Business Jet Forecast
STATUS OF PROGRAMS
Aviation Week & Space Technology
10/06/2003, page 70
Business Aviation
ADAM AIRCRAFT 700
Adam Aircraft announced the all-composite, twin-engine A700 in October
2002 and flew a prototype in July 2003. The 1,200-lb.-thrust Williams
FJ33-1 engine is scheduled for certification in December 2003. The
aircraft incorporates the twin-boom tail and airfoil of the company's
piston-powered, "push-pull" A500, which was designed by
Burt Rutan, but its fuselage has been stretched by about 30 in.
to accommodate a lavatory and four passengers in a cabin just under
16 ft. in length. Duncan Aviation is assisting with the interior
design. The company estimates about 20,000 cabin-class twin-pistons
and -turboprops are step-up candidates for the A700, which it plans
to have in service toward the end of 2004. Adam claims direct orders,
options and dealer commitments for approximately 100 A500 models,
and revenues from these sales will help fund the A700 program. Initial
deliveries are planned for late 2004, a target which, if met, would
put the twin-boom design on the market about 18-24 months before
its Eclipse 500, Cessna Mustang and Safire Jet competitors.
AIRBUS CORPORATE JETLINER (ACJ)
This 12-43-passenger, twin-engine aircraft, a corporate jet derivative
of the A319, was announced in 1997. Customer deliveries began in
November 1999. Through 2002, approximately 15 ACJs had been produced.
ACJ customers have a choice of either the IAE V2500 or the CFM International
CFM56 turbofans. Aircraft partners include Rockwell Collins (communications
and navigation equipment). The ACJ competes in the large corporate-configured
aircraft class with the Boeing Business Jet. A conservative forecast
would be for around 61 ACJs to be built in the 2003-12 period.
BOEING 737 BBJ/BBJ2
Launched in 1996 as a joint venture of Boeing and General Electric
Aircraft Engines, the BBJ combines the 737-700 fuselage with the
wing of the heavier 737-800 and incorporates 11 fuselage tanks to
offer a range of nearly 6,000 naut. mi. with 25 passengers. Operators
can vary the number of tanks to alter the capacity of the aircraft's
cargo compartments. Power is provided by a pair of CFM56-7 turbofans
rated at 26,400 lb. thrust each. The engines feature a Lockheed
Martin Control Systems-supplied FADEC. Launch customer GE received
the first BBJ at the end of 1998. The larger BBJ2 was launched in
1999 and is basically a 737-800 featuring a 19-ft. fuselage stretch
offering 25% more cabin space and twice the luggage capacity of
the baseline BBJ. It can be configured for up to 78 passengers and
has a range of 5,735 naut. mi. The Boeing Business Jets compete
with the Airbus A319CJ and, to a lesser degree, with the considerably
smaller Bombardier Global Express and Gulfstream 550 models. Deliveries
began in late 2001. Through 2002, Boeing sold 82 BBJ/BBJ2 models
and delivered 71, and is expected to deliver an additional 139 during
2003-12.
BOMBARDIER CHALLENGER 300
Originally announced as the Continental, the Challenger 300 was
launched in June 1999, and a prototype flew in August 2001. The
last of five prototype/flight test aircraft flew in March 2003,
and Bombardier reported more than 115 orders when the aircraft was
certificated in June 2003. The Challenger 300 is powered by two
fuselage-mounted Honeywell AS907 turbofans rated at 7,000 lb. thrust
each. The engine achieved certification in June 2002. Propulsion
partners include AIDC (fan), GKN (nacelle), ITP (engine casings
and nozzle guide vanes), Techspace (rotating low-pressure turbine
hardware) and Hurel-Hispano (clamshell thrust reversers). The aircraft
features Rockwell Collins Pro Line 21 avionics; other suppliers
are Mitsubishi Heavy Industries (wing), Messier-Dowty (landing gear),
Group Intertechnique (fuel system), Parker Aerospace (hydraulic
system), Liebherr Aerospace (ECS, anti-ice system, flap controls),
Shorts (center fuselage) and AIDC (rear fuselage and empennage).
The aircraft's prime competitors are the Raytheon Hawker Horizon,
Citation X, Gulfstream 200 and Cessna Sovereign. Bombardier built
two production-standard aircraft in 2002 and is projected to deliver
326 units in the 2003-12 period.
