“Nothing surprises me,” says Vincent. “We were on a sugar high in 2021 and 2022, fed by essentially free money. Now with middle single-digit loan rates, we’re getting back to a more normal market.”

Adds Ron Epstein, senior equity analyst at Bank of America: “The COVID recovery was kind of a weird thing. We’re getting back to a normal [growth] trajectory pre-COVID.”

Rising interest rates haven’t yet been much of a damper on new aircraft sales, as up to 60 percent to 70 percent of purchases now are all cash or 50 percent cash down/50 percent financing. Less than one-third involve a large loan. Some buyers look at 6 percent aircraft loan rates in relation to the 8 percent returns they’re making on investments, so they’re choosing to finance aircraft purchases rather than tying up cash.

The current market cooldown is more related to supply chain snags, particularly as noted by the heads of Bombardier, Dassault, and Gulfstream. Éric Martel, Bombardier’s CEO, says fewer of the firm’s suppliers have problems, but the remaining ones have systemic issues that need remedial work. Bombardier has its own specialists embedded with key suppliers to provide support should issues arise.

Dassault chief Éric Trappier points out that supply chain issues in 2023 are worse than last year, partly from the fallout of Russia’s invasion of Ukraine. Some materials, such as titanium, are in short supply, and European aerospace manufacturer’s energy costs have soared. In mid-July, Trappier disclosed that sales had slowed in the first half of 2023 as compared to the same period in 2022 in large part because of the war in Ukraine.

Gulfstream president Mark Burns says that while supply chains are constricted, the Savannah, Georgia, firm began reordering parts and materials two years ago, resulting in fewer challenges. Phebe Novakovic, CEO and chairman of General Dynamics, Gulfstream’s parent company, has modestly scaled back projected deliveries for 2023.

There’s an upside to supply chain snags, says Epstein, because “it prevents anybody from spoiling the party because it forces production discipline.” Simply put, manufacturers cannot flood the market with an oversupply of airplanes.

Market growth also is being constricted by aircraft certification delays. Similar to many other organizations, the FAA encouraged many employees to work remotely during the COVID-19 pandemic. Several staff members have been reluctant to move back to FAA offices after experiencing the freedom and flexibility of their remote workplaces. Industry observers claim sparsely staffed FAA certification offices are creating long delays in paperwork processing.

In addition, the FAA has doubled down on its aircraft certification checks in the wake of the Boeing 737 Max debacle, delaying by several months the type certification of the Dassault Falcon 6X and Gulfstream G700 and G800, plus potentially the Beechcraft Denali in 2025.

Prospects for smaller turbofan aircraft already in production remain bright. Cirrus, for instance, delivered 90 single-engine SF50 Vision Jets in 2022, according to the General Aviation Manufacturers Association (GAMA) aircraft shipment report. Demand for the entry-level Vision Jet remains strong because it’s an easy step up from Cirrus’ piston singles, owing to its combination of docile handling, human-centered flight deck design, passenger amenities, and top-notch customer support. It’s very similar to the success that Cessna enjoyed 50 years ago when it introduced the mild-performing, twin-turbofan Citation 500 as a modest step-up product from its 300- and 400-series piston twins.

The Vision Jet is the only turbofan aircraft as of yet to offer both a standard airframe parachute system and Garmin Autoland—branded Safe Return—providing unsurpassed peace of mind to occupants. Similar to the long-term growth plan that Cessna had with its Citation500 family, Cirrus is expected to develop faster, higher, and farther-flying turbofan aircraft as follow-on products to the Vision Jet. As FLYING previously reported, Cirrus Aircraft filed for a $300 million initial public offering on the Hong Kong Stock Exchange to provide funds for new aircraft development and increased pro-duction capacity, among other growth goals.

• READ MORE: We Fly: Cirrus Vision Jet G2+

Deliveries in the light jet twin-turbofan market continue slowly to decline, in large part because of the steep drop in demand for Embraer Phenom 100-series aircraft, once the most popular light jet by a wide margin.

Phenom 100 deliveries soared during its first two full production years (2009-2010) for the 100, with Embraer producing nearly 200 units. The Phenom 100 completely eclipsed its archrival, the Cessna Citation CJ1+, a light jet that was $1 million more expensive and somewhat slower. The Phenom 100’s introductory price was on par with the Cessna CE-510 Mustang, but its cabin cross section was nearly as big as the Learjet 45. The Phenom 100’s tall stance and airstair door made it look even larger than its actual size, adding to its perceived value. Owner pilots also favored the Phenom 100’s Garmin G1000 avionics package over the CJ1+’s Collins Pro Line 21 system.

