.1 6.8/4.7 6.9/5.4
Internal: Cu. ft./lb. 10/100 40/418 27/245 45/418 154/1,980
Baggage External: Cu. ft./lb. 80/700 110/880 100/1,000 110/880 —/—
2 P&WC 2 Hon 2 P&WC 2 Hon 2 Hon
Engines PW545C HTF7500E PW306D1 HTF7500E HTF7250G
Power Output (lb. each)/Flat Rating 4,119/ISA+10C 6,540/ISA+18C 5,907/ISA+15C 7,528/ISA+18C 7,624/ISA+17C
Inspection Interval/Manu. Service Plan Interval 5,000t/— OC/— 6,000t/— OC/— OC/—
Max Ramp 20,530 37,699 31,050 42,990 39,750
Max Takeoff 20,330 37,567 30,800 42,857 39,600
Max Landing 18,700 34,172 27,575 37,478 32,700
Zero Fuel 15,360c 25,959c 21,430c 28,660 28,200c
BOW 12,990 23,038 18,656 24,658 24,200
Weights (lb.) Max Payload 2,370 2,921 2,774 4,002 4,000
Useful Load 7,540 14,661 12,394 18,332 15,550
Max Fuel 6,740 13,051 11,394 16,138 14,600
Available Payload w/Max Fuel 800 1,610 1,000 2,194 950
Available Fuel w/Max Payload 5,170 11,740 9,620 14,330 11,550
MMo 0.750 0.830 0.800 0.830 0.850
Limits Trans. Alt. FL/VMo FL 265/305 FL 295/320 FL 298/305 FL 295/320 FL 280/340
PSI/Sea-Level Cabin 9.3/25,230 9.7/27,140 9.7/26,800 9.7/27,140 9.2/25,000
TOFL (SL elev./ISA temp.) 3,600 4,222 3,580 4,717 4,750
TOFL (5,000-ft. elev.@25C) 5,500 5,692 5,070 6,431 7,320
Airport Mission Weight 20,330 37,567 30,675 42,857 39,600
Perfor- NBAA IFR Range 2,019 3,412 2,700 4,040 3,700
mance V2 118 119 115 128 137
Vref 106 101 95 104 115
Landing Distance 2,740 2,086 2,085 2,165 2,365
Time to Climb/Altitude 16/FL 370 14/FL 370 16/FL 370 13/FL 370 14/FL 370
Climb FAR 25 Engine-Out Rate (fpm) 741 743 652 777 680
FAR 25 Engine-Out Gradient (ft./nm) 377 375 340 364 298
Certificated 45,000 45,000 45,000 45,000 45,000
Ceilings (ft.) All-Engine Service 45,000 43,000 43,000 43,000 44,100
Engine-Out Service 28,400 27,513 27,620 28,189 28,000
TAS/Fuel Flow (lb./hr.) 353/865 426/1,352 368/1,114 433/1,449 459/1,522
Long Range
Altitude/Specific Range FL 450/0.408 FL 450/0.315 FL 430/0.330 FL 450/0.299 FL 450/0.302
Cruise TAS/Fuel Flow (lb./hr.) 431/1,238 469/2,018 432/1,765 466/1,826 482/1,877
High Speed
Altitude/Specific Range FL 410/0.348 FL 390/0.232 FL 390/0.245 FL 430/0.255 FL 410/0.257
Nautical Miles 1,175 2,819 2,135 3,277 2,628
Max Payload Average Speed 353 423 394 426 447
(w/available fuel) Trip Fuel 3,533 9,963 7,901 12,600 9,667
NBAA IFR Nautical Miles 1,877 3,282 2,645 3,878 3,688
Ranges Max Fuel Average Speed 349 419 401 425 451
(FAR Part 23, (w/available payload) Trip Fuel 5,175 11,322 9,586 14,357 12,837
100-nm Specific Range/Altitude 0.363/FL 430 0.290/FL 450 0.276/FL 450 0.270/FL 450 0.287/FL 450
alternate; Nautical Miles 1,877 3,340 2,678 4,018 3,703
FAR Part 25, Four Passengers Average Speed 349 417 401 423 451
200-nm (w/available fuel) Trip Fuel 5,175 11,342 9,594 14,404 12,843
alternate)
Nautical Miles 1,982 3,416 2,731 4,102 3,787
Average Speed 345 417 405 421 451
Ferry
Trip Fuel 5,275 11,357 9,628 14,436 12,872
Runway 2,732 2,673 2,760 2,745 2,860
Flight Time 0+47 0+48 0+46 0+46 0+47
300 nm
Fuel Used 1,229 1,564 1,610 1,558 1,405
Runway 2,781 2,690 2,845 2,746 2,885
Missions Flight Time 1+29 1+28 1+29 1+26 1+26
600 nm
(4 passengers) Fuel Used 2,079 2,494 2,573 2,580 2,309
Runway 3,064 2,875 2,951 2,810 3,020
Flight Time 2+26 2+21 2+25 2+18 2+18
1,000 nm
Fuel Used 3,216 3,802 3,989 3,969 3,539
RBAC/FAR/EASA CS 25,
RBAC/FAR 25, 2015/19; 2014/19;
FAR 25, EASA CS 25, 2015/19 FAR 25, 2015 FAR 25, 2012
Remarks Certification Basis 1998/2004/08/22 Mod: DCA 0550-000- Garmin G5000. ANAC, 2019 EASA CS 25, 2013
Mod: DCA 0550-000-
00100-2018. 00026-2016.


Manufacturer Bombardier Bombardier Textron Aviation Bombardier
Challenger 350 Challenger 3500 Citation Longitude Challenger 650
Model BD-100-1A10 BD-100-1A10 CE-700 CL-600-2B16
Seating 2+9/11/19 2+9/11/19 2+8/12/12 2+12/13/19
Character-
Wing Loading/Power Loading 77.6/2.77 77.6/2.77 73.5/2.58 98.6/2.61
istics Noise (EPNdB): Lateral/Flyover/Approach 87.6/75.3/89.6 87.6/75.3/89.6 88.4/72.9/89.9 86.2/81.2/90.3
(ft.) Span 69.0 69.0 68.9 64.3
Internal Length: Main Seating/Net/Gross 16.6/25.2/28.6 16.6/25.2/28.6 16.5/25.2/28.1 15.4/25.6/28.3
Dimensions Height/Dropped Aisle Depth 6.0/flat floor 6.0/flat floor 6.0/flat floor 6.0/flat floor
Internal: Cu. ft./lb. 106/750 106/750 112/1,115 112/900
Baggage External: Cu. ft./lb. —/— —/— NA/NA —/—
2 Hon 2 Hon 2 Hon 2 GE
Engines HTF 7350 HTF 7350 HTF7700L CF34-3B
Power Output (lb. each)/Flat Rating 7,323/ISA+15C 7,323/ISA+15C 7,665/ISA+19C 9,220*/ISA+15C
Inspection Interval/Manu. Service Plan Interval OC/— OC/— OC/— OC/—
Max Ramp 40,750 40,750 39,700 48,300
Max Takeoff 40,600 40,600 39,500 48,200
Max Landing 34,150 34,150 33,500 38,000
Zero Fuel 28,200c 28,200c 26,800c 32,000c
BOW 24,800 24,800 23,600 27,150
Useful Load 15,950 15,950 16,100 21,150
Max Fuel 14,045 14,045 14,500 19,852
MMo 0.830 0.830 0.840 0.850
Limits Trans. Alt. FL/VMo FL 295/320 FL 295/320 FL 293/325 FL 222/348
PSI/Sea-Level Cabin 8.8/23,338 8.8/23,338 9.7/26,800 8.8/23,000
TOFL (SL elev./ISA temp.) 4,835 4,835 4,810 5,640
TOFL (5,000-ft. elev.@25C) 6,809 6,809 6,810 9,025
Perfor- NBAA IFR Range 3,269 3,269 3,500 4,044
mance V2 133 133 136 147
Vref 111 111 110 117
Time to Climb/Altitude 14/FL 370 14/FL 370 13/FL 370 21/FL 370
Climb FAR 25 Engine-Out Rate (fpm) NA NA 1,330 NA
FAR 25 Engine-Out Gradient (ft./nm) NA NA 456 NA
Certificated 45,000 45,000 45,000 41,000
Ceilings (ft.) All-Engine Service 44,000 44,000 45,000 37,200
Engine-Out Service 27,500 27,500 28,420 20,000
TAS/Fuel Flow (lb./hr.) 459/1,590 459/1,590 449/1,478 424/1,828
Long Range
Altitude/Specific Range FL 450/0.289 FL 450/0.289 FL 450/0.304 FL 410/0.232
Cruise TAS/Fuel Flow (lb./hr.) 470/1,658 470/1,658 478/1,937 470/2,089
High Speed
Nautical Miles 2,706 2,814 3,074 3,015
(w/available fuel) Trip Fuel 10,629 10,628 11,600 14,255
NBAA IFR Nautical Miles 3,169 3,297 3,422 3,979
Ranges Max Fuel Average Speed 448 434 453 418
(FAR Part 23, (w/available payload) Trip Fuel 12,165 12,164 12,763 17,940
100-nm Specific Range/Altitude 0.261/FL 450 0.271/FL 450 0.268/FL 450 0.222/FL 410
alternate; Nautical Miles 3,247 3,377 3,500 4,025
FAR Part 25, Four Passengers Average Speed 449 434 454 419
200-nm (w/available fuel) Trip Fuel 12,194 12,193 12,763 17,959
alternate)
Nautical Miles 3,303 3,435 3,500 4,100
Ferry
Trip Fuel 12,215 12,214 12,787 17,988
Runway 3,612 3,612 2,744 3,387
Flight Time 0+47 0+48 0+44 0+48
300 nm
Fuel Used 1,585 1,573 1,516 1,573
Runway 3,657 3,655 2,880 3,415
600 nm
Runway 3,719 3,714 3,025 3,444
Flight Time 2+19 2+23 2+16 2+20
1,000 nm
Fuel Used 3,931 3,822 3,746 4,502
FAR 25,
FAR 25 A98; FAR 25 A98; 1980/83/87/95/2006/15
FAR 25, 2019
Remarks Certification Basis JAR 25 Chg. 15 JAR 25 Chg. 15 Garmin G5000. Collins Pro Line 21 Advanced.
Collins Pro Line 21 Advanced. Collins Pro Line 21 Advanced. *9,220 max takeoff;
8,729 normal takeoff.