BOMBARDIER CHALLENGER 604
A prototype, modified from an earlier model Challenger 601-3R, flew
in September 1994 with GE CF34-3A engines and, in March 1995, flew
with its definitive CF34-3Bs rated at 9,220 lb. thrust each. That
engine was certificated in mid-1995 and features a Lockheed Martin
Control Systems dual-channel FADEC. Challenger 604 Transport Canada
and FAA certification was achieved in September and November 1995,
respectively; through 2002, Bombardier delivered 243 aircraft, including
about 12 military/special mission versions. The Challenger 604 was
upgraded in June 2001 with Rockwell Collins PrecisionPlus Pro Line
4 avionics, which reduce pilot workload and are compatible with
future air traffic requirements. Suppliers include Shorts (thrust
reversers and nacelles), Honeywell (pressurization, air-conditioning
systems and APU), Hamilton Sundstrand (bleed air anti-icing of wing
leading edges, engine intake cowls and guide vanes) and Flight Dynamics
(optional HGS 2150 HUD). The Challenger 606's prime competitors
are the Gulfstream IV-SP and Dassault Falcon 2000 and 900C models.
Bombardier is projected to deliver 194 Challenger 604s in 2003-12.
BOMBARDIER GLOBAL EXPRESS
Bombardier launched the ultra-long-range (6,010-naut.-mi.) Global
Express in December 1993 and Transport Canada and FAA certification
was granted by late 1998. A pair of fuselage-mounted Rolls-Royce
Deutschland BR710A2-20 turbofan engines, at 14,750 lb. thrust each,
power the aircraft, which is typically configured for eight passengers.
Engine combustor work is done by Vickers Precision Components, Lucas
provides the accessory-mounted gearbox, Shorts and Hurel-Hispano
provide the complete engine nacelles, and Smiths Engine Controls
designed and produces the BR710's FADEC. Aircraft partners include
Honeywell (avionics and APU), Lucas Aerospace (electrical systems),
Messier-Dowty (landing gear), Parker Aerospace (flight controls,
fuel and hydraulic systems), Sextant (flight control system), Hamilton
Sundstrand (slat/flap actuation system, ram air turbine) and Liebherr-Aerospace
Toulouse (air management system). Demand for the Global Express
fell off in 2002, and the line was closed for 6-8 weeks last November,
but the manufacturer shipped nine aircraft in the first half of
2003. Global Express competes with the Gulfstream V, which got off
to almost a two-year head start. Global Express shipments totaled
113 through 2002; an additional 192 deliveries are projected for
the 2003-12 period.
BOMBARDIER GLOBAL 5000
A high-speed, shortened derivative of Bombardier's Global Express
featuring a spacious cabin, the Global 5000 was formally launched
in February 2002 with 15 letters of intent. A prototype flew in
March 2003. The aircraft will fit between the manufacturer's Challenger
and Global Express models and offers ranges of 4,800 naut. mi. at
Mach 0.85 powered by two Rolls-Royce Deutschland BR710A2 turbofans
rated at 14,750 lb. thrust each. Risk-sharing partners include Rolls-Royce
Deutschland and Mitsubishi Heavy Industries; the latter is responsible
for the center fuselage and wing sections. Certification is planned
for the first quarter of 2004. The Global 5000 will compete with
the Gulfstream 400 and Dassault Falcon 900EX. The aircraft shares
a high degree of commonality with the Global Express, with many
of the same subcontractors and suppliers. A projected 170 Global
5000s will be produced in 2003-12.
CESSNA CITATION BRAVO
Cessna announced the Bravo in September 1994 and the seven-passenger
twin was certificated in early 1997 powered by two Pratt & Whitney
Canada PW530A turbofans rated at 2,750 lb. thrust each at takeoff.
Germany's MTU holds a 25% share of the engine program and supplies
the low-pressure turbine, exhaust case and bypass mixers. Nordam
provides the target-type thrust reversers, and IMI Marstan is responsible
for the engine's fuel-oil heat exchangers and fuel manifolds. The
PW530A was certificated in December 1995. Bravo replaced the Citation
Ultra on the Cessna line in early 2000; through 2002, Cessna delivered
245, including five OT-47B military versions for the U.S. Air Force.
Suppliers include Honeywell (Primus 1000 avionics) and Lockheed
Martin (cockpit voice recorder). Prime competition comes from the
Learjet 31A and its Learjet 40 replacement, and from the Raytheon
Beechjet 400A. With four passengers and 45-min. reserves, the Bravo
has an IFR range of 1,990 naut. mi. A projected 260 Bravos will
be delivered in 2003-12.
CESSNA CITATION EXCEL
The 8-10-passenger Excel was announced at the 1994 NBAA show and
combines the empennage and lengthened wing of the Citation Ultra
with a shortened Citation X fuselage. It is powered by a pair of
Pratt & Whitney Canada PW545A 3,640-lb.-thrust turbofans. The
engine was certificated in February 1997 and features a single-channel
Hamilton Sundstrand FADEC, Nordam thrust reversers, and fuel-oil
heat exchangers and fuel manifolds provided by IMI Marstan. At its
maximum 435-kt. cruise speed, the Excel offers a range of 1,600-plus
naut. mi. with full-fuel payload. Suppliers include Honeywell (RE-100
(XL) APU optional since mid-1999), Lockheed Martin (cockpit voice
recorder) and Rockwell Collins (radio altimeter). Standard avionics
is the Honeywell Primus 1000 digital suite, but a Rockwell Collins
system is available as an option. A prototype flew in February 1996,
certification was achieved in May 1998, and first deliveries were
in July 1998. Cessna delivered 299 Excels through 2002 and is projected
to ship another 346 in the 2003-12 period. Its closest competitor
is the Learjet 45, but the latter's 45 XR successor may prove to
be a tougher rival.
