IT’S A BIRD… IT’S A PLANE… IT’S EBACE 2018
EBACE 2018 is shaping up to be one of the most exciting yet. And yes, we know, we say that every year – but this time we really mean it. After all, it’s not every year that EBACE kicks off with a jet pack! Nick Klenske reports
What was once a science-fiction fantasy is now making its way into the world of Business Aviation. Yves Rossy, inventor of a series of experimental individual jet packs, will inspire attendees and set the tone for an innovative, forward-thinking show during the Opening Session on May 29th. “I’m very pleased to be part of EBACE2018 where I will have the opportunity to share with you a new kind of flight,” says Rossy. “We are closer and closer to realizing one of the oldest dreams of mankind – to fly like a bird.”
Rossy’s message of learning to ‘fly outside the box’ is aligned with EBAA’s Expanding Horizons campaign, which seeks to provide education about, and positively establish perceptions surrounding, the value and benefits of Business Aviation to Europe. “Business Aviation is critical to the economy of Europe, providing access to more than three times the city pairs provided by scheduled carriers,” says EBAA Director of Communications Eric Drosin. “Yet many people are unaware of the vital connection that BizAv provides communities in Europe, and the Expanding Horizons campaign aims to promote the value and contribution of the industry across the Continent.”
On 30 May, the EBAA is hosting a Communicators Breakfast, where industry members can learn more about the campaign and how they can use social media to share the value of Business Aviation in Europe.
Big Numbers Expected
Being the only European show dedicated exclusively to Business Aviation, EBACE brings together the industry’s aircraft, equipment and experts under a single roof. Taking place May 29 – 31 at Geneva’s Palexpo, organizers are expecting to welcome 13,000 attendees and over 400 exhibitors coming from all corners of the plant.
Furthermore, the static display – which is conveniently located just outside the exhibition hall doors – will boast at least 55 aircraft from the likes of Airbus, Dassault Falcon, Pilatus, Bell, Boeing Business Jets, Embraer, Gulfstream, Textron Aviation, Bombardier – and more. “Being the can’t-miss event for Business Aviation professionals across Europe, we expect a few new and upcoming aircraft to make their EBACE debuts at this year’ static,” says NBAA Director for Static Displays Joe Hart. “Several pre-owned business aircraft will also be on display for attendees to review and compare.”
Unfortunately, due to ongoing construction at Geneva International Airport, there won’t be pedestrian access to the static display this year. Instead, visitors will have to use a free shuttle service to make the two-minute journey from Palexpo’s Hall 7. “The EBACE static display undergoes continual refinement as new aircraft are introduced, and we’re excited about our new layout for this year’s display, which we expect attendees will find easier than ever to navigate,” adds Hart.
Backed by BART
As always, BART’s special EBACE Preview Edition is our biggest of the year, with articles covering every aspect of industry, including: interiors, training, modifications, light jets, midsize jets, large cabin and long-range jets, turboprops, engines, MRO, avionics and everything in between. As the Official EBACE Publication, BART International is committed to providing you the insight and information you need to have a productive – and fun – EBACE experience.
Enjoy the show!
Light Jets – an encouraging market
In its latest Global Light Business Jet Market Survey, Research and Markets analysts forecast that the Light Jet market is set to grow at a compound annual growth rate (CAGR) of 5.68% until 2021. But why wait until 2021? Last year deliveries of light business jets were up by 1.3%, with a total of 676 jet being delivered (nine more than in 2016). And across all business-jet categories, it was the Very Light Jet (VLJ) sector that saw the biggest jump in deliveries, increasing by just over 75%. “Looking ahead, we’re optimistic given some very positive economic indicators and stabilization in the used business aircraft market,” says GAMA President and CEO Pete Bunce.
New Kids on the Block
Delivery numbers in this sector were bolstered by the addition of two aircraft types, both of whom have started their initial delivery pushes in recent years. Of these it was the Cirrus SF50 that had the biggest impact on 2017 delivery numbers. Having delivered three aircraft right at the end of 2016, Cirrus continued delivering the initial batch of aircraft to customers throughout 2017, ending the year with a total of 22 deliveries. So far, all the SF50s have been delivered to US customers.