Manufacturer Dassault Dassault Bombardier Gulfstream Aerospace
Falcon 2000LXS Falcon 900LX Global 5500 Gulfstream 500
Model Falcon 2000EX Falcon 900EX BD-700-1A11 GVII-G500
Seating 2+8/10/19 2+12/12/19 3+13/16/19 2+13/19/19
Character-
(ft.) Span 70.2 70.2 94.0 86.3
Internal: Cu. ft./lb. 131/1,600 127/2,866 195/1,000 175/2,250
Baggage External: Cu. ft./lb. 8/92 —/— —/— —/—
2 P&WC 3 Hon 2 RR 2 P&WC
Engines PW308C TFE731-60 BR700-710D5-21* PW814GA
Power Output (lb. each)/Flat Rating 7,000/ISA+15C 5,000/ISA+17C 15,125/ISA+15C 15,144/ISA+15C
Inspection Interval/Manu. Service Plan Interval 7,000c/— 6,000c/— OC/— OC/—
Max Ramp 43,000 49,200 92,750 80,000
Max Takeoff 42,800 49,000 92,500 79,600
Max Landing 39,300 44,500 78,600 64,350
Zero Fuel 29,700c 30,864c 58,000c 52,100c
BOW 24,750 26,750 50,861 46,850
Useful Load 18,250 22,450 41,889 33,150
Max Fuel 16,660 20,905 38,967 30,250
MMo 0.862 0.870 0.900 0.925
TOFL (5,000-ft. elev.@25C) 6,840 7,615 7,284 7,300
mance V2 127 134 133 148
Vref 106 111 108 117
Climb FAR 25 Engine-Out Rate (fpm) 463 723 NA 644
FAR 25 Engine-Out Gradient (ft./nm) 221 324 NA 261
Certificated 47,000 51,000 51,000 51,000
Ceilings (ft.) All-Engine Service 42,315 39,630 41,000 43,400
TAS/Fuel Flow (lb./hr.) 437/1,485 431/1,665 488/2,815 488/2,417
Long Range
Cruise TAS/Fuel Flow (lb./hr.) 483/2,325 474/2,225 505/3,016 516/3,048
High Speed
Nautical Miles 2,915 3,790 5,037 4,670
Ranges Max Fuel Average Speed 430 421 479 481
(FAR Part 23, (w/available payload) Trip Fuel 14,798 18,909 36,124 27,406
FAR Part 25, Four Passengers Average Speed 430 420 479 481
alternate)
Nautical Miles 4,155 4,740 6,095 5,476
Ferry
Trip Fuel 14,798 18,909 36,209 27,491
Runway 2,795 2,730 2,540 3,595
Flight Time 0+47 0+47 0+47 0+45
300 nm
Fuel Used 1,525 1,595 2,542 2,405
Runway 2,855 2,865 2,557 3,615
600 nm
Runway 2,920 2,880 2,583 3,640
Flight Time 2+20 2+20 2+14 2+11
1,000 nm
Fuel Used 3,755 4,070 6,033 5,351
FAR 25, 1998/2004/19;

EASA 25, 2004
FAR/EASA CS 25, 2013 FAR 25/EASA 25, 1979/2010 Global Vision flight deck; FAR 25, 2018;
Remarks Certification Basis EASy II flight deck; EASy II flight deck; ModSums: 700T901902; EASA CS 25, 2019
2022 delivery price. 2022 delivery price. 700T03185; 700T63572.
*Marketed as Pearl 15.


Manufacturer Dassault Dassault Airbus Airbus
ACJTwoTwenty ACJ320neo
Model Falcon 6X Falcon 7X BD500-1A10* A320-271N*
BCA Equipped Price $52,750,000 $53,800,000 $78,000,000** $115,000,000**
Seating 3+12/14/19 3+12/14/19 5+8/19/135*** 4+19/NA/195***
Character-
istics Noise (EPNdB): Lateral/Flyover/Approach NA/NA/NA 90.1/82.3/92.6 87.9/79.6/91.3 86.4/81.7/92.4
External Length 84.3 76.7 114.8 123.3
(ft.) Span 85.1 86.0 115.1 117.4
Internal: Cu. ft./lb. 155/2,645 140/2,004 150****/NA NA/NA
Baggage External: Cu. ft./lb. —/— —/— 177/2,300 650/NA
2 P&WC 3 P&WC 2 P&W 2 P&W
Engines PW812D PW307A PW1524G PW1127G
Inspection Interval/Manu. Service Plan Interval OC/— 7,200c/— OC/— OC/—
Max Ramp 77,660 70,200 141,000 175,045
Max Takeoff 77,460 70,000 140,500 174,165
Max Landing 66,190 62,400 112,500 148,592
Zero Fuel 45,920c 41,000c 108,000c 141,757c
BOW 40,880 36,600 87,675**** 110,000****
Useful Load 36,780 33,600 53,325 65,045
Max Fuel 33,790 31,940 50,578 60,812
MMo 0.900 0.900 0.820 0.820
Limits Trans. Alt. FL/VMo NA/NA FL 270/370 FL 275/330 FL 250/350
PSI/Sea-Level Cabin 10.2/29,200 10.2/29,200 9.3/NA 9.2/NA
TOFL (5,000-ft. elev.@25C) 7,155 8,045 8,706 8,189
mance V2 139 133 NA NA
Vref 107 106 110 115
Time to Climb/Altitude NA/FL 370 19/FL 370 23/FL 370 19/FL 350
Climb FAR 25 Engine-Out Rate (fpm) NA 597 NA NA
FAR 25 Engine-Out Gradient (ft./nm) NA 269 NA NA
Certificated 51,000 51,000 41,000 41,000
Ceilings (ft.) All-Engine Service NA 40,215 41,000 41,000
Engine-Out Service NA 25,480 24,000 23,000
TAS/Fuel Flow (lb./hr.) 459/2,425 459/2,260 432/3,507**** 447/4,046****
Long Range
Cruise TAS/Fuel Flow (lb./hr.) 505/NA 497/3,205 465/3,937**** 465/4,681****
High Speed
Altitude/Specific Range NA/NA FL 390/0.155 FL 410/0.118 FL 410/0.099
Nautical Miles 4,850 5,000 3,105 2,500
Ranges Max Fuel Average Speed 457 454 427 NA
(FAR Part 23, (w/available payload) Trip Fuel 30,624 29,560 46,528**** 55,832
FAR Part 25, Four Passengers Average Speed 459 454 427 NA
alternate)
Nautical Miles 5,640 5,840 5,763 6,100
Average Speed 459 454 427 NA
Ferry
Trip Fuel 30,624 29,560 46,571 55,394
Runway 2,885 2,500 3,201 3,235
Flight Time 0+46 0+46 0+53 0+53
300 nm
Fuel Used 2,385 2,075 3,264 3,489
Runway 2,900 2,515 3,268 3,297
600 nm
Runway 2,915 2,640 3,327 3,402
Flight Time 2+18 2+17 2+34 2+27
1,000 nm
Fuel Used 5,520 4,945 8,136 8,780
FAR 25, 1999/2016

FAR 25, Q4 2023 *Also available as -251N with
*Also available with PW1521G CFM LEAP1A-26 engines rated
FAR/EASA CS 25 pending engines rated at 21,000 lbf;
FAR/EASA 25, 2007 at 26,600 lbf; includes four
EASy IV flight deck; DFCS. includes five additional center
Remarks Certification Basis 2022 delivery price. EASy II flight deck; DFCS. tanks and VIP cabin. additional center tanks and
2022 delivery price. VIP cabin.
Preliminary data. **BCA estimate. **BCA estimate.
***Airliner configuration. ***Airliner configuration.
****ACJ estimate. ****ACJ estimate.

ULTRA-LONG-RANGE JETS
Manufacturer Bombardier Gulfstream Aerospace Dassault Gulfstream Aerospace
Global 6500 G600 Falcon 8X G650
Model BD-700-1A10 GVII-600 Falcon 7X GVI
Seating 4+13/17/19 4+16/19/19 3+12/14/19 4+16/19/19
Character-
(ft.) Span 94.0 94.1 86.3 99.6
Internal: Cu. ft./lb. 195/1,000 175/2,500 140/2,004 195/2,500
Baggage External: Cu. ft./lb. —/— —/— —/— —/—
2 RR 2 P&WC 3 P&WC 2 RR
Engines BR700-710D5-21* PW815GA PW307D BR700-725A1-12
Inspection Interval/Manu. Service Plan Interval OC/— OC/— 7,200c/— 10,000t/—
Max Ramp 99,750 95,000 73,200 100,000
Max Takeoff 99,500 94,600 73,000 99,600
Max Landing 78,600 76,800 62,400 83,500
Zero Fuel 58,000c 57,440c 41,000c 60,500c
BOW 52,230 50,900 36,800 54,500
Useful Load 47,520 44,100 36,400 45,500
Max Fuel 44,715 41,500 35,141 44,200
MMo 0.900 0.925 0.900 0.925
TOFL (5,000-ft. elev.@25C) 8,509 8,493 8,540 8,771
Mission Weight 99,500 94,600 72,591 99,600
Airport
NBAA IFR Range 6,990 6,630 6,415 6,890
Performance V2 138 142 138 146
Vref 109 109 107 115
Climb FAR 25 Engine-Out Rate (fpm) NA 403 774 503
FAR 25 Engine-Out Gradient (ft./nm) NA 170 339 207
Certificated 51,000 51,000 51,000 51,000
Ceiling (ft.) All-Engine Service 41,000 41,900 40,075 41,300
TAS 488 488 459 488
Fuel Flow 2,986 2,809 2,254 2,865
Long Range
Specific Range 0.163 0.174 0.204 0.170
Cruise TAS 505 516 497 516
Fuel Flow 3,094 3,590 3,172 3,679
High Speed
Specific Range 0.163 0.144 0.157 0.140
Nautical Miles 5,954 5,665 5,555 5,912
Nautical Miles 6,547 6,544 6,325 6,959
Max Fuel
NBAA IFR (w/available
Trip Fuel 41,835 38,518 32,558 41,129
payload)
(200-nm Nautical Miles 6,636 6,630 6,235 6,890
alternate) Eight Passengers Average Speed 480 481 453 482
Nautical Miles 6,754 6,767 6,475 7,083
Ferry
Trip Fuel 41,916 38,584 32,653 41,168
Runway 2,718 3,655 2,715 3,300
Flight Time 2+14 2+10 2+12 2+10
1,000 nm
Fuel Used 6,219 5,872 5,440 5,942
Runway 3,487 3,870 3,730 3,590
3,000 nm
Runway 5,482 5,115 5,785 5,240
Flight Time 12+32 12+26 12+45 12+28
6,000 nm
Fuel Used 37,302 34,243 32,200 34,622
FAR 25, 1998/2003/19;

EASA CS 25, 1998/2019
BEVS and Global Vision FAR/EASA 25, 2016
FAR 25, 2019;
Remarks Certification Basis flight deck standard. EASA CS 25, 2020 EASy III flight deck; DFCS. FAR/EASA CS 25, 2012
ModSums: 700T901901; 2022 delivery price.
700T03185; 700T63572.
*Marketed as Pearl 15.

Manufacturer Gulfstream Aerospace Gulfstream Aerospace Bombardier Gulfstream Aerospace
G650ER G800 Global 7500 G700
Model GVI GVIII-G800 BD-700-2A12 GVIII-G700
Seating 4+16/19/19 4+16/19/19 4+17/19/19 4+16/19/19
Character-
istics Noise (EPNdB): Lateral/Flyover/Approach 89.6/78.7/88.3 NA/NA/NA 91.6/80.3/88.8 NA/NA/NA
External Length 99.8 99.8 111.0 109.9
(ft.) Span 99.6 103.0 104.0 103.0
Internal: Cu. ft./lb. 195/2,500 195/2,500 195/2,500 195/2,500
Baggage External: Cu. ft./lb. —/— —/— —/— —/—
2 RR 2 RR 2 GE 2 RR
Engines BR700-725A1-12 Pearl 700 Passport 20-19BB1A Pearl 700
Power Output (lb. each)/Flat Rating 16,900/ISA+15C 18,250/NA 18,920/ISA+15C 18,250/NA
Inspection Interval/Manu. Service Plan Interval 10,000t/— NA/— OC/— NA/—
Max Ramp 104,000 106,000 115,100 108,000
Max Takeoff 103,600 105,600 114,850 107,600
Max Landing 83,500 83,500 87,600 83,500
Zero Fuel 60,500c 60,500c 67,500c 62,750c
BOW 54,500 54,300 61,700 56,365
Useful Load 49,500 51,700 53,400 51,635
Max Fuel 48,200 49,400 51,510 49,400
MMo 0.925 0.925 0.925 0.925
TOFL (5,000-ft. elev.@25C) 11,131 9,872 8,679 9,977
Mission Weight 103,600 105,600 114,850 107,600
Airport
NBAA IFR Range 7,437 8,025 7,800 7,510
Performance V2 148 NA 137 NA
Vref 115 115 108 1,178
Climb FAR 25 Engine-Out Rate (fpm) 435 NA NA NA
FAR 25 Engine-Out Gradient (ft./nm) 176 NA NA NA
Certificated 51,000 51,000 51,000 51,000
Ceiling (ft.) All-Engine Service 40,600 NA 43,000 NA
Engine-Out Service 23,700 NA 26,600 NA
TAS 488 488 488 488
Fuel Flow 2,930 2,800 2,983 2,992
Long Range
Specific Range 0.167 0.174 0.164 0.163
Cruise TAS 516 516 516 516
Fuel Flow 3,730 3,438 3,207 3,698
High Speed
Specific Range 0.138 0.150 0.161 0.140
Nautical Miles 6,459 7,050 6,930 6,560
Nautical Miles 7,507 7,952 7,700 7,450
Max Fuel
Trip Fuel 45,129 46,526 48,512 46,301
payload)
Nautical Miles 7,636 8,190 7,903 7,660
Ferry
Trip Fuel 45,168 46,587 48,570 46,364
Runway 3,300 3,500 3,375 3,100
Flight Time 2+10 2+10 2+11 2+10
1,000 nm
Fuel Used 5,942 5,621 6,191 5,993
Runway 3,590 3,660 3,510 3,400
3,000 nm
Runway 5,240 4,490 4,573 4,940
Flight Time 12+28 12+27 12+28 12+27
6,000 nm
Fuel Used 34,622 32,758 35,795 35,372
FAR 25, 2014; FAR 25 pending; FAR 25, 2018; FAR 25 pending;
Remarks Certification Basis EASA CS 25, 2018; EASA CS 25 pending EASA CS 25, 2019 EASA CS 25 pending
ASC 014