CESSNA CITATION X
The fastest in-production corporate jet, the Citation X was announced
in October 1990 and the first of three flight test aircraft flew
in December 1993. The aircraft's Rolls-Royce AE3007 engines first
flew on a Citation VII testbed in August 1992 and were certificated
in March 1995. Uprated AE3007C-1s, producing 6,764 lb. thrust each,
were incorporated on all aircraft delivered from January 2002. Fitted
with dual, fully redundant Lucas Aerospace FADEC, the improved engine
permits a 400-lb. increase in the aircraft's maximum gross weight.
Cessna has since announced that several optional features will become
standard equipment; these include the Honeywell TCAS II and EGPWS,
CVR, satcom, VHF/AFIS, and a second HF transceiver, a Teledyne angle-of-attack
indicator/indexer, tail floodlight, pulse and red strobe lights,
a Litton ELT, and a 76-cu.-ft. oxygen bottle. The Honeywell Primus
2000 autopilot/flight director is the core avionics system, and
a Max-Viz EVS 2000 enhanced visibility system is offered as an option.
The new Bombardier Challenger 300 is the Citation X's major competitor.
Cessna delivered 205 Citation Xs through 2002 and is projected to
deliver 275 more in the 2003-12 period.
CESSNA CJ1
Originally known as the CitationJet, which flew in 1991 and was
certificated in late 1992, the upgraded CJ1 was announced at the
1998 NBAA show. The five-passenger lightweight design is powered
by two Williams International FJ44-1 turbofans of 1,900 lb. thrust
each; the engine was certificated in March 2000. FJ44 suppliers
include Woodward Governor (hydromechanical fuel control system),
Chandler Evans (advanced fuel control system) and Unison (turbine
ignition exciters). Avionics include the Rockwell Collins Pro Line
21 as the core system with Rockwell Collins color weather radar
and Honeywell FMS and GPS. The aircraft's closest competitor is
Cessna's own CJ2, derived from this model. Through 2002, Cessna
delivered 145 CJ1s, following a production run of 365 of the original
CitationJets. An additional 88 CJ1s are projected for 2003-12 deliveries.
CESSNA CJ2
Announced in October 1998 and first flown in April 1999, this model
features a 33-in. fuselage stretch and a 3-ft. wingspan increase
over the baseline CitationJet to accommodate six passengers. The
CJ2 is fitted with two uprated FJ44-2C turbofan engines (2,300 lb.
thrust each), certificated in April 2000 and incorporating Woodward,
Chandler Evans and Unison components as in the FJ44-1. The aircraft
features the Rockwell Collins Pro Line 21 avionics suite. Honeywell
provides the aircraft's panel-mounted radios, KLN 900 GPS FMS, DME,
VOR and ADF. Certification was achieved in June 2000, deliveries
began in November 2000 and 137 were delivered through 2002. Cessna
will deliver an estimated 310 in 2003-12. The aircraft competes
against the Learjet 31A and Raytheon's Premier I.
CESSNA CJ3
This model was announced in September 2002 with a further (24-in.)
fuselage stretch, as compared with the CJ2, and further uprated
(2,780 lb. thrust each) FJ44-3A engines fitted with dual-channel
FADEC. The engine is scheduled for certification in the first quarter
of 2004. The CJ3 offers a 10-kt. speed increase plus 250 naut. mi.
more range than its CJ2 stablemate. A prototype flew in April 2003,
certification is scheduled for the second quarter of 2004 and first
deliveries are planned for the third quarter of 2004. Cessna claimed
160 orders in June 2003. The Rockwell Collins Pro Line 21 suite
is the core avionics system complemented by the Goodrich Skywatch
TCAS and TAWS terrain-avoidance system. The CJ3 will face competition
from the Sino-Swearingen SJ30-2 when that model makes its belated
debut. An estimated 390 CJ3s should be delivered in 2003-12.
CESSNA ENCORE
Cessna launched the Encore in October 1998, three months after a
prototype flew, and the aircraft was certificated in April 2000.
The prototype was based on a highly modified Citation Ultra aircraft.