Speaking of Cirrus Aircraft, in 2016 the company received FAA certification of the world’s first single-engine “Personal Jet” – the Vision Jet SF50. The aircraft features a seamless monocoque carbon fuselage sheltering a cabin that can accommodate five adults and two children. Since certification, the company has delivered 25 Vision Jets and claims to have more than 600 orders and options. The company is also targeting charter and fractional operators – a potentially lucrative market, especially in Europe with new rules for CAT-SET-IMC operations.
JetStream, Cirrus’ comprehensive ownership program, includes coverage for the Williams International TAP Blue turbine engine, airframe and avionics maintenance, normal wear item replacement, and premium recurrent pilot training. The Vision Jet’s imaginative “piggyback” engine placement and eye-catching V-tail design is a novel solution for reducing cabin noise. The Cirrus Airframe Parachute System (CAPS) provides the ultimate safety advantage – an exclusive Cirrus technology that has saved over 100 lives in its SR20 and SR22 aircraft.
The second aircraft that helped bump up 2017 delivery numbers is the HondaJet, which continues to be delivered in high numbers. Deliveries began right at the end of 2015, and 2017 deliveries were almost double 2016. In 2017, Honda Aircraft delivered 43 aircraft to customers in North America, Latin America, Europe and Asia. A highlight of these new deliveries was the handover of the first HondaJet to a customer in Thailand.
As customer demand continues to increase, the company is steadily ramping up production at its 133-plus acre world headquarters in Greensboro, North Carolina. It is currently manufacturing the aircraft at a rate of four per month.
Since gaining its type certification from the FAA in late 2015, HondaJet has achieved several milestones, including breaking 13 speed records and opening a new dealer facility in Guangzhou, China. Last February, the company proudly announced the sale of 16 HondaJets to French air taxi company Wijet. The first aircraft was to be delivered in March 2018, with deliveries staged over the next 18 months.
The HondaJet is currently certified in Europe (European Aviation Safety Agency), the United States (Federal Aviation Administration), Mexico (Directorate General of Civil Aviation), Canada (Transport Canada) and Brazil (Brazilian National Civil Aviation Agency).
Another newcomer to the Light Jet category is the Pilatus PC-24, whose customer deliveries started at the very end of last year.
Other aircraft, although less recent, remain very active on the light jet market thanks to continued updates. Last year, Embraer Executive Jets celebrated the 10th anniversary of the first flight of its Phenom 100 entry level business jet. Just two years after its December 2008 certification, the company had delivered 199 aircraft, making the Phenom 100 the most delivered business jet in the world. Today, over 350 aircraft are flying in 37 countries. The combined fleet of Phenom 100 and Phenom 300 aircraft is approaching 800 in close to 40 countries. Together, the Phenoms have now reached the one million flight hour mark.
In July 2016, the Phenom 100 EV was introduced. The updated jet features modified Pratt & Whitney Canada PW617F1-E engines, with 1,730 pounds of thrust, reaching a 405 ktas high speed cruise and up to 15% more thrust at hot-and-high airports – which equates to more range and a faster time to climb. The aircraft has a four-occupant range of 1,178 nautical miles (2,182 km), with NBAA IFR reserves. Designed for single-pilot operation, its cockpit features the touchscreen-controlled Prodigy Touch flight deck, based on the Garmin G3000, with larger HD displays, split screen capability, and a new weather radar. The first Phenom 100 EV was delivered to a customer in March 2017.
During NBAA 2017, Embraer unveiled the Phenom 300E light jet. Here the “E” stands for “Enhanced” in reference to its entirely redesigned cabin and the addition of nice HD CMS/IFE (Cabin Management System/InFlight Entertainment) by Lufthansa Technik. The Phenom 300E inherits the Embraer DNA Design, first introduced in its larger siblings, the Legacy 450 and Legacy 500 midsize jets. The application of this design in the Phenom 300E rendered a more spacious cabin with more customization options and ease of maintainability. Deliveries commenced in the first quarter of 2018.
Big Numbers from Cessna
Textron Aviation recently celebrated the delivery of the 2,000th aircraft from its Cessna CJ light jet family, a Cessna Citation CJ3+. The company offers a broad range of light jets, from the entry-level Citation M2 jet, to the CJ3+ and the top-performing CJ4. More than 7,000 Citation jets have been delivered to customers around the world, with the total fleet reaching nearly 35 million flight hours.