Manufacturer Boeing Airbus Boeing Boeing
BBJ MAX7 ACJ319neo BBJ MAX8 BBJ MAX9
Model 737-7 A319-153N* 737-8 737-9
BCA Equipped Price $98,300,000 $105,000,000** $107,300,000 $115,200,000
Seating 4+19/71/172 4+19/NA/165 4+19/71/189 4+19/75/220
Character-
istics Noise (EPNdB): Lateral/Flyover/Approach NA/NA/NA 86.1/80.7/91.8 88.5/82.6/94.2 NA/NA/NA
External Length 116.7 111.0 129.5 138.2
(ft.) Span 117.8 117.4 117.8 117.8
Internal: Cu. ft./lb. NA/NA NA/NA NA/NA NA/NA
Baggage External: Cu. ft./lb. 253/NA 128/NA 633/NA 790/NA
2 CFMI 2 PW 2 CFMI 2 CFMI
Engines LEAP-1B27 PW1127G LEAP-1B28 LEAP-1B28
Inspection Interval/Manu. Service Plan Interval OC/— OC/— OC/— OC/—
Max Ramp 177,500 173,283 181,700 195,200
Max Takeoff 177,000 172,401 181,200 194,700
Max Landing 145,600 140,875 152,800 163,900
Zero Fuel 138,700c 116,845c 145,400c 156,500c
BOW 101,600 104,000** 105,000 111,600
Useful Load 75,900 69,283 76,700 83,600
Max Fuel 67,603 66,209 69,553 73,097
MMo 0.820 0.820 0.820 0.820
PSI/Sea-Level Cabin 9.0/24,000 9.2/NA 9.0/24,000 9.0/24,000
TOFL (5,000-ft. elev.@25C) NA 8,189 NA NA
Mission Weight NA 172,401 NA NA
Airport
NBAA IFR Range 6,600 6,750 6,465 6,355
Performance V2 NA NA NA NA
Vref 118 119 119 122
Climb FAR 25 Engine-Out Rate (fpm) NA NA NA NA
FAR 25 Engine-Out Gradient (ft./nm) NA NA NA NA
Certificated 41,000 41,000 41,000 41,000
Ceiling (ft.) All-Engine Service NA 41,000 NA NA
Engine-Out Service NA 24,000 NA NA
TAS 456 447 456 456
Fuel Flow NA 4,004** NA NA
Long Range
Specific Range NA 0.112 NA NA
Cruise TAS 471 465 471 471
Fuel Flow NA 4,637** NA NA
High Speed
Specific Range NA 0.100 NA NA
Nautical Miles 3,060 5,250 2,655 2,615
Max Payload Average Speed NA 447 456 460
(w/available fuel) Trip Fuel NA 51,295 NA NA
Specific Range/Altitude NA/FL 370 0.102/FL 410 NA/FL 370 NA/FL 350
Nautical Miles 6,800 6,750 6,690 6,600
Max Fuel
Trip Fuel NA 61,436 NA NA
payload)
(w/available fuel) Trip Fuel NA 61,436 NA NA
Nautical Miles 6,875 6,870 6,760 6,665
Average Speed 454 NA 456 456
Ferry
Trip Fuel NA 60,994 NA NA
Runway 3,640 3,543 3,345 3,630
Flight Time 2+26 2+26 2+26 2+25
1,000 nm
Fuel Used NA 8,591 NA NA
Runway 3,940 4,114 4,055 4,505
3,000 nm
(8 passengers) Fuel Used NA 25,148 NA NA
Runway 5,480 5,308 5,720 6,530
Flight Time 13+26 13+38 13+23 13+22
6,000 nm
Fuel Used NA 53,086 NA NA
FAR 25, 1999/2018

*Also available as -271N with
FAR 25, 2022 A137, A141 CFMI LEAP-1A26 engines with FAR 25, 2017 A137, A141 FAR 25, 2018 A137, A141
Remarks Certification Basis VIP cabin; includes seven 26,600 lbf; includes VIP cabin; includes seven VIP cabin; includes eight
auxiliary fuel tanks. five additional center tanks auxiliary fuel tanks. auxiliary fuel tanks.
plus VIP cabin.
**BCA estimate.

Celebrating 40 Years of
Patient Flights
In December 1981, Corporate Angel Thank you to the flight departments,
Network (CAN) completed its first flight, corporate sponsors, and donors who
which transported a pediatric cancer continue to make CAN’s mission possible.
patient home to Detroit, MI after receiving If you have an empty seat on your aircraft,
care in New York, NY. Today, 40 years and contact CAN today to see how you can help
66,000 patient flights later, CAN proudly someone in need. We look forward to the
partners with over 500 corporations to next 40 years!
transport patients to specialized medical
centers and back home again.
“The gratitude we see every

time we participate in a
CAN flight reminds me how
important it is that we all lead
with love and step up to
help those in need.”
- Jeff McClean,
Vice President Global
Flight Operations,
Procter & Gamble
corpangelnetwork.org | Westchester County Airport – White Plains, NY | (866) 328-1313

2022 Operations Planning Guide
How to Use the 2022

Engine maintenance costs are
one component of aircraft
operations budgeting.
ADOBE STOCK/MOOSE
BY PAUL LAFATA plafata@airpowersgi.com
T
his year’s Operations Planning mission cost by listed range including 6,000 nm. The fuel expense for each
Guide covers turbine-powered, airframe systems parts and labor, en- mission is based on the fuel burn figure
in-production aircraft. For out- gine reserves, APU reserves, and pro- for the mission, provided by the OEM,
of-production aircraft data con- peller reserves for turboprop aircraft. and calculated under conditions shown
tact AirPower Software Group. Aircraft Fixed costs, annual cockpit subscrip- in the Handbook. Missions are calcu-
operating costs are presented in a for- tion services costs, annual cabin ser- lated utilizing the manufacturer’s rec-
mat that separates information into six vices costs and annual trip support ommended cruise setting; therefore,
areas: direct costs, fixed costs, variable costs are provided for reference only cruise settings may vary from aircraft
costs, annual cockpit subscription ser- and are not included in the direct cost to aircraft, i.e., max cruise versus long
vices costs, annual cabin services costs figure for each of the mission ranges range. Where the aircraft cannot cover
and annual trip support costs. (300 nm, 600 nm, 1,000 nm, 3,000 nm the mission distance with an 800-lb.
and 6,000 nm). (four-passenger) payload, BCA shows a
Aircraft Category: reduction in payload or a reduction in
BCA Equipped Price mission length at the editor’s option.
Direct costs include a bundling of
Aircraft are grouped into six catego-
ries reflecting similarity of aircraft size, This number is taken from BCA’s 2022 mission fuel consumed from the Pur-
mission and operations. Category 1 air- Q2 Purchase Planning Handbook and chase Planning Handbook, maintenance
craft are turboprops weighing less than reflects BCA-equipped, completed air- labor, parts and reserve costs from the
12,500 lb. and very-light jets weighing craft. The listed price is based on the lat- variable costs section of this Guide, ap-
less than 10,000 lb.; Category 2, multi- est model produced. portioned to the actual flight time for
engine turboprops weighing 12,500 lb. variable costs section of this Guide, ap-
or more and light jets weighing 10,000
to 19,999 lb.; Category 3, jets weighing
Direct Mission Costs portioned to the actual flight time for
the listed nm mission length. Fuel price
20,000 to 29,999 lb.; Category 4, jets Direct costs are calculated based on used is based on a nationwide average
weighing 30,000 to 40,999 lb.; Category the business aircraft missions shown in price of $6.94 per gallon for Jet-A at
5, jets weighing 41,000 lb. and up; and BCA’s 2022 Purchase Planning Handbook. press time. Fuel consumption calcula-
Category 6, ultra-long-range jets with Three missions are shown for each air- tions account for taxi, takeoff, climb,
NBAA IFR ranges above 6,000 nm. craft: 300 nm, 600 nm and 1,000 nm. cruise, descent and landing for the appli-
Certain data are common to all aircraft Ultra-long-range aircraft (Category 6) cable mission as appropriate for the air-
in a category for purposes of calculating missions are 1,000 nm, 3,000 nm and craft category. (Note: Longer missions

will lower average hourly fuel burns “We have seen a return of robust flight including “bonuses, restricted stock,
due to more time in cruise; conversely, operations with a one-two punch of ad- work-life balance and general working
shorter missions will increase average ditional emphasis on hiring qualified conditions in flight departments, large
hourly fuel burn figures since propor- flight crewmembers to meet increased or small, play key roles in mitigating
tionally more time is spent in the takeoff mission needs and increasing staffing personnel churn and attracting talent
and climb phase rather than cruise.) levels to even out crew workloads. The when needed.” She also cautions that
aircraft management company sector is “maintenance professionals continue to
Fixed Costs (Annual) facing the same pressures on hiring and
crew salaries. Fractional and charter
be in short supply with salaries rising to
retain and attract new talent. Directors
This area of expense includes those operators are also in the hiring mode as of maintenance play a crucial role and
costs that must be borne by a flight their demand increased over the last 12 can have a direct impact on airframe
department irrespective of the level of months. Airline pilots have been called resale value by ensuring a high degree of
aircraft utilization. The years 2020-22 back from furlough, and airlines are ac- aircraft maintenance and repair status
along with associated documentation.”
This year, we also spoke with Christo-
pher M. Broyhill, certified aviation man-
ager and CEO at AirComp Calculator,
to discuss compensation strategies and
salary survey results. He shared data-
driven comments and advice for avia-
tion decision-makers as follows: “The
multiple survey average for total cash
compensation change from 2021 and
A variety of fixed and variable costs,
including cabin services such as
connectivity, are included in the guide.
2022, across 14 distinct positions was
about 5%, far lower than I expected, and
I live in the business aviation compensa-
tion world. The averages for some posi-
tions decreased. However, for the four
positions identified in the Operations
Planning Guide, Broyhill breaks out the
typical salary adjustments for 2022, per
the survey average for yearly change:
ADOBE STOCK/BRIAN
chief pilot/captain, +9.5%; first officer,
have been transitional years, particu- tively hiring, using creative means to -6.6%; cabin crew (flight attendant),
larly for flight department salaries due fill positions. The pilot shortage is again +9%; director of maintenance, +4.7%.
to the impact of the COVID-19 economic significant,” says Barden. This survey data contradicts conven-
shutdown followed by renewed empha- She sees business aviation flight de- tional wisdom. Broyhill says, “I’m not
sis on flying privately over the last 18 partments hiring more staff to accom- sure what to make of that. However,
months. Airline demand for qualified modate increased flying and a work-life there are elements of the datasets that
pilots is robust as passenger loads ex- balance. However, given the shortage were different, or perhaps the large
ceed pre-COVID-19 levels. Salary sur- of pilots and wage pressures that con- compensation changes we saw from
veys published this year quickly become tinue to increase, “sustainable salary 2020 to 2021 caused some employers
obsolete as the economy retains momen- growth may become an issue at the cur- to cut back on increases for 2022. One
tum. This year is shaping up as a mixed rent pace,” she adds. thing is certain: Anecdotal stories of
bag of good economic news and higher “Corporate flight department crew large compensation increases are com-
inflation as demand and supply shifts retention remains paramount as the mon in the industry and the demand for
toward hiring of qualified flight crews economy continues to open up. Sal- aviation personnel, particularly pilots
in the airline and corporate segments. ary adjustments for 2022 resumed an and technicians, is not going to abate
Most corporate operators are facing upward trajectory this year in antici- anytime soon. If I were in a leadership
tough competition for qualified crews. pation of having to make significant op- position and trying to pay my person-
Compensation adjustment including erational adjustments in the next year or nel competitively, I wouldn’t use the
longer-term incentives are escalat- two. Salary increases for flight depart- 2021-22 data as a sign that wage growth
ing to prevent migration to airlines or ments in 2023 are anticipated to be more is slowing. I would continue to pay at the
other opportunities. normalized (in the 3-5% range). Overall, leading edge because there are other
Salaries: Included are salaries for business flying has been impacted by employers who can and will pay more.”
flight crew, cabin crew and director of qualified crew supply and increased hir- In summary, variation across the in-
maintenance where appropriate. ing competition. There is no ‘one-size- dustry relative to total compensation
The overarching message for 2022 fits-all’ formula that can be applied to is making hiring decisions more com-
at press time from Sheryl Barden, CEO define current conditions,” she states. plicated. Therefore, benefits are not a
at Aviation Personnel International, is: Barden believes retention strategies calculated factor in salary estimates