The seven-passenger design is powered by two Pratt & Whitney
Canada PW535A turbofans rated at 3,360 lb. thrust each. This engine
was certificated in April 2000 and features single-channel Hamilton
Sundstrand FADEC, Nordam thrust reversers, and fuel-oil heat exchangers
and fuel manifolds provided by IMI Marstan. The standard avionics
package is based on the Honeywell Primus 1000 digital flight control
system with an integrated avionics computer. Encore competes with
the Beechjet 400A, Learjet 31and the latter's Learjet 40 successor.
Initial deliveries took place in September 2000, 82 were delivered
through 2002, and another 320 are projected for 2003-12 deliveries.
CESSNA MUSTANG
Cessna announced the six-seat light twin (Pratt & Whitney Canada
PW615Fs at 1,350 lb. thrust each) in September 2002, noting that
the design was an affordable ($2.3-million) upgrade for 12,000-plus
operators of cabin-class piston twins and turboprops. A prototype
is slated to fly in mid-2005, with certification one year later.
The new PW600 family turbofan is scheduled for certification in
the fourth quarter of 2005 and will feature dual-channel FADEC.
As of August 2003, Cessna claimed 330 Mustang orders. Power will
be provided by two aft fuselage-mounted Pratt & Whitney Canada
PW615Fs, with dual-channel FADEC, rated at 1,350 lb. thrust each.
Mustang is Cessna's smallest jet and evolved from late-1990s studies
of a twin-turboprop design. The aircraft will compete with the Eclipse
500 and Safire Jet.
CESSNA SOVEREIGN
Cessna announced the midsize Sovereign, scheduled for late 2003
certification, in October 1998. A prototype flew in February 2002
and was joined in the flight test program by two preproduction aircraft.
These chalked up more than 670 hr. by late January 2003, at which
time Cessna reported more than 100 firm orders. The aircraft is
powered by two FADEC-equipped Pratt & Whitney Canada PW306C
turbofans producing 5,686 lb. thrust each. The engine was certificated
in July 2002; MTU, holding a 25% program stake, provides the low-pressure
turbine module. Airframe suppliers include Fokker Aerostructures
(tail surfaces), Honeywell (APU, Primus Epic avionics, environmental
control and cabin pressure control systems) and Max-Viz (EVS2000
enhanced visibility system). Cessna is expected to deliver 260 Sovereigns
in 2003-12. The aircraft will compete against the Raytheon Hawker
800XP and Gulfstream 100/150 types.
DASSAULT FALCON 50EX
This aircraft is an extended-range version of the earlier Dassault
Falcon 50. The 50EX was launched in April 1995 with first flight
following in April 1996. The aircraft received French certification
in November 1996 and FAA certification the following month. Initial
delivery occurred in July 1997. Through 2002, approximately 79 Falcon
50EXs had been produced. This 8-19-passenger business jet is powered
by three 3,700-lb.-thrust Honeywell TFE 731-40 turbofans. Propulsion
partners include Hurel-Hispano (thrust reversers). Aircraft partners
include Labinal (wiring), Liebherr Aerospace (engine bleed air system),
Messier-Dowty (landing gear), Rockwell Collins (Pro Line 4 avionics),
SARMA (flight control actuating rods) and Thales Avionics (displays).
In addition to the 50EX, competitors in the medium business jet
class include the Bombardier Learjet 60, Cessna Citation X, Gulfstream
G100 and Raytheon Hawker 800XP. Approximately 43 Falcon 50EXs are
forecast for production during 2003-12.
DASSAULT FALCON 7X
This 8-20-plus-passenger business jet, initially known as the Falcon
FNX, was launched in June 2001. First flight of the 7X is planned
for 2005, with initial deliveries in 2006. This aircraft is to be
powered by three 6,100-lb.-thrust Pratt & Whitney Canada PW307A
turbofans. Propulsion partners include Aermacchi and Hurel-Hispano
(nacelles and thrust reversers). Aircraft partners include Aircraft
Braking Systems Corp (wheels, brakes and brake control system),
EADS CASA (horizontal stabilizer), EADS Socata (upper fuselage section,
body fairing), Goodrich (air data system, flap and airbrake system,
electrical generation and distribution system), Intertechnique (oxygen
system), Latalec (wiring), Latecoere (rear fuselage), L'Hotelier
(fire detection and extinguisher system), Messier-Dowty (landing
gear), Parker (hydraulic system), Saint Gobain Sully (windshields,
windows) and Sonaca (wing leading edge). In addition to the 7X,
competitors in the long-range business jet class include the Bombardier
Global 5000 and Gulfstream 500. Approximately 173 Falcon 7Xs are
forecast for production between 2005 and 2012.
DASSAULT FALCON 900C
This 8-19-passenger business jet is the current production version
of the standard Falcon 900 trijet. The 900C was announced in mid-1998.