According to Textron, the single-pilot Citation CJ3+ has the best-in-class acquisition and operating costs, seating for nine passengers, up to 1,000 lbs. of baggage capacity and a maximum range of 2,040 nautical miles. The CJ3+ incorporates G3000 touch-screen avionics and high-speed internet capabilities such as LinxUs to provide real time diagnostics. When equipped with the Garmin GDL59 (Wi-Fi Datalink) and Garmin GSR56 (Iridium Satellite Receiver), LinxUs technology works with the Central Diagnostics Maintenance system (CDMS) to monitor the aircraft 100 percent of the time. In the event of an onboard issue, actionable answers are provided in real time, resulting in faster turnaround to get the aircraft back in the air.
We have not mentioned here the SyberJet SJ30. Originating in the 1980’s, this light jet powered by two Williams FJ44-2A engines and capable of a top speed of 486kts has a max range of 2,500NM. A successor of the Sino-Swearingen design, it has already been certified by the FAA, and its manufacturer is now preparing a revamped version that could entry into service by 2019 – so stay tuned!
In the Middle of the Pack
It’s not particularly easy to define midsize jets, as some light jets have more corresponding characteristics to midsize jets, and some midsize jets lean more towards the super-midsize category. For this article, we focus on the absolute, in-production, OEM-designated midsize jets, by which three OEMs are competing actively: Embraer Executive Jets, Bombardier Business Aircraft and Textron Aviation. Lucky for us, each OEM only produces a couple of midsize aircraft, which makes comparisons ever so interesting!
Midsize Category: Standard Characteristics
- Range between 2,000 and 3,250 nm
- Minimum runway length of 3,500-4,500 ft
- Seating capacity between 7 and 12
- MOTW between 20,000 and 40,000 lb
- Maximum seating between 9 and 12
- Price range between $11 and $19 million
Learjet 70/75 and the Citation XLS+
Starting at the lower end of the midsize class of aircraft are those with a range of around 2,000 nautical miles, such as the Bombardier Learjet 70 and 75 and Cessna’s Citation XLS+. The Citation XLS+ is an upgraded version of the original Citation Excel, which was introduced in the early 1990s. Since its first delivery in 1998, 936 units of the Excel, XLS and XLS+ varieties have been delivered. Of the entire fleet, close to 150 are operating in Europe, with Germany and Portugal as the top two countries.
Although the Lears are often designed as light jets with midsize features, their specifications come astonishingly close to those of the Citation XLS+. For instance, range-wise we’re talking about a difference of 60 nautical miles between the Learjet 70 and 75 (2,040 and 2,060, respectively) and the Citation XLS+ (2,100). While the both Learjets are powered by Honeywell’s TFE731-40BR engines, Cessna opted for Pratt & Whitney Canada’s PW545C turbofans.
The differences in passenger capacity, maximum speed and MTOW are also negligible: the Learjet 70 offers seating for up to nine passengers, as does the Citation XLS+, but the Learjet 75 reduces that number to a maximum of seven. Both Lears also feature a maximum speed of Mach 0.81, while the XLS+ only goes as fast as Mach 0.75. MTOW differs no more than 700 lb, between the Lears’ 21,500 lbs and the XLS+’s 20,200. However, the XLS+ does outclass both Learjets in take-off distance, with a little bit less than 900 feet. Finally, while the Learjet 70 is $1.7 million cheaper than the $13 million Citation XLS+, the Learjet 75 ups it a notch to $13.8 million.
Our verdict: any frequent business flyer looking for a lighter jet with midsize features can surely find the right fit among these three options.
Legacy 450 vs the Citation Latitude
Moving on to the middle of the midsize aircraft category we find Embraer’s Legacy 450 and Textron Aviation’s overwhelmingly popular Citation Latitude. Both aircraft obtained their relevant type certificates in 2015, marking their entry into service, and have been competing ever since.
Not so surprisingly, their individual specifications are similar on many levels. However, some points of differentiation can easily be found. Take their cabin dimensions, for instance. The Legacy 450 features the largest cross-cabin of its class, at 6 feet and 10 inches wide – even though the Latitude follows closely at 6 feet and 4 inches. Both cabins are identical in height at 6 feet, but the Legacy 450 outranks the Latitude with just over 2 feet in length.