Three years later, Textron Aviation responded by delivering Citation M2, a CJ1 variant with more thrust, Garmin G3000 avionics, a plusher interior than the Embraer, a 40-plus-knot cruise speed advantage, 160 nm more range, and a more attractive price tag than CJ1+. Within a few years, M2 took the sales lead from Embraer in this class and it clearly has maintained it. M2 steadily is catching the Phenom 100 in total sales, with Textron now having delivered more than 340 Citation M2 jets compared to Embraer’s 400-plus Phenom 100 aircraft.

M2 deliveries also surpass those of HA-420 HondaJet, despite the latter’s having a roomier cabin, higher cruise speeds and, arguably, the quietest interior in the light jet class. The Citation, however, offers superior runway performance and a roughly $800,000 lower price.

Veteran buyers also are keen on product support, giving Textron Aviation a major competitive edge over Embraer and Honda Aircraft, according to some industry observers. Textron Aviation delivered nearly double the number of M2 jets in 2022 compared to the HondaJet, and it’s on track to preserve a similar margin in 2023. Phenom 100 comes in a distant third.

Competition in the upper end of the light jet market is far different. Three competitors, Embraer’s Phenom 300E and Textron Aviation’s Citation CJ3+ and CJ4 Gen2 face off. The Brazilian offering has compelling advantages—biggest cabin volume, lowest cabin altitude, longest range, highest cruise speed, and smallest price. Phenom 300/300E deliveries, as a result, now exceed those of CJ3+ and CJ4 Gen2 combined. The Phenom 300 also siphoned off so many Learjet 75 orders that Bombardier was compelled to shut down production. Notably, the Phenom 300 has been the best-selling light jet for more than a decade. And it’s the only light jet to be purchased by all three major fractional aircraft operators—NetJets, Flexjet, and Airshare.

The upmarket Pilatus PC-24 resides in a class of its own, straddling the boundary between light jets and midsize aircraft. Its 18,300-pound max takeoff weight, fuel efficiency, single-pilot certification, and runway performance make it competitive. Its 500-cubic-foot cabin volume, flat floor, standard autothrottles, and 400-knot block speed nudge it into the midsize niche. The right engine has a special low idle rpm ground mode that enables it to double as an APU, thereby providing heating, air conditioning, and electrical power when the aircraft is parked. The PC-24 is the only jet in either class to have a 4.2-foot high by 4.1-foot wide aft cargo door. It can use unpaved runways, just like the PC-12 NGX turboprop. That increases the number of landing facilities it can use from 10,650 to 21,000.

Textron Aviation’s Citation Ascend, the fifth-generation Citation CE-560XL, is the last remaining truly midsize class jet. Gone are Citation III/VI/VII, Hawker800, Gulfstream G150, and Learjet 60. None had the 560XL’s blend of short-field performance, cabin comfort, operating economics, and low purchase price—though it won’t reach the market until 2025.

Ascend could be the last member of the venerable CE-560XL family, a placeholder to buy time for Textron Aviation to develop a clean-sheet replacement aircraft with more speed, more range, and more cabin volume. At nearly $17 million, Ascend’s price point puts it close to the $18 million Embraer Praetor 500, a super-mid-size aircraft with 70 percent more range, 40 to 70 knots more speed, and half again more cabin volume.

• READ MORE: Citation Ascend Mock-Up to Debut at NBAA

The Praetor 500 can fly nonstop between almost any two U.S. continental coastal cities at Mach 0.80 against winter winds. It has the lowest cabin altitude in its class, 5,800 inside while cruising at 45,000 feet. It boasts full-tanks, full-seats loading flexibility. It has a wet galley, vacuum lavatory, and optional Viasat KA-band SatCom connectivity. It’s the least expensive jet in FLYING’s Buyers Guide to boast fly-by-wire flight controls, a technology that used to be available only on the most expensive jets from Bombardier, Dassault, and Gulfstream. Topping all that, it beats Citation Ascend’s short-field performance on equal length missions. However, being much heavier than Citation Ascend, Praetor 500 burns 20 to 25 percent more fuel.