that would ordinarily cover health care, Naturally, aircraft owners and buyers the buyer in the best possible light to
retirement, bonuses, restricted stock alike are adjusting to upward pressure the underwriter. The level of thorough-
and other benefits typical for a corpo- on airframe valuations, changes in in- ness and details on a particular risk
rate flight department. Salary data are sured values and the attendant impact achieved through interviews with my
based on available insights from var- on premiums,” he says. Hauge is closely clients can directly correlate to the qual-
ied industry sources including Aviation watching war risk and confiscation of ity of the market results. Come prepared
Personnel International and AirComp commercial aircraft with the potential to give your broker all the information
Calculator. to impact aviation insurers as one of the needed to put you in front of an under-
Flight Crew Recurrent Training: Expenses largest loss events in aviation insurance writer.” Your broker will specifically ask
shown are based on average transaction history. He says insurance companies about your:
costs for representative aircraft mod- are watching this and are in a waiting ▶ Pilot experience (the more detail pro-
els. Actual expenses can vary due to to see how the issue evolves. “The avia- vided, the better). Pilots without prior
market capacity fluctuations, changes tion insurance industry is one massive make/model experience, adequate tur-
in training locations, and other factors
such as training volume and length of
commitment. The crew training land- An Airbus A318 outfitted
scape continues to evolve, particularly for corporate or VIP use.
with new demands on training sup-
ply capacity due to growth in business
aviation. Additionally, there has been
continued expansion of in-aircraft or
hybrid training options (flight training
device with in-aircraft training) for non-
type-rated turboprop aircraft as well
as several owner-flown jets. Insurance
underwriters continue to expand the
number of approved training providers
for these platform to expand the number
of approved training providers for these
platform types, and many operators are
seeking training options that are closer
to their base location, or that require
less time away from it.
Training expenses shown are based
on average transaction costs for rep-
resentative aircraft models, or OEM
LEE ANN SHAY/AVIATION WEEK
contracted rates. Actual expenses can
vary due to market capacity fluctua- risk and financial pool. Everyone will be bine time as pilot in command (PIC) and
tions, changes in training locations, and affected if the pool is drained by cover- prior overall experience can dramati-
other factors such as training volume ing losses due to confiscated aircraft,” cally impact the overall total annual pre-
and length of commitment. he notes. miums. Premium variation can be 100%
Cabin Crew Recurrent Training: These Therefore, market forces will con- higher or more from previous years de-
expenses are provided as budgetary tinue to impact premiums: global cata- pending on experience metrics noted.
planning numbers only. strophic property/casualty loss events, ▶ Planned utilization for the aircraft, in-
Maintenance Training: This estimated aviation losses in the sector (aircraft cluding estimated annual flight hours,
cost is per-technician and includes ini- hull and liability claims), cost of repairs territory you plan to operate in and how
tial maintenance training on an aircraft and loss of underwriting facilities over you will use the aircraft.
model. Data reflected here was initially the last several years, and limited com- ▶ Detailed training plan (if you are
compiled by ARGUS. petition and reduced capacity. All these transitioning into a higher performance
Hull and Liability Insurance: Aircraft factors have made the smaller market aircraft or turbine transition, this area
hull and liability (and all aviation in- space restrictive on high hull and liabil- is particularly important to define).
surance in general) premiums remain ity limit aircraft along with continuing Your broker will also dig into your air-
in focus since last year’s Operations to drive tighter requirements on pilot craft use case for the aircraft including:
Planning Guide, particularly for single- qualifications. ▶ Where you fly and how often.
pilot, owner-flown, high-asset-value Hull and liability rates reflected in ▶ “Owner” flown versus professionally
aircraft. Annual premium increases the Operations Planning Guide are es- crewed aircraft—there is a significant
have dramatically slowed from the tablished based on key experience and difference in risk between the two des-
35%+ increases seen two years ago, to type-specific training as noted below. ignations.
a more-sustainable single-digit upward Actual premiums can vary significantly ▶ Size of the aircraft make/model
pace, notes Tom Hauge, national sales from those noted in 2022 and beyond. pool and overall safety record—i.e.,
director at Wings Insurance. How- Hauge shared additional guidance for an experimental turbine aircraft with
ever, the hot-button topic is “escalat- this year’s Operations Planning Guide. limited numbers in service will have
ing airframe values over the last year “My job as an insurance broker is akin a vastly different insurance mar-
and low inventory availability for sale. to that of a salesman. I work to position ket acceptance versus a legacy OEM

LUFTHANSA TECHNIK
The GE CF34 powers various Bombardier to have to be approved by the policy un- or well-qualified pilots with sufficient
Challenger aircraft. derwriting company or what might be PIC time in type, particularly for the
production aircraft with hundreds or the requirements/minimum experience owner-flown, single-pilot class plat-
thousands of the models insured world- threshold to add additional pilots? Do forms. In other words, best- case
wide. all your pilots hold these qualifications scenario as opposed to minimum quali-
▶ How many times a year you utilize and experience, and if not, what will fication scenarios.”
the aircraft/flight hours estimated per be required to have them approved by Hull Insurance per $100: This is the fac-
annum? the insurance underwriting company? tor used as a multiplier to arrive at the
▶ Expectations on liability coverages/ Also, some insurers will mandate sim- total annual cost of hull insurance for
any third-party passenger exposure ulator-based training for the pilots— a particular aircraft. It is derived from
(how many and how frequent). some allow training to be completed actual aviation insurers’ quotes. Insur-
▶ Where the aircraft is based and how in-aircraft—so this topic should be ance quotes can vary depending upon
it is secured when finished flying (tied addressed with your broker when re- whether the aircraft is covered under
outside versus hangared). viewing insurance quotes from various a fleet policy or a standalone policy.
▶ The number of underwriting com- underwriting carriers. The first number reported is the esti-
panies willing to write coverage for a These are just examples to consider, mated annual cost of hull insurance for
specific aircraft type and planned crew says Hauge. “When you review your pol- a particular aircraft based on its BCA-
operation. icy choices, make sure all your missions/ equipped price as reported in the 2022
Hauge advises, “When you get down usage, pilots, etc. are covered. Without Purchase Planning Handbook. The cost
to the last step of selecting one insur- this knowledge, you could find yourself is computed by multiplying the cost
ance policy over another, choose the in an uncovered situation, responsible per $100 of hull insurance factor by the
proper policy for broadness of cover- for a multitude of damages. With the BCA-equipped aircraft price. The figure
age, liability limit needs, checkout or right broker by your side, and the proper includes war risk coverage, which con-
transition requirements, and, finally, information, timing and knowledge stitutes on average $0.03 to $0.05 per
pricing.” Other considerations include: about your policy, you can smoothly nav- $100 of hull insurance.
Do you plan to dry lease time in the igate the aviation insurance purchasing Liability Insurance: This figure repre-
aircraft to a third party? Does the pol- process and gain a policy that best fits sents the total annual cost for liability
icy cover this use? Can dry leasing be your needs.” insurance for an aircraft model. Air-
added to the policy, and if so, at what Insurance estimates are based on craft in Categories 1 and 2 are assumed
additional cost? What minimum experi- the aircraft being f lown by profes- to carry $5 million in liability insurance;
ence requirements do your pilots need sional, simulator-trained flight crews Category 3 aircraft carry $100 million;

and Categories 4 through 6 carry $200 figure is a model-specific hourly expense terms and conditions or the service pro-
million to $500 million in liability insur- with warranty considered. It should be vider for specifics.
ance coverage depending on make and noted that warranty periods and cover- Avionics Reserves: Avionics reserves for
model. The annual cost is computed by age vary from OEM to OEM and are not Categories 1-6 are assumed not to be ap-
multiplying the amount of liability cov- specifically defined in this description. plicable due to OEM warranty coverage
erage in millions by a per $M factor sup- Contact the OEM for policies related to during the first five years of operation
plied by a leading provider of this type of new aircraft warranty and pre-owned following entry into service. Addition-
insurance coverage. aircraft within the warranty period for ally, upgrades to cover regulatory man-
Hangar/Office: Expenses shown here transfers related to the airframe, en- dates are not factored in hourly operating
are based on national average annual gines, APUs and avionics. The following costs. regulatory mandates are not fac-
costs reported by flight departments in descriptions define how maintenance tored in hourly operating costs.
2017 and escalated for 2022 based on the man-hours and parts expense were cal- Propeller Reserves (where applicable):
annual rate of expected inflation. The culated into mission costs: These expenses are based on OEM input
figures shown in each cost area are bro- Maintenance Labor Hours per Flight Hour: for in-production turboprop aircraft.
ken down by the six aircraft categories An aircraft manufacturersupplied ratio Annual Cockpit Subscription Costs: These
and will generally be the same for all of maintenance man-hours per flight expenses are related to cockpit naviga-
aircraft included in the same category. hour. The number reflects an average tion equipment database updates, safety
This figure is an annual cost per aircraft for the first five years of operation while services associated with flight planning,
and includes hangar and office rent as under warranty, including scheduled and other services associated with flight
well as additional facilities costs such as maintenance and unscheduled mainte- operations. These services are typically
utilities, ground upkeep, snow removal, nance events. Maintenance man-hours purchased through the OEM in the case
janitorial service and insurance (other per flight hour are multiplied by the of FMS and GPS navigators or ground
than aircraft insurance). corresponding labor rate, by aircraft proximity system databases, and ser-
It is valid to multiply the figure by the category and incorporated into the Air- vice providers for datalink, flight plan-
number of aircraft in a fleet to arrive at frame Systems Parts and Labor vari- ning, charts and graphs and digital
a total flight department cost. Actual able cost figure line item. weather-related products. Information
rental costs will vary widely from one Parts Expense: This hourly expense in this section is dependent on cockpit
geographical area to another. is derived from model-specific manu- avionics configuration and pricing of-
Maintenance Software: This figure facturer’s quotes and includes parts fered at the time of aircraft delivery, or
represents the average annual cost expense for airframe systems. Parts ex- as contracted with a cockpit services
for a software program to track main- penses provided by the OEM have war- provider. Procurement of subscription
tenance activities, intervals and ex- ranty taken into consideration. It should services from a provider that offers
penses. It represents an average cost be noted that some warranty periods training support on use of products as
and should be utilized as a budgetary cover time frames less than five years well as troubleshooting, system configu-
planning estimate. but are not specifically called out in the rations on-wing and satellite commu-
Variable Costs (Per Flight Hour): These Operations Planning Guide. Airframe nication link setup for service delivery
expenses are directly related to opera- systems parts calculations assume un- where needed are highly desirable sup-
tion of the aircraft and are represented scheduled maintenance events would be port elements. Typical subscription
as an hourly cost figure. Included are covered by warranty and do not include costs that vary depending on mission
airframe systems parts and labor ex- reserves for engine or APU overhauls, needs are reflected in this section. How-
pense, and engine, APU, avionics and hot sections, long-range maintenance ever, annual aircraft utilization and
propeller reserves expenses as appro- events or propeller reserves. Those bundling of other services may reduce
priate. It is assumed that in-production items are listed separately in the Vari- these expenses.
aircraft are covered by manufacturer’s able Costs section. Avionics repair costs Navigation and EGPWS/TAWS Databases:
warranty. Figures shown are based on during the warranty period would also Annual subscription prices are derived
aircraft OEM direct estimates with be covered by OEM warranty and, from OEM data sources or estimated
warranty effect incorporated unless therefore, no reserve costs are shown where OEMs do not publish publicly
otherwise noted. For OEMs that did for Category 1-6 aircraft. Regulatory available pricing, and therefore should
not participate this year, an inflation mandates should be separately bud- be viewed as directionally correct for
escalation was added to the most-cur- geted for when evaluating operating budgetary planning purposes. Navi-
rent available data and noted in the re- costs for each aircraft. gation database prices do not include
marks section. Engine Reserves and APU Reserves optional bundled or enhanced feature
Labor expense is computed by mul- (where applicable): These expenses are pricing unless specifically noted. For
tiplying the maintenance labor hours based on OEM input for in-production example, navigation database, plus ter-
per flight hour ratio by the nationwide aircraft where provided. Engine and rain, traffic or other charts and maps
average service center hourly mainte- APU OEMs and third-party service pro- can be covered in a one-time renewal,
nance labor cost (Category 1: $120/hr.; viders offer programs designed to fix or or annual subscription price depend-
Category 2: $120/hr.; Category 3: $125/ cover an operator’s scheduled and un- ing on the avionics manufacturer. The
hr.; Category 4: $130/hr.; Category 5: scheduled maintenance requirements aircraft or database supplier should be
$140/hr.; Category 6: $140/hr.). Labor on a per-hour, fee-paid basis. Engine and consulted for price quotes. Expenses
expenses for each category noted here or APU loaners may not be covered by shown vary depending on cockpit avi-
were used in the preparation of aircraft these programs for unscheduled events onics equipment configurations and are
maintenance labor costs per flight hour. resulting in significant out-of-service approximated averages for in-produc-
Airframe Systems Parts and Labor: This time for the aircraft. Consult policy tion aircraft.