Just like its slightly larger sibling, the Legacy 500, the Legacy 450 is powered by Honeywell’s HTF7500E engines, giving it a 6,540-pound thrust capacity, which sets its maximum speed at 0.83 Mach. The aircraft’s size and MTOW of 35,274 lbs allow for a take-off distance of 3,907 feet. The Latitude, on the other hand, runs on Pratt & Whitney Canada’s PW306D1 turbofans with a 5,907-pound thrust, resulting in a maximum speed of Mach 0.80. Its relatively smaller size and lower MTOW of 30,800 lbs allows it take off over a significantly shorter distance of 3,580 feet. Even when it comes to range, both aircraft are worthy competitors – the Legacy 450 offers a maximum of 2,904 nautical miles, whereas the Latitude comes in at 2,850.
In short, the Legacy 450 offers a larger cabin, a longer range, higher maximum speed and MTOW, but requires 500 feet more to take-off. Although the Latitude has proved itself to be the most popular aircraft in its class, the Legacy has one other feature that outranks the competition: its price tag. For all the above advantages, the Legacy 450 still costs $1 million less than the $16.25 million Citation Latitude.
Regardless, recent annual delivery reports show that the Citation Latitude claimed the most deliveries for the second time in a row in its segment. Last year, 54 units were delivered worldwide, up with 30% from 2016’s 42 units. According to the company, the aircraft has been certified in 43 countries, and since its entry into service two and a half years ago, 112 units have been delivered, outselling its nearest competitor 4 to 1. To date, only 15 units of the Legacy 450 have been delivered.
Both the Legacy 450 and 500 will be on the static display at EBACE 2018, each of which will be showcasing a number of new features. Embraer introduced several options that have enhanced the aircraft’s performance and passenger comfort, including FANS 1/A+ technology and a reduced maximum cabin altitude. The FANS 1/A+ technology allows datalink communications between the aircraft’s pilots and the nearest air traffic control. The reduced maximum cabin altitude from 6,000 ft to 5,800 ft – when flying at 45,000 ft – improves passenger and crew comfort, while at the same time increasing passenger fatigue mitigation.
“Extensive customer interaction has generated improved ergonomics through design improvements to the leg rests, lumbar adjustments, heating and massage, and the addition of headrest wings,” says Guy Douglas, Embraer’s EMEA Director of Corporate Communications. “The new seating options also offer customers more personalization options through new styles in stitching, leather material textures and color applications.”
The new seating options became available to customers receiving aircraft in the second quarter of 2018.
Legacy 500 vs Citation Sovereign+
Moving to the far-end of the midsize category of aircraft, the same two OEMs are battling out yet another duel – this time between the Legacy 500 and the Citation Sovereign+. However, while the Legacy 500 outclasses the Citation Sovereign+ on similar levels as the Legacy 450 did with the Citation Latitude, the Sovereign+ does outclass the Legacy 500 in range – albeit by only 75 nautical miles.
The Sovereign+ also maintains its edge on the Legacy 500’s take-off distance, again by a firm 500 feet. What’s more, the Sovereign outprices the Legacy 500, by slightly more than $1 million. Of course, the Sovereign has been in service since 2004, and formed the basis for the Citation Latitude, whereas the Legacy 450 and 500 are clean sheet designs.
According to the company, since its first delivery, to date 423 units of the Sovereign and Sovereign+ models have been delivered, of which close to 40 are currently operating in Europe, with Germany as its market leader.
Although officially designated as a super-midsize aircraft, Bombardier’s youngest upgrade of its famously popular Challenger 300 series, the Challenger 350, is an out-of-class close call competitor to the Legacy 500 and Citation Sovereign+.
First things first: the Challenger 350 does come with a substantially higher price tag, at a firm $26.6 million. That’s over $7 million higher than the Legacy 500, and close to $9 million more than the Sovereign+. But with the higher price tag come more advantages. For example, the Challenger 350 offers a wider cabin than the Legacy, albeit by just four inches
While mentioning the Bombardier’s Challenger 350, it wouldn’t kill anyone to also mention Cessna’s Citation X+, the Gulfstream’s G280 or the upcoming Citation Longitude – but these all rightfully belong in the super-midsize class of aircraft. Their increased range and higher performance in comparison to the above list was a direct result of the 2008 economic blowback where both the light and midsize segments suffered bigger blows in favour of the long-range and large-cabin segment. But all of this just highlights how the lines between one category and another are often blurred – at best.