• READ MORE: We Fly: Embraer Praetor 500

The super-midsize class remains one of the most hotly contested sectors with offerings from Bombardier, Gulfstream, and Textron, as well as Embraer. All contenders feature two cabin sections, typically configured with double-club seating or a single-club section up front and a divan plus two facing chairs at the rear. Bombardier Challenger 3500, the latest variant of the Challenger 300 that entered service in 2003, sports a cabin with nearly the same cross section as a Gulfstream V, lower cabin altitudes to reduce fatigue, more comfortable and stylish Nüage chairs and numerous connectivity and convenience upgrades.

The Challenger 300 series has been the bestseller in class for two decades because of its combination of cabin comfort, performance, operating economics, and dispatch reliability. With fat margins and fuel problems, it’s a cash cow for Bombardier. However, some industry analysts maintain Challenger 3500 is due for a major refresh to keep it competitive in the long term.

The Gulfstream G280 is the performance leader, capable of flying four passengers 3,700 nm at Mach 0.80, and eight passengers 3,500 nm at the same speed. Its cabin is slightly narrower than Challenger 3500, but it’s longer, so the volume is virtually the same. The G280 features a wing derived from the GV airfoil, albeit one with different twist and improved winglets. Fuel efficiency rivals the best class, a result of the low drag wing, fuel-efficient HTF7250G turbofans and comparatively high cruising altitudes. For example, it can climb directly to 43,000 feet on an ISA+10 degree Celsius day. Demand for G280 is getting stronger, with Gulfstream delivering 24 aircraft in 2022, according to GAMA.

Textron Aviation’s Citation Latitude is the firm’s bestselling jet, with 42 deliveries in 2022. Passengers love this airplane, especially its roomy aft lavatory. This low-risk derivative of the Model 680 Sovereign+ offers the largest cabin cross section of any Citation yet to enter production but one with impressive structural efficiency. Its increase in empty weight is less than 360 pounds compared to Sovereign+, while its cabin is 4 inches higher and 11 inches wider. It features the first flat floor in a Citation, a 9.66 psi pressurization system that maintains cabin altitude below 6,000 feet and a Garmin G5000 flight deck. Cabin width is about 5 inches narrower, and floor width is 7 inches less than in the Praetor 500, thus its cross section is the leanest in class. The Latitude’s typical block speed is 400 knots, so it’s optimized for two- to three-hour trips even though it has a 6.5-hour endurance.

• READ MORE: We Fly: Cessna Citation Latitude

The Latitude’s fraternal twin, the Citation Longitude, shares its cabin cross section, low cabin altitudes, and G5000 avionics package, but little else. The wing has a super-critical airfoil with 28.6 degrees of sweep at one-quarter chord. It’s powered by Honeywell HTF7000 series turbofans, considered best in class by Bombardier, Embraer, and Gulfstream. Normal cruises peed is Mach 0.80, so mission block times are nearly identical to those of Gulfstream G280.

The jet will fly four passengers 3,500 nm and eight passengers 3,400 nm at that speed, enabling it to cruise from New York to Paris, but not necessarily Paris to New York against winter headwinds. On typical two-to three-hour missions, the Longitude burns less fuel than the Latitude and its takeoff and landing distances are only slightly longer. Textron Aviation’s asking price is nearly $30 million, the highest in the super-midsize class, but that’s not dampening sales, again boosted by the company’s renowned product support and the air-plane’s unsurpassed low cabin noise levels. Textron Aviation delivered 26 units in 2022.

Embraer’s Praetor 600 is the value leader in this market niche. With a $21.5 million base price, it’s less than $2 million more than the Citation Latitude, yet it offers an extensive list of standard features. Along with the Praetor 500, it’s the only super-mid to have fly-by-wire flight controls. Its cabin cross is slightly smaller than either the Bombardier Challenger 3500 or Gulfstream G280 but larger than the Latitude or Longitude. Similar to the Citation Latitude and Praetor 500, there is no access to the unpressurized aft baggage compartment in flight. With a highest-in-class, 16,000-plus-pound fuel capacity, it can fly eight passengers 3,900 nm at long-range cruise. At Mach 0.80, range is close to 3,700 nm.

While orders are strong at all the jet manufacturers in FLYING’s Buyers Guide, storm clouds rapidly are forming in Europe. Climate change activists cut the airport security fence at Geneva International Airport (LSGG) in May and chained themselves to aircraft on display at the European Business Aviation Convention& Exhibition, calling for a total ban on private jets, decrying them as “toxic objects” and carrying signs that read, “Warning: Private Jets Drown Our Hope.”