Annual Cabin Services Costs
These costs assume the aircraft is op-
tioned with appropriate equipment at
time of delivery from the factory. Air-
Power Software provided budgetary
planning numbers for Swift Broadband,
Ka/Ku, satellite TV and cabin/Iridium
phone services. Estimated air-to-
ground service costs are derived from
published pricing where available. Cabin
services except for air-to-ground and
cabin/Iridium phone are applicable to
aircraft Categories 4-6 due to suitable
empennage and or vertical stabilizer
antenna/radome solutions and suitable
space for installation. Cabin services
costs for activation, on-wing field labor
support, aircraft crew training expense
or ongoing technical support associated
with troubleshooting complex satellite
communications equipment and net-
works are not included. Many service
providers offer a continuum of support
services and should be contacted di-
rectly for information related to ongoing
support and service activation.
Annual Trip Support Costs

Trip support costs are similar for all air-
craft in a particular category, reflect-
ing comparable aircraft capabilities and
mission utilization. They include cater-
ing service, flight crew travel, inter- Dasasult Aviation recently received an goals, tax laws and FAA regulations
national trip support, include catering FAA supplemental type certificate for can avoid future problems.” Wade em-
service, flight crew travel, international installation of Universal Avionics’ InSight phasized allowing sufficient time to ac-
trip support, concierge, ground han- Flight Deck cockpit in a Falcon 900B. complish all tasks associated with the
dling and landing/parking fees. For air- operational needs review to ensure you acquisition, particularly in the current
craft in Categories 5 and 6, 400 annual purchase the right aircraft for your environment, and to “start your plan-
flight hour utilization rates were used to unique mission needs. ning early, allowing sufficient time to
arrive at budgetary planning estimates. Due Diligence: Michelle Wade, manag- research questions arising from unique
For Categories 1-4, 250 annual flight ing partner at Jetstream Aviation Law, business needs.”
hour utilization rates were used. Mis- cautions, “The due diligence portion When asked for additional clarifica-
sion durations vary, which resulted in a of an aircraft acquisition is critically tion, Wade advised: “Well-defined uti-
change in the way these costs were cal- important, even in a limited supply of lization information narrows the list of
culated for the 2022 Operations Planning readily available quality aircraft envi- aircraft to consider, narrows the list of
Guide. Many operators elect to use a ronment that we’re seeing today.” To significant tax issues to address, and
service provider in the case of concierge ensure you receive the aircraft value helps identify how FAA regulations
and international trip support due to for which you negotiated, do not limit will affect ownership and operation of
complexities associated with overflight the scope of your due diligence just to new aircraft.”
and landing permitting and other logis- close the purchase. Confirm the physi- The answers to these questions will
tical arrangements. International trip cal condition and title to the aircraft are help clarify the intended utilization of
support and concierge were not factored satisfactory and work with your team to the aircraft:
in for aircraft in Categories 1-4 unless ensure the aircraft will meet your needs. ▶ Will flights be primarily for business
otherwise noted, or if the aircraft had Team Planning: Wade shares some key use with limited personal flights?
sufficient NBAA IFR range to justify a advice: “Assemble a team of subject ▶ Will flights be predominantly per-
budgetary planning estimate. matter experts including technical, op- sonal flights?
Operations Planning (Aircraft Acquisition): erations, tax, legal, staffing and general ▶ Does the owner expect anyone to pay
Selecting a new or replacement air- consulting expertise in addition to the for their flights on the aircraft?
plane can be a complex, daunting task, owner’s in-house business team. Us- ▶ Will a professional aircraft manage-
particularly for first-time buyers and ing a robust team to create a complete ment company be hired?
those upgrading to a new platform. Ac- acquisition plan that considers mis- ▶ Will the aircraft be leased to a char-
quisition planning involves a thorough sion needs, utilization plans, business ter company to provide charter flights

aircraft operations.” She urges teams to avoid delays and unexpected surprises
discuss planned operations and desired during the planning and purchasing
tax benefits early so any conflicts be- process. Collaborating with such a team
tween business plans, tax laws and the will significantly streamline your pur-
FAA regulations are addressed early. chase and ensure the experience is a
Financing: Wade suggests identify- good one.
ing potential lenders and selecting one General: Abbreviations and annota-
should happen several months before tions are used throughout the tables:
funds are needed. “It takes time to pro- “NA” means not available for a particu-
vide the required due diligence to the lar aircraft model; “—” means not appli-
selected lender, obtain loan approval, cable. Single Pilot (SP) certified aircraft
review the loan documentation, and ne- will not include a salary for the captain
gotiate important business points into or copilot in the Operations Planning
the loan documents while ensuring a Guide tables and assumes the aircraft
smooth closing,” she says. is ownerflown unless otherwise noted
Home Base Logistics: Depending on due to insurance requirements or typi-
where the aircraft will be based, this cal mission usage. “NP” signifies that
planning element is critical to ensure the specific performance is not possible.
an expensive asset is not parked on “OC” means on condition.
the ramp, unprotected. Wade further Footnote: Cirrus Aircraft offers the
advises that the aircraft acquisition JetStream program, an all-inclusive
team should also identify the resources operating-costper- flight-hour prod-
needed to support the new aircraft. uct that includes recurrent training,
▶ Where will the aircraft be hangared? all scheduled and unscheduled mainte-
This decision is affected by identifying a nance, all subscriptions and more. Vari-
convenient departure airport for most able costs, which are normally included
flights, hangar space availability and in JetStream, are broken out only for
state tax laws. the purposes of calculating direct costs
▶ How will the aircraft be staffed? for each of the predefined ranges. BCA
▶ How many pilots will the owner em-
ploy? Will any contract crew be utilized?
UNIVERSAL AVIONICS
▶ Will a maintenance technician or a
flight attendant be employed
▶ What maintenance/service programs
About Airpower
to the owner, friends or third parties?
Tax Goals: Wade says this is an area
will be utilized?
▶ What insurance coverages will be ob-
Software Group
where “particular attention needs to be tained? Our mission is to provide the aviation
paid. Missteps here can be costly. De- “The desired coverage limits must be marketplace with data and information
fining tax goals is essential, including balanced against insurance premium necessary to make informed buying
both federal and state tax factors. One payments.
decisions and manage risk. AirPower
significant decision in an owner’s fed- Purchase Agreement: For new aircraft,
eral tax planning includes whether to the manufacturer provides its standard offers advisory services on-demand.
take a tax deduction for bonus deprecia- sales agreement. Certain terms are not Our premier product, (www.Aircraft
tion. “Bonus depreciation may allow the negotiable, but others can be revised to Budget Analyzer.com), is used to perform
owner to deduct a significant percent- ensure a good delivery experience for flight department budgetary planning,
age of the purchase price on the own- everyone.
side-byside aircraft operating cost
er’s tax return in the year of purchase; ▶ Consider the pre-purchase inspec-
however, it is important to understand tion and delivery process to ensure that and performance comparisons includ-
the impact of IRS bonus depreciation it meets the buyer’s expectations. ing charter and leasing strategies, and
regulations on the planned flight op- ▶ Consider addressing what closing solutions to aid in the identification of
erations.” Wade adds that “Significant documentation the buyer will receive business aircraft suitable for various
flight hours for personal use, or busi- from the manufacturer at delivery time.
mission needs. AirPower Software
ness flights that also carry passengers ▶ Consider addressing the closing pro-
traveling for non-business purposes, cedure in more detail. conducts research and data collection
may negatively affect an anticipated ▶ Do you have any specific delivery con- related to aircraft operating costs for
bonus depreciation deduction. Planning ditions to include for your aircraft? both inproduction and out-of-produc-
with the entire team to address how Planning for the delivery when ne- tion aircraft, primarily focused on fixed-
to best satisfy tax goals and business gotiating the purchase agreement can
wing, turbine-powered platforms, and
goals while complying with FAA regu- create an easier closing experience,”
lations can avoid unpleasant 11th-hour says Wade. a limited number of high-performance
surprises. State sales and use tax, state In summary, there are many other piston aircraft. For out-of-production
property tax and the availability of any details to be planned and executed aircraft data, contact AirPower Soft-
exemptions should be considered and when purchasing a new aircraft. The ware at Support@Airpowersgi.com
will impact ownership planning and use of a team of experts is essential to

Production Aircraft — Category 1 — Turboprops <12,500 lb. – Jets <10,000 lb.