First flight occurred in December 1998. The aircraft received French
certification in June 1999 and FAA certification two months later.
Deliveries began in December 1999. Through 2002, approximately 17
Falcon 900Cs had been produced. The 900C is powered by three 4,750-lb.-thrust
Honeywell TFE 731-5BR-1C turbofan engines. Propulsion partners include
Hurel-Hispano (thrust reverser for the central engine). Aircraft
partners include Auxilec (starter/generators), Honeywell (APU, Primus
2000 avionics), Labinal (wiring), Messier-Bugatti (braking system,
nosewheel steering and sequencing system, TPMS, wheels) and Messier-Dowty
(landing gear). Besides the 900C, competitors in the long-range
business jet class include the Bombardier Global 5000 and Gulfstream
G400. Conservatively forecasting, about 15 Falcon 900Cs could be
built in 2003-06, with production then possibly ending.
DASSAULT FALCON 900EX
This aircraft is an extended-range version of the Falcon 900. The
900EX was announced in October 1994. First flight occurred in June
1995. French certification was achieved in May 1996 and was followed
in July 1996 by FAA certification. Deliveries began in November
1996. Through 2002, approximately 119 Falcon 900EXs had been produced.
This 8-19-passenger business jet is powered by three 5,000-lb.-thrust
Honeywell TFE 731-60 turbofan engines. Propulsion partners include
Alenia (nacelles and central engine thrust reverser), Latecoere
(engine pylons) and SABCA (center engine intake cowling). Aircraft
partners include HAI (rear fuselage fuel tank), Honeywell (APU,
Primus 2000 avionics), Labinal (wiring), Latecoere (T5 fuselage
section), Messier-Bugatti (braking system, nosewheel steering and
sequencing system, TPMS, wheels) and Messier-Dowty (landing gear).
Besides the 900EX, competitors in the long-range business jet class
include the Bombardier Global 5000 and the Gulfstream 400. Production
of approximately 158 Falcon 900EXs is expected in the 2003-12 period.
DASSAULT FALCON 2000
This 8-19-passenger business jet was launched in October 1990 with
first flight occurring in March 1993. European JAA certification
was awarded in November 1994, followed by FAA certification in early
February 1995. Initial customer delivery occurred in mid-February
1995. Through 2002, approximately 206 Falcon 2000s had been produced.
The 2000 is powered by two 5,918-lb.-thrust General Electric/Honeywell
CFE738 turbofans. Propulsion partners include Alenia (nacelles),
Hispano-Suiza (accessory gearbox) and Thales (engine instruments).
Aircraft partners include Alenia and Piaggio (aft fuselage), Honeywell
(air turbine starters, APU), Intertechnique (fuel management system),
Labinal (wiring), Messier-Bugatti (braking system, nosewheel steering
and sequencing system, wheels), Messier-Dowty (landing gear) and
Rockwell Collins (Pro Line 4 avionics). Besides the 2000, competitors
in the large business jet class include the Bombardier Challenger
604 and the Gulfstream G300. Approximately 23 Falcon 2000s are forecast
for production in 2003-05, with production then possibly ending
in favor of the new Falcon 2000EX.
DASSAULT FALCON 2000EX
This aircraft is an extended-range version of the Falcon 2000. The
2000EX was announced in October 2000, with first flight occurring
in October 2001. FAA and European JAA certifications were received
in March 2003. Initial delivery was in the second quarter of 2003.
The 8-19-passenger aircraft is powered by two 7,000-lb.-thrust Pratt
& Whitney Canada PW308C turbofans. Propulsion partners include
Nordam (nacelles and thrust reversers) and OGMA (engine pylons).
Aircraft partners include AIDC (rudder), Alenia (T5 fuselage section,
baggage bay door), HAI (wing emergency exit door), Latecoere (flaps),
Messier-Bugatti (wheels), Messier-Dowty (landing gear) and Potez
(cabin door). Besides the 2000EX, competitors in the large business
jet class include the Bombardier Challenger 604 and Gulfstream 300.
Some 285 Falcon 2000EXs could be built during 2003-12.
ECLIPSE AVIATION 500
The first of the new class of very light twinjets to fly (August
2002), the six-place Eclipse 500 was announced in March 2000 by
startup company Eclipse Aviation at a target unit price of $775,000.
The originally planned Williams EJ22 turbofans, at 770 lb. thrust
each, proved inadequate and Eclipse switched to a pair of 900-lb.-thrust
Pratt & Whitney Canada PW610Fs in February 2003. The new engine
is scheduled to begin flight testing in late 2004, with certification
planned in the first quarter of 2006. Accordingly, the program timetable
has slipped, with certification and initial deliveries now scheduled
for mid-2006, and the price has risen to about $975,000 for original
customers, and about $1.1 million for new buyers. A preproduction
aircraft is now flying with interim Teledyne 382-10E engines to
verify some of the aircraft's performance parameters. Eclipse will
use the friction stir welding process in place of riveting, a measure
expected to save both time and production costs. The aircraft will
feature autothrottles, which Eclipse touts as a feature typically
only available on larger, more expensive aircraft. The company is
claiming 2,100 orders and options. Primary competition is seen as
Cessna's Mustang and the Safire Jet.