Another environmental group sprayed orange paint on a Citation CJ1 at Sylt, Germany, in June, and a third splattered yellow paint over an Embraer Phenom 300E at Ibiza, Spain, in July, unfurling a banner that read, “Your Luxury = Our Climate Crisis.”

Dassault fully understands the threats posed by environmental protesters in Europe, warning that aviation bashing often translates into government regulatory policies. Amsterdam’s Schiphol Airport (EHAM), for instance, plans to ban private jets after 2025. Dassault officials counter that all 2,100 Falcon Jets in service produce the same emissions as a single day of internet video streaming.

To put business jet aviation emissions into perspective, it’s constructive to first look at global energy-related carbon dioxide emissions. In 2022, the total was 36.8 billion metric tons, according to the International Energy Agency. IAE says aviation represents 2 percent of total CO2 emissions, or 736 million metric tons. ICAO also quotes a 2 percent aviation share, based upon research conducted by the Intergovernmental Panel on Climate Change. GAMA claims that business aviation represents 2 percent of all aircraft emissions, or 14.7 million metric tons.

The World Health Organization, in contrast, reports the tobacco industry emits 84 million metric tons of CO2 every year, more than 5.7 times as much as business aviation. FLYING knows of no climate change activists who are protesting cigarette smoking.

“There’s [an] angle of class warfare here,” says Epstein, the Bank of America analyst.

Says another business aviation veteran: “Business jet owners are targeted as fat cats that don’t have to go through TSA. It’s not yet an existential threat in the U.S. But what happens in Europe eventually comes here.”

In light of growing public sentiment regarding the carbon impact of private jets, the business aviation industry has committed to slashing total CO2 emissions by 50 percent by 2050 compared to 2005. Transitioning from fossil fuel to sustainable aviation fuel (SAF or bio jet-A) can reduce overall aircraft CO2 emissions by 80 percent, according to the International Air Transport Association. Some SAF advocates claim up to 90 percent reduction, depending upon the bio feedstocks and production processes.

The challenges to making the jump from fossil jet-A to SAF are immense. Currently, the aviation industry uses close to 100 billion gallons of jet-A annually but only 14 million gallons is SAF, the majority of which was purchased by business jet operators, according to Timothy Obitts, CEO of Alder Fuels, a leading sustainable fuels company in Virginia. One big hurdle to scaling up SAF production is price. The wholesale cost of biojet is up to three times as much as fossil fuel, so FBOs are bound to charge a substantial premium for it, squeezing the already tight budgets of many light jet operators.

• READ MORE: Business Aviation Industry Groups Aim to Speed Adoption of SAF

“Scaling up production of SAF is beyond the scope of business aviation,” says Epstein. “It’s not happening anytime soon. It’s going to take a massive investment by government. And then business aviation can ride on the coattails.”

However, the underpinnings of the business jet sector remain strong.

“People want to travel by air,” Epstein says. “The industry needs to be aware of climate change pressures and manage them. Climate change activists aren’t the ones buying business jets.”

The post Jets: Reaching the Service Ceiling appeared first on FLYING Magazine.

On Monday, it announced the debut of the Phenom 100EX—the latest edition to the light jet segment from the Brazilian aircraft manufacturer. The jet has received type certification from the FAA, European Union Aviation Safety Agency (EASA), and Brazil’s ANAC.

At the company’s customer delivery facilities in Melbourne, Florida, on October 2, FLYING had a preview and a demo flight on the new jet ahead of the show. Primary among the updates I was able to experience in flight were the implementation of Embraer’s runway overrun awareness and avoidance system (ROAAS) as well as upgrades to the interior and cabin layout. The 100EX will be the first in the segment to incorporate the ROAAS, meant to address the incidence of runway overrun accidents.

Also, Flight Stream 510 on board the Phenom 100EX will now allow the pilot to connect their portable devices to the aircraft, an important time saver. Pilots can also download data from the airplane, allowing for thorough and timely analysis. Additional improvements to the Garmin G3000-centric flight deck include automatic 3D volumetric scanning with lightning and hail prediction, stabilized approach protocols, and predictive wind shear.

“We are proud to announce the Phenom 100EX—an aircraft designed to experience excellence with superior comfort and disruptive technology that enhances safety,” said Michael Amalfitano, president and CEO of Embraer Executive Jets. “This product reimagines the entry-level flight experience, offering enhanced comfort, empowering pilots, and enriching journeys to deliver more value to our customers.”