Manufacturer Textron Aviation Piper Aircraft Daher Cirrus Design
Aircraft Model Cessna Caravan* M500** Kodiak*** Vision G2****
Category (1-6) 1 1 1 1
300 nm $1,105 $705 $908 $955
DIRECT COSTS
600 nm $2,157 $1,261 $1,770 $1,787

1,000 nm NP $2,064 $2,918 $2,841
3,000 nm — — — —
6,000 nm — — — —
Captain Salary $99,297 SP SP SP
First Officer Salary SP SP SP SP
Cabin Crew Salary NA NA NA NA
Director of Maintenance Salary NA NA NA NA
FIXED COSTS
Flight Crew Recurrent Training $4,500 $4,500 $4,500 $24,000

Cabin Crew Recurrent Training NA NA NA NA
Maintenance Training NA NA NA NA
Hull Insurance per $100 $15,845 $16,206 $16,588 $23,840
Liability Insurance per $M $7,750 $7,500 $7,500 $7,750
Hangar/Office $18,264 $18,264 $18,264 $18,264
Maint. Software Programs $1,523 $1,523 $1,523 NA
Airframe Sys. Parts & Labor $113 $98 $38 $178
VARIABLE COSTS
Engine Reserves $129 $122 $122 $145

APU Reserves NA NA NA NA
Avionics Reserves NA NA NA NA
Propeller Reserves $18 $8 $8 NA
Nav Database $1,000 $1,000 $1,000 $1,200
ANNUAL COCKPIT
SERVICES COSTS
SUBSCRIPTION
EGPWS/TAWS Database Incl. in Nav Database Incl. in Nav Database Incl. in Nav Database Incl. in Nav Database
Flight Planning NA NA NA NA
Wx Services NA NA NA Incl. in Nav Database
Charts & Maps Incl. in Nav Database Incl. in Nav Database Incl. in Nav Database Incl. in Nav Database
Swift Broadband NA NA NA NA
SERVICES COSTS
ANNUAL CABIN
Ka/Ku NA NA NA NA
Air To Ground NA NA NA NA
SatTV NA NA NA NA
Cabin/Iridium Phone $2,322 $2,322 $2,322 $2,322
Catering Service $3,399 $3,399 $3,399 $3,399
Flight Crew Travel $2,274 $2,274 $2,274 $2,274
SUPPORT COSTS
ANNUAL TRIP
International Trip Support NA NA NA NA

Concierge NA NA NA NA
Ground Handling $2,192 $2,192 $2,192 $2,192
Landing/Parking Fees $1,080 $1,080 $1,080 $1,080
*FAA certified for single-pilot operations; ESP Gold Lite engine program Source: BCA
**FAA certified for single-pilot operations; owner flown
***FAA certified for single-pilot operations; owner flown; Kodiak Care maintenance program included
****FAA certified for single-pilot operations. See footnote in “How to Use the 2022 Operations Planning Guide” regarding JetStream program.


Manufacturer Textron Aviation Vulcanair SpA Piper Aircraft Epic Aircraft
Aircraft Model Grand Caravan EX* A-Viator** M600** E1000 GX***
Category (1-6) 1 1 1 1
300 nm $1,222 NA $757 $713
DIRECT COSTS
600 nm $2,395 NA $1,337 $1,349

1,000 nm NP NP $2,227 $2,136
3,000 nm — — — —
6,000 nm — — — —
Captain Salary $99,297 NA SP SP
First Officer Salary NA SP SP SP
FIXED COSTS
Flight Crew Recurrent Training $4,500 NA $4,500 $4,500

Hangar/Office $18,264 $18,264 $18,264 $18,264
Maint. Software Programs $1,523 NA NA NA
Airframe Sys. Parts & Labor $113 NA $98 $121
VARIABLE COSTS
Engine Reserves $134 NA $122 $143

Propeller Reserves $18 NA $8 $8
Nav Database $1,000 NA $1,200 $1,000
ANNUAL COCKPIT
SERVICES COSTS
SUBSCRIPTION
EGPWS/TAWS Database Incl. in Nav Database NA Incl. in Nav Database Incl. in Nav Database
Wx Services NA NA NA NA
Charts & Maps Incl. in Nav Database NA Incl. in Nav Database Incl. in Nav Database
SERVICES COSTS
ANNUAL CABIN
Ka/Ku NA NA NA NA
Air To Ground NA NA NA NA
SatTV NA NA NA NA
Cabin/Iridium Phone $2,322 NA $2,322 NA
SUPPORT COSTS
ANNUAL TRIP

Ground Handling $2,192 $2,192 $2,192 $2,192
*FAA certified for single-pilot operations; ESP Gold Lite engine program Source: BCA
**FAA certified for single-pilot operations; owner flown
***FAA certified for single-pilot operations; Direct Cost estimates by AirPower Software


Manufacturer Daher Daher Pilatus Aircraft Textron Aviation
Aircraft Model TBM 910* TBM 960* PC-12 NGX** Beechcraft Denali***
Category (1-6) 1 1 1 1
300 nm $705 $705 $1,036 NA
DIRECT COSTS
600 nm $1,339 $1,979 $1,923 NA

1,000 nm $2,159 $2,159 $3,099 NA
3,000 nm — — — —
6,000 nm — — — —
Captain Salary SP SP $99,297 SP
First Officer Salary SP SP NA SP
FIXED COSTS
Flight Crew Recurrent Training $4,500 $4,500 $4,500 NA

Hull Insurance per $100 $30,439 $33,453 $36,012 NA
Liability Insurance per $M $7,500 $7,500 $7,500 NA
Hangar/Office $18,264 $18,264 $18,264 NA
Maint. Software Programs $1,523 $1,523 $1,523 NA
Airframe Sys. Parts & Labor $90 $90 $252 149
VARIABLE COSTS

Propeller Reserves $8 $8 $8 NA
Nav Database $1,300 $1,300 $2,999 NA
ANNUAL COCKPIT
SERVICES COSTS
SUBSCRIPTION
EGPWS/TAWS Database Incl. in Nav Database Incl. in Nav Database Incl. in Nav Database NA
Charts & Maps Incl. in Nav Database Incl. in Nav Database Incl. in Nav Database NA
SERVICES COSTS
ANNUAL CABIN
Ka/Ku NA NA NA NA
Air to Ground NA NA NA NA
SatTV NA NA NA NA
Catering Service $3,399 $3,399 $3,399 NA
Flight Crew Travel $2,274 $2,274 $2,274 NA
SUPPORT COSTS
ANNUAL TRIP

Ground Handling $2,192 $2,192 $2,192 NA
Landing/Parking Fees $1,080 $1,080 $1,080 NA
*FAA certified for single-pilot operations; Nav database, terrain and charts free of charge in year 1 Source: BCA
**FAA certified for single-pilot operations; Pratt & Whitney Canada 2022 E-Series ESP Platinum maintenance program; CrystalCare
***FAR/EASA 23 pending; typically equipped with executive interior, autothrottle; 2024 dollars


Manufacturer Viking Air Textron Aviation Piaggio Aerospace
Aircraft Model 400 Series* Beechcraft King Air 260** Avanti Evo*
Category (1-6) ]1 1 1
300 nm NA $1,965 $1,251
DIRECT COSTS
600 nm NA $2,526 $2,258

1,000 nm NA $3,881 $3,482
3,000 nm — — —
6,000 nm — — —
Captain Salary SP $132,643 $132,643
First Officer Salary SP $78,613 $78,613
Cabin Crew Salary NA NA NA
Director of Maintenance Salary NA NA NA
FIXED COSTS
Flight Crew Recurrent Training NA $16,000 $16,000

Cabin Crew Recurrent Training NA NA NA
Maintenance Training NA NA NA
Hull Insurance per $100 $44,100 $46,652 $48,479
Liability Insurance per $M $7,750 $7,750 $7,750
Hangar/Office $18,264 $18,264 $18,264
Maint. Software Programs $1,523 $1,523 $1,523
Airframe Sys. Parts & Labor NA $218 $361
VARIABLE COSTS
Engine Reserves NA $223 $194

APU Reserves NA NA NA
Avionics Reserves NA NA NA
Propeller Reserves NA $36 $13
Nav Database NA $1,229 $12,000
ANNUAL COCKPIT
SERVICES COSTS
SUBSCRIPTION
EGPWS/TAWS Database NA Incl. in Nav Database Incl. in Nav Database

Flight Planning NA NA NA
Wx Services NA NA NA
Charts & Maps NA Incl. in Nav Database Incl. in Nav Database
Swift Broadband NA NA NA
SERVICES COSTS
ANNUAL CABIN
Ka/Ku NA NA NA
Air to Ground NA NA NA
SatTV NA NA NA
Cabin/Iridium Phone $2,322 $2,322 $2,322
Catering Service NA $6,705 $6,705
Flight Crew Travel NA $4,325 $4,325
SUPPORT COSTS
ANNUAL TRIP
International Trip Support NA NA NA

Concierge NA NA NA
Ground Handling NA $2,236 $2,236
Landing/Parking Fees NA $4,385 $4,385
*FAA certified for single-pilot operations Source: BCA
**ProParts airframe program; ESP Gold Lite engine program

Production Aircraft — Category 2 — Turboprops ≥12,500 lb. – Jets <20,000 lb.

Manufacturer Embraer Nextant Aerospace Honda Aircraft Co. Textron Aviation
Aircraft Model Phenom 100EV* Nextant 400 XTi* HondaJet Elite S Citation M2 Gen2**
Category (1-6) 2 2 2 2
300 nm $1,293 $1,297 $1,467 $1,298
DIRECT COSTS
600 nm $2,301 $2,276 $2,641 $2,283

1,000 nm $3,679 $3,713 $3,342 $3,535
3,000 nm — — — —
6,000 nm — — — —
Captain Salary $143,884 $143,884 $143,884 $143,884
First Officer Salary $78,613 $78,613 $78,613 $78,613
FIXED COSTS

Hangar/Office $25,184 $25,184 $25,184 $25,184
Maint. Software Programs $3,355 $3,355 $3,355 $3,355
Airframe Sys. Parts & Labor $163 $267 $214 207.2
VARIABLE COSTS
Engine Reserves $420 $337 $315 327.74

Propeller Reserves NA NA NA NA
Nav Database $1,400 $1,229 $1,229 $1,229
ANNUAL COCKPIT
SERVICES COSTS
SUBSCRIPTION
EGPWS/TAWS Database $550 Incl. in Nav Database Incl. in Nav Database Incl. in Nav Database
SERVICES COSTS
ANNUAL CABIN
Ka/Ku NA NA NA NA
SatTV NA NA NA NA
SUPPORT COSTS
ANNUAL TRIP

Ground Handling $3,083 $3,083 $3,083 $2,192
*FAA certified for single-pilot operations Source: BCA
**Tap Blue engine program


Manufacturer Textron Aviation Textron Aviation Textron Aviation Textron Aviation
Aircraft Model SkyCourier Freight* SkyCourier Passenger* King Air 360** King Air 360ER**
Category (1-6) 2 2 2 2
300 nm $2,390 $2,388 $1,404 $1,468
DIRECT COSTS
600 nm $4,672 $4,681 $2,492 $2,596

1,000 nm NP NP $3,824 $3,983
3,000 nm — — — —
6,000 nm — — — —
Captain Salary $143,884 $143,884 $143,884 $143,884
First Officer Salary NA NA $78,613 $78,613
FIXED COSTS

Hangar/Office $25,184 $25,184 $25,184 $25,184
VARIABLE COSTS

Propeller Reserves $13 $13 $36 $36
Nav Database $1,229 $1,229 $12,000 $12,000
ANNUAL COCKPIT
SERVICES COSTS
SUBSCRIPTION
SERVICES COSTS
ANNUAL CABIN
Ka/Ku NA NA NA NA
SatTV NA NA NA NA
SUPPORT COSTS
ANNUAL TRIP

Ground Handling $2,192 $2,192 $3,083 $3,083
*ProParts airframe program; Power Advantage+ engine program; Trip Support Costs are estimates Source: BCA
**ProParts airframe program; ESP Gold Lite engine program


Manufacturer Textron Aviation Embraer Textron Aviation Pilatus Aircraft
Aircraft Model Citation CJ3+* Phenom 300E Citation CJ4 Gen 2** PC-24***
Category (1-6) 2 2 2 2
300 nm $1,448 $1,614 $1,570 $1,647
DIRECT COSTS
600 nm $2,484 $2,759 $2,768 $2,903

1,000 nm $3,808 $4,321 $4,219 $4,650
3,000 nm — — — —
6,000 nm — — — —
Captain Salary $143,884 $143,884 $143,884 $143,884
FIXED COSTS

Hangar/Office $25,184 $25,184 $36,749 $36,749
VARIABLE COSTS

Nav Database $4,395 $1,400 $7,325 $3,353
ANNUAL COCKPIT
SERVICES COSTS
SUBSCRIPTION
EGPWS/TAWS Database $450 $550 Incl. in Nav Database Incl. in Nav Database
SERVICES COSTS
ANNUAL CABIN
Ka/Ku NA NA NA NA
SatTV NA NA NA NA
SUPPORT COSTS
ANNUAL TRIP

Ground Handling $3,083 $3,083 $3,083 $3,083
*FAA certified for single-pilot operations; TAP Blue engine program Source: BCA
**Tap Blue engine program
***FAA certified for single-pilot operations; TAP Blue engine program; maintenance program; CrystalCare

Production Aircraft — Category 3 — Jets 20,000 lb. to 29,999 lb.