Long-Range, Large-Cabin Aircraft: In a League of their Own
Although every business aircraft is unique, to simplify things the industry has created several loosely-defined categories of aircraft. The long-range, large-cabin category of business aircraft has been gaining name and fame since the economic downturn of 2008, which hit the light and mid-size categories hard. While those two classes suffered severely in terms of number of deliveries, the long-range, large-cabin aircraft remained resilient. This can be partly explained by the substantial price difference between entry-level, light and mid-size business jets on the one hand and the transcontinental, ultra-long range and luxurious large-cabin business jets on the other.
Although this category is primarily defined by cabin size and total range, aircraft in the long-range, large-cabin category tend to also meet specific minimum requirements for capacity, MTOW, price and runway length. Not surprising, the range of this kind of aircraft is pretty extensive, varying between 5,000 and 7,500 nautical miles. Equally unsurprising are the larger measurements of the cabin, typically starting at a minimum length of 40 to 50 feet, a width between 7 and 9 feet, and a height of 6 feet. The larger the cabin, the more passengers the aircraft can carry – and here we’re talking about between 16 and 20 passengers.
Both the size of the aircraft and the higher capacity have an affect the aircraft’s maximum take-off weight, which usually lies between 70,000 to 100,000 lbs. The size of the aircraft also implies a certain runway length, reducing the number of available airports that these jets can operate to. In the case of long-range, large-cabin aircraft, the required runway length lies between 5,250 and 6,500 feet. And of course, with larger jets come higher prices, and these fluctuate between $45 and $65 million per unit.
Big Cabin Comparison
When it comes to cabin size, the Bombardier Global 7000 reigns supreme. At 2,637 cubic feet, its cabin size allows for four individual living spaces and a permanent crew rest area. The Canadian OEM announced the Global 7000 during the 2010 NBAA convention and, together with its sibling, the longer-range Global 8000, are extensions of the company’s popular Global 5000 and Global 6000 aircraft. Since the behemoth’s first flight in November of 2016, five test aircraft have successfully joined the testing program and type certification is expected to occur in the first half of this year. Powered by GE’s Passport engine, the Global 7000 uses 16,500 pounds of thrust to take off over a little less than 6,000 ft.
While the production of the Global 7000 is already sold out through 2021, there are increasing doubts about whether or not the Global 8000 will ever spread its wings. No significant orders have been made since 2010.
Meanwhile, the G650, Gulfstream’s flagship, has been in the game since 2008. During EBACE 2014, the Savannah-headquartered OEM announced the Extended Range G650ER. With 2,583 cubic feet of cabin space and an extended range of 7,000 to 7,500 nautical miles, the G650ER is positioned as a direct competitor to the Global 7000. At a unit price of $60 to $62 million – depending on the extended range – the G650 beats the Global 7000 on price by about $3 million. While the Global 7000 offers eight feet more cabin length, the G650’s cabin width and height top that of the Global 7000 – albeit by only a couple of inches. Both the G650 and the Global 7000 share a maximum speed of Mach 0.925.
The G650ER will be on the static display at EBACE. According to Gulfstream Corporate Communications and Media Relations Director Heidi Fedak, there are more than 40 G650 and G650ERs operating out of Europe. “Both the G650ER and the G650 continue to provide European customers with the performance standards that keep these aircraft in a class of their own, from their long-range capabilities at high speeds to the four-living-area cabin fully customized to each customer’s mission requirements and design preferences,” she says.
In third place for largest cabin space is the Dassault Falcon 8X, which comes with 2,038.5 cubic feet of room. The Falcon 8X took the flagship crown from the popular 7X during its unveiling in 2016. The Falcon 8X can not only fly 500 nautical miles further than the 7X, but also features the longest cabin of the entire Falcon family at 42 feet and 8 inches. Powered by three Pratt & Whitney Canada PW307D turbofan engines, the $58 million tri-jet requires 6,000 feet to take off and can travel 6,450 nautical miles.
The Price Tag Comparison
Cabin size is one thing, budget is another. For example, although the G650 has earned its rightful place among the top three of largest cabin aircraft in the industry, at $60 million, it also comes at a price. Which brings us to Dassault.