EMBRAER ECJ 135 LEGACY
This aircraft is a 16-37-passenger business jet/corporate shuttle
version of the ERJ 135 regional transport. The Legacy was launched
in July 2000. First flight occurred in March 2001. The Brazilian
CTA awarded type certification to the Legacy in December 2001. The
European JAA granted certification to the Legacy in July 2002, with
FAA certification awarded in August 2002. Initial delivery occurred
in the second quarter of 2002. Through the end of 2002, approximately
10 Legacys had been produced. The aircraft is powered by two 7,057-7,952-lb.-thrust
Rolls-Royce AE 3007 turbofan engines. Propulsion partners include
Hurel-Hispano (nacelles and thrust reversers). Aircraft partners
include B/E Aerospace (seats), Hamilton Sundstrand (APU), Honeywell
(Primus 1000 avionics), Labinal (wiring) and Nordam (interior components).
Besides the Legacy, competitors in the super-midsize business jet
class include the Bombardier Challenger 300, Gulfstream 200 and
Raytheon Hawker Horizon. Conservatively forecasting, approximately
141 Legacy aircraft could be built during 2003-12.
GULFSTREAM 100
This 6-7-passenger business jet, known as the Astra SPX until 2001,
was announced in October 1994. First flight was in August 1994.
Israeli certification was received in December 1995, followed by
FAA approval in January 1996. Initial delivery occurred in February
1996. Through 2002, approximately 64 Astra SPX/G100s had been produced.
The G100 is powered by two 4,250-lb.-thrust Honeywell TFE 731-40R
turbofans. Aircraft partners include IAI (production of green aircraft),
Honeywell (APU, environmental control system), Goodrich (starter/generators),
Rockwell Collins (Pro Line 4 avionics) and SHL (landing gear). In
addition to the G100, competitors in the medium business jet class
include the Bombardier Learjet 60, Cessna Citation Sovereign and
Raytheon Hawker 800XP. Approximately 16 G100s could be built during
2003-05, when the G100 is expected to be replaced in the Gulfstream
product line by the new G150.
GULFSTREAM 150
This 6-8-passenger business jet, a wide-cabin version of the G100,
was announced in September 2002. First flight is scheduled for May
2005, Israeli and U.S. certification in January 2006, and initial
customer deliveries in August 2006. The G150 is to be powered by
two 4,400-lb.-thrust Honeywell TFE 731-40R turbofans. Aircraft partners
include IAI (production of green aircraft) and Rockwell Collins
(Pro Line 21 avionics). Besides the G150, competitors in the medium
business jet class include the Bombardier Learjet 60, Cessna Citation
Sovereign and Raytheon Hawker 800XP. Production of some 115 G150s
is anticipated during 2005-12.
GULFSTREAM 200
This 8-10-passenger business jet, known as the Galaxy until 2001,
was launched in September 1993. First flight occurred in December
1997. FAA and Israeli certification were granted in December 1998,
with first customer delivery of a Galaxy occurring in January 2000.
Through 2002, approximately 49 Galaxy/G200s had been produced. The
G200 is powered by two 6,040-lb.-thrust Pratt & Whitney Canada
PW306A turbofans. Propulsion partners include Nordam (nacelles and
thrust reversers). Aircraft partners include IAI (production of
green aircraft), Goodrich (starter/generators), Honeywell (APU,
multidisc antiskid carbon brakes) and Rockwell Collins (Pro Line
4 avionics). In addition to the G200, competitors in the super-midsize
business jet class include the Bombardier Challenger 300, Embraer
Legacy and Raytheon Hawker Horizon. About 213 G200s are forecast
for production during 2003-12.
GULFSTREAM 300
This 11-19-passenger business jet, a reduced-specification version
of the G400, was announced in September 2002. The FAA granted certification
in January 2003. Deliveries began in August 2003. The G300 is powered
by two 13,850-lb.-thrust Rolls-Royce Tay Mk. 611-8 turbofans. Aircraft
partners include Aerostructures Corp (wing), Aircraft Braking Systems
Corp (digital electronic brake-by-wire system), Dowty (electronic
steer-by-wire system), Dunlop (carbon brakes) and Honeywell (APU,
SPZ-8400 avionics). Besides the G300, competitors in the large business
jet class include the Bombardier Challenger 604 and the Dassault
Falcon 2000EX. Conservatively forecasting, approximately 166 G300s
could be built during 2003-12.