Manufacturer Textron Aviation
Aircraft Model Citation XLS+ Gen2*
Category (1-6) 3
BCA Equipped Price $15,500,000
300 nm $1,956
DIRECT COSTS
600 nm $3,450
1,000 nm $5,460
3,000 nm —
6,000 nm —
Captain Salary $198,781
First Officer Salary $110,419
Cabin Crew Salary NA
Director of Maintenance Salary $140,037
FIXED COSTS
Flight Crew Recurrent Training $58,000

Cabin Crew Recurrent Training NA
Maintenance Training $10,600
Hull Insurance per $100 $31,620
Liability Insurance per $M $13,300
Hangar/Office $67,641
Maint. Software Programs $3,355
Airframe Sys. Parts & Labor $312
VARIABLE COSTS
Engine Reserves $488

APU Reserves $76
Avionics Reserves NA
Propeller Reserves NA
Nav Database $15,295
ANNUAL COCKPIT
SERVICES COSTS
SUBSCRIPTION
EGPWS/TAWS Database $1,050

Flight Planning $3,500
Wx Services $1,400
Charts & Maps $2,450
Swift Broadband $70,040
SERVICES COSTS
ANNUAL CABIN
Ka/Ku NA
Air to Ground $23,422
SatTV NA
Cabin/Iridium Phone $2,322
Catering Service $47,384
Flight Crew Travel $31,590
SUPPORT COSTS
ANNUAL TRIP
International Trip Support $23,692

Concierge $7,897
Ground Handling $15,795
Landing/Parking Fees $31,005
*Power Advantage+ engine program; Aux Advantage APU/0.6 hr. operation per flight hour Source: BCA


Manufacturer Embraer Textron Aviation Embraer Gulfstream Aero.
Aircraft Model Praetor 500 Citation Latitude* Praetor 600 G280**
Category (1-6) 4 4 4 4
300 nm $2,355 $2,401 $2,332 $2,388
DIRECT COSTS
600 nm $3,897 $4,075 $4,006 $4,101

1,000 nm $6,097 $6,437 $6,255 $6,415
3,000 nm — — — —
6,000 nm — — — —
Captain Salary $198,781 $198,781 $198,781 $198,781
Director of Maintenance Salary $140,037 $140,037 $140,037 $140,037
FIXED COSTS

Maintenance Training $10,600 $10,600 $10,600 $10,600
Hangar/Office $67,641 $67,641 $67,641 $67,641
VARIABLE COSTS

APU Reserves Incl. in Eng. Reserves $76 Incl. in Eng. Reserves $45
Nav Database $12,000 $15,295 $12,000 $33,500
ANNUAL COCKPIT
SERVICES COSTS
SUBSCRIPTION
EGPWS/TAWS Database Incl. in Nav Database $1,050 Incl. in Nav Database Incl. in Nav Database
Flight Planning $3,500 $3,500 $3,500 $3,500
Wx Services $1,400 $1,400 $1,400 $1,400
Charts & Maps $2,450 $2,450 $2,450 $2,450
Swift Broadband $70,040 $70,040 $70,040 $70,040
SERVICES COSTS
ANNUAL CABIN
Ka/Ku NA NA NA NA
Air to Ground $23,422 $23,422 $23,422 $23,422
SatTV NA NA NA NA
SUPPORT COSTS
ANNUAL TRIP
International Trip Support $23,692 $23,692 $23,692 $23,692

Concierge $7,897 $7,897 $7,897 $7,897
Ground Handling $15,795 $15,795 $15,795 $15,795
*Power Advantage+ engine program; Aux Advantage APU/0.6 hr. operation per flight hour Source: BCA
**Honeywell MSP engine support program


Manufacturer Bombardier Bombardier Textron Aviation
Aircraft Model Challenger 350* Challenger 3500** Citation Longitude***
Category (1-6) 4 4 4
300 nm $2,367 $2,373 $2,311
DIRECT COSTS
600 nm $4,021 $3,993 $3,946

1,000 nm $6,229 $6,171 $6,184
3,000 nm — — —
6,000 nm — — —
Captain Salary $198,781 $198,781 $198,781
First Officer Salary $110,419 $110,419 $110,419
Cabin Crew Salary $116,529 $116,529 $116,529
Director of Maintenance Salary $140,037 $140,037 $140,037
FIXED COSTS
Flight Crew Recurrent Training $58,000 $98,000 $58,000

Cabin Crew Recurrent Training $3,545 $3,545 $3,545
Maintenance Training $12,237 $12,237 $10,600
Hangar/Office $67,641 $67,641 $67,641
Airframe Sys. Parts & Labor $220 $220 $259
VARIABLE COSTS
Engine Reserves $665 $665 $756

APU Reserves $45 $45 Incl. in Eng. Reserves
Propeller Reserves NA NA NA
Nav Database $33,500 $33,500 $15,295
ANNUAL COCKPIT
SERVICES COSTS
SUBSCRIPTION
EGPWS/TAWS Database Incl. in Nav Database Incl. in Nav Database $1,365

Flight Planning $3,500 $3,500 $3,500
Wx Services $1,400 $1,400 $1,400
Charts & Maps $2,450 $2,450 $2,450
Swift Broadband $70,040 $70,040 $70,040
SERVICES COSTS
ANNUAL CABIN
Ka/Ku NA NA NA
Air to Ground $23,422 $23,422 $23,422
SatTV NA NA NA
Catering Service $47,384 $47,384 $47,384
Flight Crew Travel $31,590 $31,590 $31,590
SUPPORT COSTS
ANNUAL TRIP
International Trip Support $23,692 $23,692 $23,692

Concierge $7,897 $7,897 $7,897
Ground Handling $15,795 $15,795 $15,795
Landing/Parking Fees $31,005 $31,005 $31,005
*Bombardier Smart Services/Smart Parts; Honeywell MSP Source: BCA
**Operating Cost calculations preliminary; Bombardier Smart Services/Smart Parts; Honeywell MSP
***Power Advantage+ engine program; APU included in engine program

Production Aircraft — Category 5 — Jets ≥41,000 lb.

Manufacturer Bombardier Dassault Dassault
Aircraft Model Challenger 650* Falcon 2000LXS Falcon 900LX
300 nm $2,230 $2,444 $2,698
DIRECT COSTS
600 nm $4,015 $4,160 $4,662

1,000 nm $6,413 $6,471 $7,339
3,000 nm — — —
6,000 nm — — —
Captain Salary $242,216 $242,216 $242,216
FIXED COSTS

Hangar/Office $114,990 $114,990 $114,990
VARIABLE COSTS
Engine Reserves $446 $669 $836

APU Reserves $50 $50 $50
Nav Database $37,980 $37,980 $37,980
ANNUAL COCKPIT
SERVICES COSTS
SUBSCRIPTION
EGPWS/TAWS Database Incl. in Nav Database Incl. in Nav Database Incl. in Nav Database
Flight Planning $3,500 $3,500 $3,500
Wx Services $1,400 $1,400 $1,400
Charts & Maps $2,450 $2,450 $2,450
SERVICES COSTS
ANNUAL CABIN
Ka/Ku $128,750 $128,750 $128,750

Air to Ground $23,422 $23,422 $23,422
SatTV $11,652 $11,652 $11,652
SUPPORT COSTS
ANNUAL TRIP

Concierge $9,888 $9,888 $9,888
Ground Handling $19,776 $19,776 $19,776
*Bombardier Smart Services/Smart Parts; GE OnPoint engine program Source: BCA


Manufacturer Dassault Bombardier Gulfstream Aero.
Aircraft Model Falcon 6X* Global 5500** G500***
300 nm NA $4,026 $3,653
DIRECT COSTS
600 nm NA $6,687 $5,913

1,000 nm NA $10,230 $8,920
3,000 nm — — —
6,000 nm — — —
Captain Salary $246,322 $246,322 $246,322
FIXED COSTS

Hangar/Office $120,887 $120,887 $120,887
Airframe Sys. Parts & Labor NA $333 $476
VARIABLE COSTS
Engine Reserves NA $1,391 $1,012

APU Reserves NA $61 $61
Nav Database $37,980 $37,980 $37,980
ANNUAL COCKPIT
SERVICES COSTS
SUBSCRIPTION
Flight Planning $3,500 $3,500 NA
Wx Services $1,400 $1,400 NA
Charts & Maps $2,450 $2,450 NA
SERVICES COSTS
ANNUAL CABIN
Ka/Ku $128,750 $128,750 $128,750

Air to Ground $23,422 $23,422 $23,422
SatTV NA $11,652 $11,652
SUPPORT COSTS
ANNUAL TRIP

Concierge $9,888 $9,888 $9,888
Ground Handling $19,776 $19,776 $19,776
*Bombardier Smart Services/Smart Parts; Rolls-Royce Corporate Care Enhanced comprehensive coverage including nacelles Source: BCA
**Pratt & Whitney Canada Eagle engine service plan
***FAR/EASA CS 25 pending; preliminary data; Easy IV fliight deck; DFC; 2022 delivery price


Manufacturer Dassault Airbus Airbus
Aircraft Model Falcon 7X ACJ TwoTwenty ACJ320neo
300 nm $3,171 $4,004 $4,595
DIRECT COSTS
600 nm $5,287 $6,475 $7,369

1,000 nm $8,148 $9,809 $11,244
3,000 nm — — —
6,000 nm — — —
Captain Salary $246,322 $322,425 $365,225
FIXED COSTS

Hangar/Office $120,887 $181,500 $375,000
VARIABLE COSTS
Engine Reserves $952 OC OC

APU Reserves $61 $89 $89
Nav Database $37,980 $37,980 $55,300
ANNUAL COCKPIT
SERVICES COSTS
SUBSCRIPTION
Flight Planning $3,500 NA $3,500
Wx Services $1,400 NA $1,400
Charts & Maps $2,450 NA $2,450
SERVICES COSTS
ANNUAL CABIN
Ka/Ku $128,750 $128,750 $180,250

Air to Ground $23,422 $23,422 $23,422
SatTV $11,652 $11,653 $11,655
SUPPORT COSTS
ANNUAL TRIP

Concierge $9,888 $9,888 $11,058
Ground Handling $19,776 $19,776 $22,116
Source: BCA

Production Aircraft — Category 6 — Ultra-Long-Range Jets

Manufacturer Bombardier Gulfstream Aero. Dassault Gulfstream Aero.
Aircraft Model Global 6500* G600** Falcon 8X G650***
Category (1-6) 6 6 6 6
300 nm — — — —
DIRECT COSTS
600 nm — — — —
1,000 nm $10,389 $9,582 $8,631 $10,452
3,000 nm $29,356 $27,612 $25,122 $29,301
6,000 nm $60,816 $55,513 $50,716 $60,559
Captain Salary $322,425 $322,425 $322,425 $322,425
Cabin Crew Salary $135,600 $135,600 $135,600 $135,600
FIXED COSTS

Cabin Crew Recurrent Training 3545 3545 3545 3545
Hangar/Office $229,900 $229,900 $229,900 $229,900
VARIABLE COSTS
Engine Reserves $1,391 $1,112 $1,018 $1,425

