LIGHT JETS
ROUND-UP 2006
Leading The Way:
Light jets dominate market still - and will for a while yet.
by Dave Higdon
ccording to the old line: "A ris- stretching into the end of this decade. And Few – if any – energy experts predict a
ing tide floats all boats." From no numbers fair better than the numbers for return to the fuel prices of a year ago, mak-
A all reports, forecasts, predic-
tions and sundry crystal-ball
gazers, the tide is definitely ris-
ing beneath the business jet market – so
light jets.
Long the dominant segment, light jets
appear positioned to remain at the top of the
heap – at least until the anticipated VLJ
ing low-consumption aircraft more attractive
than ever. Worries about slowing economic
growth and a recent downward trend on
Wall Street make smaller investments more
much so that this rising tide will float the boom starts to exert its influence over the attractive than larger ones.
business jet fleet to ever-higher levels over market in the future. With the typical business aircraft mission
the next 10 years. You need look only to the variety and still a relatively short 350 to 500 nautical
As you’ve read right here within the value of the light jet niche to understand miles – and well within the range parame-
pages of World Aircraft Sales Magazine, grow- why they stand to remain the most-popular ters of every light jet made – many compa-
ing sales are predicted for the next two to segment for years to come. Relatively low nies realize that less can, in fact, be more.
three years with the remainder of the forecast costs combine with relatively high utility and More cost-efficient are these smaller jets, yet
period experiencing a slight drop to a – in many cases, at least – performance num- still plenty comfy for those "typical" 45- to
plateau in sales that still exceeds the sales in bers comparable to many larger, more-expen- 90-minute legs.
years preceding the forecast period. sive jets from the mid-size niche. The word This isn’t to say that today’s circum-
As evidence, look to the backlogs report- for this is ‘value’ and today’s light jets offer stances threaten the existence of the mid-
ed by most business jet makers – with many value like never before – value that could and large-cabin categories. But budget-con-
looking at record or near-record numbers improve depending on fuel costs. scious operators are aware of what their
continued on page 60
56 WORLD AIRCRAFT SALES MAGAZINE – July 2006 www.AvBuyer.com Aircraft Index see Page 2
LIGHT JETS
ROUND-UP 2006
LEARJET 40XR
typical mission entails – and how much easi- Learjet 45 – and more of a value than before CESSNA CJ1+, CJ2+, CJ3
er it is to live with lower-cost corporate thanks to upgrades that made the Learjet 40 You need only look at the long list of models
wings when lacking any real need for a into the 40XR. Cessna Aircraft offers in the light category to
stand-up cabin, office-suite amenities or First up, as a downsized derivative of the wonder why so many other companies both-
transcontinental legs. Learjet 45 airframe, the 40 sports a cabin er to compete – but then you remember that
And that means times are looking good under 18 feet in length – versus the near 20- variety and individuality are common traits
for light jet makers. Demand for pre-owned foot cabin length of its larger sister ship. The among aviators… so naturally one-brand
aircraft should also remain high for years to shorter airframe provides a variety of bene- dominance is highly unlikely.
come. fits in performance, range and fuel efficiency. But there’s no denying that Cessna’s three
Below you’ll find snapshots of the selec- But the 40XR is also more than its progenitor current lightest Citations help the company
tions available in the light jet category and with improved propulsion, climb and range develop the brand loyalty that’s long marked
why they hold appeal for so many buyers. numbers. the typical Cessna customer.
In size and price – about $8.7 million – the The CJ1+, CJ2+ and CJ3 all represent the
DEFINING THE LIGHT JET REALM 40XR compares favorably with Cessna’s advancement and evolution of a single
First, however, we should define what we highly popular Encore series. The Learjet model, which, itself, re-energized the light jet
mean by light jet. The advent of the VLJ mar- owns a speed edge of about 20 kts, while the market – the CitationJet launched in the late
ket threw something of a wrench into the Encore boasts of a range advantage of about 1980s. The CitationJet evolved out of the
work of categorizing jets by weights – prima- 200 nm – with the fuel-efficiency edge going availability of an all-new powerplant with a
rily because no jets existed before at some of to the Learjet. difference from past advances: small versus
these weight levels. But the muddying of the All in all, the Learjet 40XR may be the low larger, with lower, rather than high power.
waters is mostly at the bottom end of the end of the Bombardier Business Aircraft line Since the diminutive Williams-Rolls FJ44
light jet category since the upper end long – but it’s comfortably at the top of its class by entered service on the CitationJet in 1991,
ago was defined as 20,000 pounds max all the measures that make believers out of several other planemakers embraced the little
weight. potential buyers. turbofans and Williams’ market penetration
Before VLJs, the light jet was any jet More information from www.aero.bombardier.com increased with the new FJ33 series going
"under 20,000 pounds gross weight" – noth-
ing much below 10,000 pounds existed.