GULFSTREAM 400
This 11-19-passenger business jet is one of the two current production
models in the Gulfstream IV (GIV) series, the other being the G300.
First flight of a GIV occurred in September 1985, with initial production
deliveries taking place in September 1986 after receipt of provisional
certification. Full certification was granted by the FAA in April
1987. Deliveries of an improved version, called the Gulfstream IV-SP
(GIV-SP), began in late 1992. Through 2002, a total of 500 GIV/GIV-SPs
had been produced. The G400 is generally similar to the GIV-SP.
It is powered by two 13,850-lb.-thrust Rolls-Royce Tay Mk. 611-8
turbofans. Aircraft partners include Aerostructures Corp (wing),
Aircraft Braking Systems Corp (digital electronic brake-by-wire
system), Dowty (electronic steer-by-wire system), Dunlop (carbon
brakes) and Honeywell (APU, SPZ-8400 avionics). In addition to the
G400, competitors in the long-range business jet class include the
Dassault Falcon 900EX. Approximately 61G400s are forecast for production
during 2003-06, with production then possibly ending in favor of
the new G4XX.
GULFSTREAM 4XX
Provisional designation for a follow-on version of the G400, sometimes
called the G450. It is currently in development with no announced
program schedule. The twin-engine G4XX is to be powered by a new
derivative of the Rolls-Royce Tay turbofan. Program partners include
Nordam (thrust reversers). Besides the G4XX, competitors in the
long-range business jet class include the Dassault Falcon 900EX.
Based on a formal program launch within a couple of years, approximately
175 G4XXs could be built through 2012.
GULFSTREAM 500
This 14-19-passenger business jet, a reduced-specification version
of the G550, was announced in September 2002. FAA certification
is planned for the fourth quarter of 2003. Deliveries will likely
begin by the end of the year. The G500 is powered by two 15,385-lb.-thrust
Rolls-Royce Deutschland BR710 turbofans. Propulsion partners include
Hispano-Suiza (accessory gearbox) and Hurel-Hispano (thrust reversers).
Aircraft partners include Vought Aircraft Industries (wing), Goodrich
(electronic standby instruments) and Honeywell (APU, Primus Epic
avionics). Besides the G500, competitors in the long-range business
jet class include the Bombardier Global 5000 and Dassault Falcon
7X. Production of approximately 139 G500s is expected during the
2003-12 period.
GULFSTREAM 550
This 14-19-passenger business jet, initially known as the Gulfstream
V-SP (GV-SP), was launched in October 2000. A prototype made its
initial flight in August 2001. The initial production GV-SP/G550
made its first flight in July 2002. The FAA granted provisional
type certification in December 2002 and full type certification
in August 2003. The G550 is powered by two 15,385-lb.-thrust Rolls-Royce
Deutschland BR710 turbofans. Propulsion partners include Hispano-Suiza
(accessory gearbox) and Hurel-Hispano (thrust reversers). Aircraft
partners include Vought Aircraft Industries (wing), Goodrich (electronic
standby instruments), Honeywell (APU, Primus Epic avionics) and
Kollsman (Enhanced Vision System). The G550 is a new derivative
of the Gulfstream V, production of which ended in 2002 after 193
aircraft were completed. Besides the G550, competitors in the long-range
business jet class include the Bombardier Global Express. Conservatively
forecasting, approximately 307 G550s could be built during 2003-12.
LEARJET 40
This seven-passenger business jet was announced in July 2002. First
flight occurred in August 2002. FAA certification was awarded in
July 2003. Service entry is planned for early 2004. The Learjet
40 is powered by two 3,500-lb.-thrust Honeywell TFE 731-20AR turbofans.
Aircraft partners include de Havilland (wing), Honeywell (Primus
1000 avionics) and Shorts (fuselage). Besides the Learjet 40, competitors
in the light business jet class include the Cessna Citation Bravo
and Citation Encore and the Raytheon Hawker 400XP. Approximately
176 Learjet 40s are forecast for production during 2004-12.
LEARJET 45
This nine-passenger business jet was announced in 1992. First flight
occurred in October 1995. Initial certification was granted by the
FAA in September 1997, followed by full approval in May 1998. Initial
customer delivery occurred in July 1998. Through 2002, approximately
222 Learjet 45s had been produced. The Learjet 45 is powered by
two 3,500-lb.-thrust Honeywell TFE 731-20AR turbofan engines. Aircraft
partners include de Havilland (wing), Honeywell (Primus 1000 avionics)
and Shorts (fuselage). The Learjet 45 competes in the light medium
business jet class with the Cessna Citation Excel. Production of
about 449 Learjet 45s is expected during 2003-12.