APU Reserves $61 $61 $61 $85
Nav Database $44,500 $44,500 $44,500 $33,500
ANNUAL COCKPIT
SERVICES COSTS
SUBSCRIPTION
Flight Planning $3,500 $3,500 $3,500 $3,500
Wx Services $1,400 $1,400 $1,400 $1,400
Charts & Maps $2,450 $2,450 $2,450 $2,450
SERVICES COSTS
ANNUAL CABIN
Ka/Ku $180,250 $180,250 $180,250 $180,250

Air to Ground $23,422 $23,422 $23,422 $23,422
SatTV $11,652 $11,652 $11,652 $11,652
SUPPORT COSTS
ANNUAL TRIP

Concierge $11,058 $11,058 $11,058 $11,058
Ground Handling $22,116 $22,116 $22,116 $22,116
*Bombardier Smart Services/Smart Parts; Rolls-Royce Corporate Care Enhanced comprehensive coverage including nacelles Source: BCA
**Pratt & Whitney Canada Eagle engine service plan
***Rolls-Royce Corporate Care Enhanced coverage including nacelles

The Hub of
Business Aviation
06–08 December 2022

DWC, Dubai Airshow Site
#MEBAAShow
MEBAA Show, the Middle East’s leading

business aviation event is back again
this December - bringing the business
aviation community together in person
to take advantage of the enormous
growth predicted for this sector.
Follow us on: | | | Register Now visitors@dubai.aero


Manufacturer Gulfstream Aero. Gulfstream Aero. Bombardier Gulfstream Aero.
Aircraft Model G650ER* G800** Global 7500*** G700****
Category (1-6) 6 6 6 6
300 nm — — — —
DIRECT COSTS
600 nm — — — —
1,000 nm $10,452 NA $10,194 $10,664
3,000 nm $29,301 NA $28,540 $30,055
6,000 nm $60,559 NA $58,709 $62,208
Captain Salary $322,425 $365,225 $322,425 $322,425
FIXED COSTS

Cabin Crew Recurrent Training 3545 3545 $3,545 $4,000
Hangar/Office $229,900 $375,000 $229,900 $229,900
Airframe Sys. Parts & Labor $471 NA $213 $473
VARIABLE COSTS
Engine Reserves $1,425 NA $1,480 $1,496

APU Reserves $85 NA $42 $85
Nav Database $33,500 $33,500 $44,500 $33,500
ANNUAL COCKPIT
SERVICES COSTS
SUBSCRIPTION
Flight Planning $3,500 $3,500 $3,500 $3,500
Wx Services $1,400 $1,400 $1,400 $1,400
Charts & Maps $2,450 $2,450 $2,450 $2,450
SERVICES COSTS
ANNUAL CABIN
Ka/Ku $180,250 $180,250 $180,250 $180,250

Air to Ground $23,422 $23,422 $23,422 $23,422
SatTV $11,652 $11,653 $11,652 $11,652
SUPPORT COSTS
ANNUAL TRIP

Concierge $11,058 $11,058 $11,058 $11,058
Ground Handling $22,116 $22,116 $22,116 $22,116
*Rolls-Royce Corporate Care Enhanced coverage including nacelles Source: BCA
**FAR 25 pending; EASA CS 25 pending; data presented in cost sections are estimates
***Bombardier Smart Services/Smart Parts; GE OnPoint with IPS (nacelles)
****Rolls-Royce Corporate Care Enhanced coverage including nacelles; FAA certification pending
****Mission Fuel estimate from 2022 BCA Purchase Planning Handbook; Variable Cost estimates by AirPower

Manufacturer Boeing Airbus Boeing Boeing
Aircraft Model BBJ MAX7 ACJ319neo* BBJ MAX8* BBJ MAX9*
Category (1-6) 6 6 6 6
300 nm — — — —
DIRECT COSTS
600 nm — — — —
1,000 nm $12,346 $10,851 $12,776 $13,401
3,000 nm $34,608 $30,412 $36,011 $37,959
6,000 nm $71,988 $67,198 $75,078 $79,563
Captain Salary $365,225 $365,225 $365,225 $365,225
FIXED COSTS

Cabin Crew Recurrent Training $3,545 $3,545 $3,545 $3,545
Hangar/Office $375,000 $375,000 $375,000 $375,000
Maint. Software Programs NA $12,389 $12,389 $12,389
Airframe Sys. Parts & Labor $1,045 $513 $1,081 $1,117
VARIABLE COSTS
Engine Reserves OC OC OC OC
APU Reserves $85 $89 $85 $85
Nav Database $55,300 $55,300 $55,300 $55,300
ANNUAL COCKPIT
SERVICES COSTS
SUBSCRIPTION
Flight Planning $3,500 $3,500 $3,500 $3,500
Wx Services $1,400 $1,400 $1,400 $1,400
Charts & Maps $2,450 $2,450 $2,450 $2,450
SERVICES COSTS
ANNUAL CABIN
Ka/Ku $180,250 $180,250 $180,250 $180,250

Air to Ground NA $23,422 $23,422 $23,422
SatTV $23,422 $11,652 $11,652 $11,652
SUPPORT COSTS
ANNUAL TRIP

Concierge $11,058 $11,058 $11,058 $11,058
Ground Handling $22,116 $22,116 $22,116 $22,116
*Mission Fuel estimate from 2002 BCA Purchase Planning Handbook; Variable Cost estimates by AirPower Source: BCA

CORPORATE JETS

Now, when you’re traveling, there’s no need to leave your life on
the ground behind. Whether it’s making memories with families
and friends or staying connected to business, the ACJ TwoTwenty
is thoughtfully designed with the connectivity, space and range
needed to make it a seamless part of your world.
acj.airbus.com
Live the best
of both experiences
A A
acj.airbus.com | airbuscorporatehelicopters.com
Digital Edition Copyright Notice
The content contained in this digital edition (“Digital Material”), as well as its
selection and arrangement, is owned by Informa. and its affiliated
companies, licensors, and suppliers, and is protected by their respective copyright,
trademark and other proprietary rights.
Upon payment of the subscription price, if applicable, you are hereby authorized
to view, download, copy, and print Digital Material solely for your own personal,
non-commercial use, provided that by doing any of the foregoing, you
acknowledge that (i) you do not and will not acquire any ownership rights of any
kind in the Digital Material or any portion thereof, (ii) you must preserve all copyright
and other proprietary notices included in any downloaded Digital Material, and (iii)
you must comply in all respects with the use restrictions set forth below and in the
Informa Privacy Policy and the Informa Terms of Use (the “Use Restrictions”), each
of which is hereby incorporated by reference. Any use not in accordance with, and
any failure to comply fully with, the Use Restrictions is expressly prohibited by law,
and may result in severe civil and criminal penalties. Violators will be prosecuted
to the maximum possible extent.
You may not modify, publish, license, transmit (including by way of email, facsimile
or other electronic means), transfer, sell, reproduce (including by copying or
posting on any network computer), create derivative works from, display, store,
or in any way exploit, broadcast, disseminate or distribute, in any format or
media of any kind, any of the Digital Material, in whole or in part, without the
express prior written consent of Informa. To request content for commercial use or
Informa’s approval of any other restricted activity described above, please contact
the Reprints Department at (877) 652-5295. Without in any way limiting the
foregoing, you may not use spiders, robots, data mining techniques or other
automated techniques to catalog, download or otherwise reproduce, store or
distribute any Digital Material.
NEITHER Informa NOR ANY THIRD PARTY CONTENT PROVIDER OR

THEIR AGENTS SHALL BE LIABLE FOR ANY ACT, DIRECT OR INDIRECT,
INCIDENTAL, SPECIAL OR CONSEQUENTIAL DAMAGES ARISING OUT
OF THE USE OF OR ACCESS TO ANY DIGITAL MATERIAL, AND/OR ANY
INFORMATION CONTAINED THEREIN.

Bca 2022 10

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Bca 2022 10

Uploaded by

Copyright:

Available Formats

AviationWeek.

Business & Commercial Aviation

Reimagine your place in the sky

The ACJ TwoTwenty has reimagined executive and private travel.

Reimagine your place in the sky

Business & Commercial Aviation

Aircraft Purchasing &

Purchase Planning Handbook

Operations Planning Guide

7 2022 PURCHASE PLANNING HANDBOOK

13 How to Use the Airplane Charts

43 2022 OPERATIONS PLANNING GUIDE

2 Aircraft Purchasing & Operations Handbook | October 2022 AviationWeek.com/BCA

Business Aviation’s Trusted Global

NOW AVAILABLE To Order At

Editor-in-Chief Lee Ann Shay — leeann.shay@aviationweek.com

Publisher Elizabeth Zlitni — elizabeth.zlitni@aviationweek.com

Appraisals Performed Executive Vice President, Gregory Hamilton

Appraisers Publisher Elizabeth Zlitni — elizabeth.zlitni@informa.com

4 Aircraft Purchasing & Operations Handbook | October 2022 AviationWeek.com/BCA

BCA Bundled Resource

AviationWeek.com/BCA Aircraft Purchasing & Operations Handbook | October 2022 5

BRETT SCHAUF/AVIATION WEEK

BY FRED GEORGE fred.george@informa.com

AviationWeek.com/BCA Aircraft Purchasing & Operations Handbook | October 2022 7

400+ KTAS 716 concept aircraft.

8 Aircraft Purchasing & Operations Handbook | October 2022 AviationWeek.com/BCA

We strongly believe that a

A Company-Wide Approach to Sustainability

one updated with winglets, better en-

10 Aircraft Purchasing & Operations Handbook | October 2022 AviationWeek.com/BCA

AviationWeek.com/BCA Aircraft Purchasing & Operations Handbook | October 2022 11

2023 Commercial Fleet & MRO

How to Use the Airplane Charts

AviationWeek.com/BCA Aircraft Purchasing & Operations Handbook | October 2022 13

14 Aircraft Purchasing & Operations Handbook | October 2022 AviationWeek.com/BCA

A SPECIAL THANK YOU TO OUR SPONSORS

BECOME A SP O NSO R , B U Y T ICKE T S & M O RE | Fund A nA ng el . org

AviationWeek.com/BCA Aircraft Purchasing & Operations Handbook | October 2022 17

18 Aircraft Purchasing & Operations Handbook | October 2022 AviationWeek.com/BCA

AviationWeek.com/BCA Aircraft Purchasing & Operations Handbook | October 2022 19

Reimagine your place in the sky

The ACJ TwoTwenty has reimagined executive and private travel.

SINGLE-ENGINE PISTONS NORMALLY ASPIRATED

22 Aircraft Purchasing & Operations Handbook | October 2022 AviationWeek.com/BCA

SINGLE-ENGINE PISTONS TURBOCHARGED SINGLE-ENGINE PISTONS PRESSURIZED

24 Aircraft Purchasing & Operations Handbook | October 2022 AviationWeek.com/BCA

MULTIENGINE PISTONS NORMALLY ASPIRATED

AviationWeek.com/BCA Aircraft Purchasing & Operations Handbook | October 2022 25

MULTIENGINE PISTONS TURBOCHARGED

Remarks FAR 23, 1982 FAR 23, 1971/80/97

26 Aircraft Purchasing & Operations Handbook | October 2022 AviationWeek.com/BCA

FAR 23, 2007

28 Aircraft Purchasing & Operations Handbook | October 2022 AviationWeek.com/BCA

FAR 23, FAR 23, FAR/EASA 23 pending

AviationWeek.com/BCA Aircraft Purchasing & Operations Handbook | October 2022 29

MULTIENGINE TURBOPROPS ≤12,500-LB. MTOW

30 Aircraft Purchasing & Operations Handbook | October 2022 AviationWeek.com/BCA

MULTIENGINE TURBOPROPS >12,500-LB. MTOW

32 Aircraft Purchasing & Operations Handbook | October 2022 AviationWeek.com/BCA

JETS <10,000-LB. MTOW JETS <20,000-LB. MTOW

AviationWeek.com/BCA Aircraft Purchasing & Operations Handbook | October 2022 33