Today the VLJs range in weight from under
6,000 pounds to nearly 8,000 pounds,
weights more commonly associated with sin-
gle- and multi-engine piston aircraft. Thus
we have the new niche – under 10,000
pounds for the VLJ, 10,000 to 20,000 for Light
Jets.
But even here we may hedge our num-
bers a little to accommodate here-to-fore light
jets that breach the 20,000 limit by a few hun-
dred pounds – pounds gained as the other-
wise light-size jets gained capabilities
through manufacturers’ improvements.
BOMBARDIER LEARJET 40XR
The Learjet 40XR offers us an excellent exam-
ple of the old adage, "less is more." In this
CESSNA CJ3
case, the 40XR is less than its progenitor, the
continued on page 64
60 WORLD AIRCRAFT SALES MAGAZINE – July 2006 www.AvBuyer.com Aircraft Index see Page 2
LIGHT JETS
ROUND-UP 2006
CESSNA CITATION XLS
into at least one VLJ. 400kts for legs as long as 1,600nm; Cessna With its two PW545B turbofans each mak-
Cessna took advantage of the new engine tapped Honeywell for its Primus 1000 avion- ing 3,700 pounds of thrust the XLS has the
by designing an all-new airframe for the ics suite for this aircraft. ability to turn in 430 knots at cruise while
CitationJet, one with a T-tail in place of the Next up, the $8 million Encore+ ups the covering more than 1,720 nautical miles – with
conventional tail of most Citations, and one speed ante to 425kts and the range outlook reserves, of course.
with systems oriented completely toward to 1,650nm, and Cessna opted for Rockwell Again, Cessna tapped Honeywell for its
single-pilot operations. Collins Pro Line 21 for the Encore+. Primus 1000 integrated cockpit gear. As a
If size matters, though, these three air- Both aircraft sport 500-series engines from reflection of its roots – the original XL evolved
planes vary little – and then mostly in size. Pratt & Whitney Canada, the Bravo with the out of a shortened Citation X fuselage and a
Cessna offers the CJ1+ to differentiate it from PW530A making 2,887 pounds of thrust, and straight Citation V wing – the XLS sports a
the larger CJ2+ and CJ3 – each a larger the Encore+ with the PW535B making 3,400 cabin standing 5.7 feet tall and 3.9 feet wide.
stretch on the original airframe. The CJ1+ pounds. At 18.5 feet long, the XLS wins the size race
offers a cabin 11 feet long; the CJ2+ cabin The Bravo’s 15.8-foot-long cabin is long among Cessna’s light jets.
gains more than 2.5 feet in length; the CJ3 on amenities and short on runway require- More information from www.cessna.com
compares closely with the Citation Bravo at ments, while the Encore+ adds about two
15.7 feet long. feet to cabin length compared with the RAYTHEON PREMIER IA
Surprisingly, Cessna used the added Bravo. Essentially, these birds make sure you A technological leader when first launched,
space differently than it might have, by don’t lack a Citation option, regardless of the Premier IA remains unique among today’s
improving leg clearances and seat space at where you need to fly. business jets as an aircraft with a metal wing
each larger size, rather than to cram in more and an advanced composite fuselage. And the
seats. As a result, the CJs are basically all CITATION XLS Premier will remain alone in its unique con-
seven to eight-seat jets with some flexibility. At $10.7 million, the Citation XLS pretty struction blend until the Hawker 4000 wins
All three aircraft sport FJ44 engines as much tops the light-jet price list – but for final certification expected by the end of
well as Collins Pro Line 21 avionics systems, very good reason. summer.
and all three deliver useful legs, ranging
from 1,300 nautical for the CJ1+, 1,600 nauti-
cal for the CJ2+, and about 1,875 nautical for
the CJ3. Speed is also respectable: about
384kts for the CJ1+ to about 413 and 415 for
the CJ2+ and CJ3 respectively.
Prices vary from about $4.2 million for the
CJ1+ to $5.7 million for the CJ2+ and $6.7
million for the CJ3. Best of all for the budget-
oriented operator and owner/pilot: all three
support single-pilot IFR operations. So, let
your needs be your guide.
CITATION BRAVO, ENCORE+
Cessna’s two most-successful straight-wing
jets have evolved through several labels over
the years, but the names have less to do with
success than the numbers. Strong perform-
ance and high value are the basic parameters
for these two birds.
RAYTHEON PREMIER IA
First, the eight-seat Bravo delivers about
continued on page 68
64 WORLD AIRCRAFT SALES MAGAZINE – July 2006 www.AvBuyer.com Aircraft Index see Page 2
LIGHT JETS
ROUND-UP 2006
Prodigy Flight Deck.