Although Dassault had to axe its Falcon 5X program in December of 2017 due to ongoing issues and delays with the development and certification of the Safran Snecma Silvercrest engine, the French OEM did present a new Falcon less than two months later. The Falcon 6X maintains the Falcon 5X’s industry-leading cabin cross-section (8 feet and 6 inches wide and 6 feet and 6 inches high – up an inch over the G650). It also adds an additional two feet of length over what the 5X was offering, not to mention another 300 nautical miles in range to the 5X’s 5,200 nautical miles. Needless to say, the OEM opted out of returning to Safran for the 6X’s engines, instead assigning the task to Pratt & Whitney Canada, who will be delivering two PW812D – the “D” stands for Dassault – turbofans to power the aircraft.
At $47 million, anyone who doesn’t necessarily need the G650’s 7,000 nautical mile range but does require a large cabin, the upcoming Falcon 6X might be the perfect fit.
A more direct competitor to the Falcon 6X – considering the huge difference in range and resulting price with the G650 – is Gulfstream’s latest addition, the G500. Admittedly, with 128 cubic feet less cabin space, the Falcon 6X does outmatch the G500 on that level (even if the G500 has 1 foot and two inches more cabin length). However, the G500’s maximum speed – Mach 0.925 – outclasses the Falcon 6X’s Mach 0.90. What’s more, aside from practically equal MTOW and take-off distances, the G500’s 2017 list price stands at $3.5 million less than the Falcon 6X.
“The all-new Gulfstream G500 will also land in Geneva on the tailwinds of a 12-country world tour that began in January to give customers a first-hand experience of the aircraft’s vast capabilities and design excellence,” says Fedak. These capabilities include an increased range over the G500’s originally announced range — the aircraft can fly 5,200 nautical miles at its long-range cruise speed of Mach 0.85, and at its high-speed cruise of Mach 0.90, the G500 has 4,400 nautical mile range.
“As the G500 prepares to enter service this year, European customers are among those who have shown an ardent interest in the aircraft, as well as its sister ship, the Gulfstream G600,” adds Fedak.
The Citation Hemisphere
Returning for a moment to cabin size, another recent and relevant addition to the long-range, large cabin segment is Textron Aviation’s Citation Hemisphere. Although the aircraft’s 4,500 nautical mile range lags its closest competitors (1,000 nautical miles less than the Falcon 6X, and 700 less than the G500 and the Global 5000) the aircraft does compete well when it comes to cabin size. It boasts three feet more in length, features the same width as the Falcon 6X – and the widest of all Citations – and differs only inches in height.
With an estimated price ticket of between $30 and $35 million, the Citation Hemisphere could become a close competitor for the Falcon 6X, especially considering its projected earlier timeline. Textron Aviation plans to achieve first flight in 2019, with entry into service following the next year. In comparison, first deliveries of the Falcon 6X are expected to occur in 2022, giving the Hemisphere a two-year head start.
A noteworthy countering element, however, is Textron Aviation’s choice of the same Snecma Silvercrest engines that caused the Falcon 5X’s demise. Dassault’s initial argument for opting for Safran was the Silvercrest’s best-in-class fuel efficiency potential. If fully operational, it could save up to 15% in fuel consumption compared to its closest competitor. When Dassault announced the cancellation of the Falcon 5X, Textron did issue a statement expressing its full confidence that Safran would be able to resolve the problem before the Hemisphere’s projected first flight.
Solid Foundation, Robust Pipeline
All things considered, there are a lot of recent players that are entering the long-range, large cabin field – Gulfstream G500 and G600, Bombardier’s Global 7000 (and perhaps Global 8000), Dassault’s Falcon 8X and upcoming Falcon 6X, and the newest member of the team, the Citation Hemisphere. But what about the veterans still on active duty? Let’s not forget that the last G450 – due to be replaced by the G500 – was delivered in January of this year. Still in production aircraft such as Bombardier’s Global 5000 and 6000, Gulfstream’s G550 and Dassault’s Falcon 7X have proved to be tremendously popular over the last 15 years, and deliveries haven’t stopped.
“The G550 continues to see customer demand in Europe thanks to its long-standing reputation as the leader in its segment,” says Fedak. “The aircraft’s reliability, technologically advanced flight deck and cabin comfort offers a great value for European customers. Overall, Gulfstream’s fleet in Europe increased by 15 percent between 2013 and 2017.”
With a solid foundation of veteran players and a robust pipeline of new entrants, expect the long-range, large-cabin category to be the driving force for Business Aviation in the years to come.