Flight Demo: ROAAS

One item that may not trigger a “wow” until you feel the difference in flight is Embraer took owner-pilot feedback on the relative openness of the cabin to the flight deck and improved it by paring down the divider behind the pilot’s seat. In our demo, I sat in the sideways “jump” seat for the approach and landing and felt much more able to converse with the pilots during that portion of the flight.

That came in especially handy as we hauled down final at Melbourne Orlando International Airport (KMLB) for the ROAAS trial. The pilots had spoofed the system into thinking we only had 3,000 feet available instead of the 10,181 feet of pavement comprising KMLB’s Runway 9R. The system uses real-time aircraft and weather data to update the length of runway required for the current aircraft state. A series of alerts chime progressively if the runway length doesn’t match what’s needed, prompting the pilot to either fix the problem or go around.

• WATCH: The Embraer Phenom 100EX Launch 

The cabin updates stem from Embraer’s “Design DNA,” with improved seat design, new upper tech panels for cabin controls, and use of sustainable materials throughout. Also, the pilot’s seat now has additional seat tracking for better legroom and easier ingress and egress from the left seat. Flush-to-the-wall tables maximize workspace, and thoughtfully detailed passenger amenities complete the updated experience.

Embraer has sold out of its 2024 positions on the Phenom 100EX, with deliveries available in 2025. Base price has been held to $4.995 million, with the new features a combination of standard equipment and options.

The post Embraer Reveals the Phenom 100EX Ahead of NBAA appeared first on FLYING Magazine.

Case in point: Bombardier. Though the Montreal-based company has contracted over the past five years through divestment of its Q400 and de Havilland product lines and shifted its focus away from commercial aviation, it appears to be coming through all right, having made sound decisions. The first delivery of the Challenger 3500 took place in September 2022, going to launch customer Les Goldberg, chairman and CEO of Entertainment Technology Partners. “As a previous owner of a Challenger 350 business jet, I can say with confidence that Bombardier has hit all the right notes in creating a next-generation aircraft,” Goldbergsays. “The cabin interior is spectacular, and I appreciate the added comfort and productivity that these new features will bring to our worldwide travels.”

According to the latest projection by Bombardier CEO Éric Martel, the company is taking advantage of the continued attractiveness of business aviation through Q3 2022 to both private individuals and corporations looking to avoid the squeeze of airline travel. In fact, the company expects to deliver more than 120 units by the end of the year.

The 3500 is distinguished by its auto throttle system—which received approval under TransportCanada in April—and the fact that Bombardier has published an Environmental Product Declaration for the model, making it the first of the super midsize jets to launch with this transparent life-cycle impact state-ment that outlines its projected potential for smog creation, ozone depletion, and water pollution.

Those key drivers—the pivot to business and personal travel by private aviation, the focus on sustainability, and the targeting of niche segments within the turbine market—are reflected in the owner-flown turbine segment as well.

Owner-Flown Mounts

Historically low interest rates recently have seen upward pressure, and those rising mortgage rates will surely slow the market as access to capital wanes. At press time, the federal funds rate bumped up to 3.25 percent, with an anticipated rise to up to 4 or 4.25 percent at meetings in November and December, according to kiplinger.com.

But Jim Blessing, president of AirFleet Capital—which writes loans on all models of owner-flown aircraft from pistons to jets—hasn’t seen the needle move just yet, though he admits it could change at any point. “It’s been a wild ride,” Blessing says. “Activity levels are still a little ahead of what they were in 2018,” even considering the interest rate cuts ahead of the COVID-19 crisis.

Though Blessing says that AirFleet’s activity overall is transitioning back to “more normal levels,” with fewer new transactions and more refinancing, there’s still a bright horizon. New aircraft make up 30 percent of AirFleet’s annual volume, and Blessing reports those activity levels are “a bit higher this year [in 2022]. Are interest rates going to upset buying habits?” Hard to tell, but Blessing says there is still ample cash out there earmarked for aircraft purchases. “Our biggest competitor [as a loan underwriter] is a cash buyer.”

If you want a new turbine mount, in most cases you’ll need to negotiate a substantial waiting list. Manufacturers, such as Textron Aviation, Pilatus, and Gulfstream, all register backlogs into 2024 or later—a point reflected in Blessing’s assessment: “We’re not seeing any inventory on the OEM side. Cancellations are an opportunity for the OEM,” allowing them to accommodate a new buyer at a better price than the one previously negotiated when material and workforce costs were lower.