So far, interest has proven strong enough
to keep the program moving forward
towards first flight in 2008.
More information from www.embraer.com
GROB SPn
While not a new player in European avia-
tion, GROB has not been a name familiar to
the business aviation community – unless
you happen to be a pilot who flies one of the
company’s motorgliders or trainers. But the
launch of the SPn light jet could well change
that equation.
Designed to carry six, a pilot, and 685 gal-
SINO-SWEARINGEN SJ30-2 lons of fuel for 1,800nm legs and operate into
short and unimproved airfields previously
inaccessible to jet aircraft, the SPn will make
The Premier stands out also as the first numbers: 2,500 nautical miles in range, non- its mark as the first all-composite light jet
completely ‘home-rolled’ jet to come out of stop – with three in the cabin, at a cruise when certificated in fall 2007. The 16.9-foot-
Beech Aircraft. But it’s not for its uniqueness, speed of 450ktas. (The aircraft is actually long cabin makes handling up to eight pas-
alone, that people purchase Premiers; it’s the capable of 470ktas cruise, but the range at the sengers a breeze; the 5.5-foot height and
unique blend of size, weight and efficiency higher speed and fuel flow is reduced to width makes for comfortable seating room.
that makes it attractive. 1800nm). Honeywell’s new Apex integrated avion-
For example, even though it’s nearly 4,000 And there’s more – like the roomy cabin ics suite will assure that the SPn has the lat-
pounds lighter at gross weight, the Premier IA dimensions at 4.8 feet wide, 4.4 feet tall and est in a state-of-the-art instrument panel.
sports a cabin more than a half a foot taller 12.5 feet long in the cabin. At $6.2 million, And the Williams International FJ44-3A
and wider than its stable-mate, the Hawker the SJ30-2 is distinct and unique among light engines assure both reliability and high fuel
400XP. The Premier is only 13.5 feet long jets – and it would be a rarity among even efficiency for the new jet.
inside the cabin, but the other dimensions many medium-class business aircraft. This first new entry into light jets by a
make it feel bigger than it really is. More More information from www.sj30jet.com European entity in decades means a wel-
The two FJ44 powerplants deliver 2,300 come expansion of competition – and some
pounds of thrust that push the Premier IA to a DEVELOPMENTAL new variety in the choices available to opera-
top cruise speed above 450 knots – at an effi- EMBRAER PHENOM 300 tors with $6.9 million to invest in a new-tech-
ciency level that makes easy work of 1,380- Due on the market in 2009, the Phenom 300 nology aircraft.
mile legs. Not shabby for a jet barely breaking is Embraer’s first foray into the light jet More information from www.grobspn.com ■
the $6 million point. market – but not its last.
Thanks to its successful
HAWKER 400XP line of general aviation
If the Premier is the first all-Beech jet, the and commercial airliner
Hawker 400XP derived from the Beechjet products, betting against
400A stands as the first jet to wear the Embraer should be a high-
"Beechcraft" name to even approach successful odds position.
sales levels after several jet programs the com- The Phenom 300 was
pany acquired and dropped over the years. announced in Washington,
Re-named last year as the Hawker 400XP D.C. last spring and
to better fit with the Hawker line, the 400XP unveiled at the NBAA
evolved out of the Mitsubishi Diamond busi- Show last fall with some
ness jet from Japan – and it’s doing quite well attractive numbers to
almost two decades later. commend it to prospective
The 400XP can cover more than 1,400 nau- buyers. A maximum speed
tical miles at speeds as high as 450kts true – of 450 kts is only a start.
and all for just over $7.1 million. Conventional The max range of 1,800nm
in construction and engine, the Hawker 400XP continues the attraction…
employs a pair of JT15D-5 engines from Pratt and a price under $6.7
& Whitney Canada – which just proves how million rounds out the
many tricks an old dog can manage. most-important numbers.
More information from www.raytheonaircraft.com Picking Pratt &
Whitney Canada’s proven
SINO-SWEARINGEN SJ30-2 PW535E/4 turbofans for
The first all-new jet after the Learjet 45, the their 3,200 pounds of
SJ30-2 has been a work-in-progress for the thrust lowers the risk
past eleven years, with the actual flight test somewhat, as does select-
program lasting five years. However, buyers ing Garmin’s avionics as
undoubtedly are considering the wait worth- the foundation for what
EMBRAER PHENOM 300 INTERIOR MOCK-UP
while, thanks to a set of singularly striking Embraer calls the
68 WORLD AIRCRAFT SALES MAGAZINE – July 2006 www.AvBuyer.com Aircraft Index see Page 2