What does this mean for the pilot or flight department that wants a new jet for the fleet, or to enter business aircraft ownership for the first time? You have a wide range of exciting platforms with incredible long-range, high-speed performance—and a “greener” signature—but you might have to plan carefully in order to secure one on your preferred timeline.

Fractional Fleet Updates

Another part of the jet market that has benefited from the continued development of niche turbine mounts are fractional jet operations. Volato, based in Atlanta, Georgia, recently announced that it would expand from its current fleet of 11 HondaJet Elites to add the Gulfstream G280. The company placed an order for four units in September.

With these incoming aircraft, Volato said it would be able to expand its business model to serve a wider share of the market. “When we launched Volato, our strategy was to initially target the largest segment of the market that was not being directly addressed: short-haul flights with only a few passengers,” Volato CEO Matt Liotta says.

“From listening to our customers’ needs and recognizing that our innovative business model is not just limited to light jets, we are excited to expand our model to larger aircraft,” Liotta adds. “This would also ensure that existing HondaJet customers would be able to fly their edge case missions that are farther or with more passengers.” The jump from six seats to the 10-passenger configuration in the G280 allows for that growth, making it the first company to operate the super midsized jet in a fractional model.

The post A Hot and High Market appeared first on FLYING Magazine.

FLYING reported last week that Embraer delivered 10 commercial jets and 23 executive jets in the third quarter, 10 percent more than it did in the same period the previous year. The commercial and executive revenue contributed $253.3 million and $271.7 million, respectively, and was up 4 and 6 percent year over year.

• READ MORE: Embraer Confirms Brazilian Financing Deal for SkyWest

Of the 23 executive jets it delivered, 15 were light jets and eight midsize jets. While demand is still strong this year, it still lags behind 2021. In the first nine months of this year, Embraer said the 79 commercial and executive jets it delivered pulled in a combined $1.35 billion in revenue, compared to the $1.58 billion it had during the same period in 2021. 

In fact, Embraer said that the strong demand for executive jets made its third-quarter earnings the second-best in the last decade.

• READ MORE: Embraer Illuminates Plans for Aviation’s ‘Future Ecosystem’

During this same period, however, Embraer’s Defense & Security segment has shrunk. So far this year, the segment’s $296.6 million in revenue is 38 percent less than it achieved during the same period in 2021. The company stated that as of the third quarter, there were four units of C-390 Millennium in the production line destined for the Brazilian Air Force (FAB), two units for the Portuguese Air Force, and one for the Hungarian Defense Forces.

• READ MORE: Embraer C-390 Completes Flight Tests for Firefighting Missions

Supply Chain Woes, Still

While business is still strong, the company said supply chain challenges across the world still continue to affect its output. In its Services and Support segment, Embraer said these constraints were “affecting the availability of spare part inventories, delaying repair turnaround time, and increasing the quantity of back-ordered items.” 

CEO Francisco Gomes Neto told investors during the company’s earnings call Monday that with such challenges, especially during the fourth quarter which typically has the highest demand, it would be hard for the company to meet its 2022 goal of delivering 60 executive jets. Year to date, it has delivered 52, eight shy of its target.

“The problem now is that we have had more delays from suppliers with parts arriving late in the process,” Neto said. “We believe the deliveries will be on the lower end of the guidance.”

Looking ahead, the CEO said the company was taking strategic steps to improve production and lead time. For instance, Neto said Embraer was working closely with Toyota to reduce the production time for the wings of the E2 jets.

Big picture, Embraer’s operating profit for the third quarter this year was $50 million, up from $35.7 million last year. Its firm order backlog reached $17.8 billion during the third quarter, which is the same as in the second quarter of this year, but up 6 percent over the third quarter of 2021.  

The post Embraer’s Q3 Revenue Dips Alongside Defense Demand appeared first on FLYING Magazine.

Of those, 10 were commercial jets, and the other 23 were executive jets (15 light and eight midsize). Moreover, for the first nine months this year, Embraer said it had delivered 27 commercial and 52 executive jets, a total of 79. 

Citing a strong rebound in commercial travel and high demand for business aircraft, the company said it expects to meet its 2022 deliveries guidance.

The Embraer E175 led the way in the commercial segment, with nine sold during the quarter. Meanwhile, SkyWest Airlines (NASDAQ: SKYW), the largest E175 operator in the world, shared last week with its investors that it took deliveries of two E175 aircraft to operate for American Airlines (NASDAQ: AAL) and another seven to support its contract with Delta Air Lines (NYSE: DAL). 

The regional airline also said it plans to accept delivery of eight more E175s by 2025, which will increase its fleet to a total of 240 E175 aircraft.

On the executive jet side, Embraer said it delivered 13 Phenom 300 to customers in the quarter. The Phenom 300 has been the best-selling light jet for a decade. In the midsize category, Embraer delivered customers four Praetor 500s and 600s.

Other third-quarter highlights include the delivery of the 1,700th E-Jet, a program which began nearly 20 years ago, in 2004. Embraer said the 195-E2 jet was acquired by the leasing company, Aircastle, and delivered to KLM Cityhopper, the regional carrier for KLM. 

At the end of the quarter, Embraer said its backlog reached $17.8 billion, or 297 aircraft. Of those, 188 are for the E195-E2 platform, which Embraer says is the most fuel-efficient single-aisle aircraft.

• READ MORE: Embraer Flies Its E195-E2 With 100 Percent SAF Powering One Engine

TechLion to debut at Airshow China 

In a separate announcement Monday, Embraer said its E195-E2 jet with the “TechLion” livery would make its debut at the 14th Airshow China in Zhuhai on November 8. The OEM expects to also release its 20-year Chinese commercial and freight market outlook, which relies on fleet flexibility, inflight connectivity, and sustainability. 

“Data reveals that 1 billion people living in China’s second and third-tier cities have never taken a flight. That is where the growth lies,” said Guo Qing, managing director and VP of commercial aviation for Embraer China. “With the right sized capacity and the best emissions and cost efficiency, Embraer’s commercial aircraft go deep into the capillaries of the regional market to build connectivity and meet fast-growing local market demand in the post-pandemic era.”

The post Embraer Delivers 33 Jets in Q3 Amid Strong Demand appeared first on FLYING Magazine.

At a press conference addressing big sustainability questions at NBAA’s Business Aviation Convention and Exhibition on Monday, Embraer Executive Jets president and CEO Michael Almafitano gave an energizing overview of the company’s broad plan to lead the development of the “future ecosystem” for aviation, calling it the company’s “fiduciary responsibility” as well as the right thing to do from a corporate ethics standpoint.

Almafitano pointed to the new buyers entering into the equation over the last five years—in all segments, including fractional, charter, whole, new, and used aircraft—as one critical model to follow. “People are access,” he said, noting that overall young people are starting to travel 20 years sooner than in previous generations. The way to reach them is to target the experiences that drive their purchase decisions, and model the clean energy they expect, not just from a propulsion standpoint but from a corporate one too, including parts and services that register reduced or zero-carbon emissions. 

Four Areas of Focus

Though Embraer Executive Jets is comprised of eight verticals, Almafitano covered four in his presentation, including:

• Zero-emissions propulsion
• Autonomous flight
• AI [artificial intelligence] and data science
• Industry 4.0—which is the application of big data to how the company builds products, such as the use of adaptive manufacturing.

With more than 1,600 executive jet aircraft delivered, 980-plus operators, and a footprint touching more than 70 countries, Embraer is poised to disrupt. When looking at the company’s investment in advanced air mobility with the Eve electric vertical takeoff and landing (eVTOL) aircraft, he talked about taking concepts from the single-pilot operated Phenom models and using those lessons learned to enable autonomy.

“Safety first, quality always,” he said was the driving philosophy—and security as part of safety, “otherwise you have a missile” in the event of a hostile takeover of an autonomous aircraft by a malevolent actor.

New Full-Flight Sim for Praetor 500/600

In partnership with FlightSafety International, Embraer also announced the upcoming availability of a full-flight simulator (FSS) for the Praetor 500 and 600 at FlightSafety’s Orlando location, beginning in the second quarter of 2023. Embraer’s fleet of Praetor aircraft in service now tops 200 units.

“With Praetor jet deliveries increasing consistently, we have realized the need to offer additional capacity for training to our customers worldwide. The new full-flight simulator will provide Embraer’s customers with the latest technological aircraft updates, bringing the highest level of service to the market,” said Johann Bordais, president & CEO of Embraer Services & Support.

The post Embraer Illuminates Plans for Aviation’s ‘Future Ecosystem’ appeared first on FLYING Magazine.