LEARJET 60
This 10-passenger business jet was announced in 1990. First flight
occurred in October of that year. Certification was granted in January
1993, with deliveries starting soon thereafter. Through 2002, approximately
259 Learjet 60s had been produced. The Learjet 60 is powered by
two 4,600-lb.-thrust Pratt & Whitney Canada PW305A turbofans.
Aircraft partners include Hamilton Sundstrand (APU) and Rockwell
Collins (Pro Line 4 avionics). The Learjet 60 competes in the medium
business jet class with the Cessna Citation Sovereign, Gulfstream
100 and 150, and Raytheon Hawker 800XP. Conservatively forecasting,
approximately 239 Learjet 60s could be built during 2003-12.
RAYTHEON BEECHJET 400A
The Beechjet 400A was certificated in late 1989, offering greater
payload and altitude and a reconfigured cabin as compared with the
400. The 400 was itself a redesignation of the Mitsubishi Diamond
II; Beech acquired that program in 1985. The 400A is powered by
two Pratt & Whitney Canada JT15D-5s of 2,900 lb. thrust each
and accommodates 8-9 passengers. This model's heir apparent, the
Hawker 450, has been shelved and may not resurface, possibly resulting
in further upgrading of the 400A. The 400A competes with the Cessna
Encore and the new Learjet 40. Approximately 380 Beechjet 400As
were delivered through 2002 and another 39 are projected for 2003-12
deliveries.
RAYTHEON HAWKER HORIZON
Originally known as the Hawker 4000, the Horizon evolved from studies
of a follow-on to the Hawker 1000 program, which Raytheon acquired
from BAE Systems. The aircraft was announced at the 1996 NBAA show,
and a prototype flew in August 2001. The aircraft seats a maximum
of 12 people in a cabin featuring true stand-up height (72 in.).
Raytheon plans to cut material and labor costs by using proprietary
manufacturing processes applicable to composite and alloy structures.
These techniques will also reduce that aircraft's total number of
parts by a projected 50-60%, according to the manufacturer. Power
will be provided by two 6,500-lb.-thrust Pratt & Whitney Canada
PW308A turbofans. This engine first flew in March 1998, on board
a Fairchild Dornier 328JET. MTU has a 25% share in the PW300 program
and is responsible for the engine's low-pressure turbine module.
Risk-sharing partners on the Horizon include Fuji Heavy Industries
(all-metal wing), Eaton Corp. (hydraulic system), Fokker Elmo (wiring
harness), Honeywell (avionics integration), Meggitt Avionics (fire
and overheat protection, standby instrumentation), Messier-Dowty
(landing gear), Moog (flight controls, flap actuators), Smiths Industries
(fuel system) and Hamilton Sundstrand (utility systems management
integration). The aircraft will be equipped with the Honeywell Primus
Epic lightweight modular avionics system. The certification target
date has slipped several times owing to unspecified "developmental
and certification delays," and the current late-2003 target
may slide into early 2004. The manufacturer had reported 130 orders
and options in early 2003, but commitments for about 100 units held
by NetJets reportedly may be canceled. Horizon will compete primarily
with the Bombardier Challenger 300. Assuming customer deliveries
begin by late 2004, an estimated 200 Horizons will be delivered
in the 2003-12 timeframe.
RAYTHEON HAWKER 800XP
The 800XP was announced in 1995 as an upgrade of the Hawker 800
and features increased weights, a more comfortable cabin, and uprated
Honeywell TFE731-5BR-1H turbofan engines rated at 4,660 lb. thrust
each, resulting in a 14-kt. speed increase over its predecessor.
The -5BR was certificated in November 1991. Sweden's Volvo Flygmotor
acquired a 5.6% stake in the TFE731-5 program in 1980 and provides
the stationary compressor components and combustion chamber. Other
800XP improvements include greater payloads, longer ranges, shorter
takeoff field lengths and faster climb rates. Raytheon acquired
the original 125-800 program from BAE Systems in 1993, subsequently
transferring assembly to the U.S. In 2002, Raytheon offered the
800XP with the Rockwell Collins Pro Line 21 glass cockpit. Suppliers
include Northrop Grumman (fuselage-mounted engine pods), Universal
Avionics (cockpit voice recorder) and Goodrich (lightning detection
system). This aircraft has been one of the best-selling midsize
jets and offers perhaps the largest cabin in its class. Raytheon's
own, larger Horizon may siphon off some future 800XP demand and,
to a lesser extent, so may Cessna's new Sovereign. Since certification
in July 1995, 337 800XPs were delivered through 2002 (including
30 U-125A and other military versions); an additional 295 aircraft
are expected to be shipped in the 2003-12 period.
RAYTHEON PREMIER I
The six-passenger Premier I was introduced at the 1995 NBAA show,
and a prototype flew in December 1998 powered by a pair of Williams
FJ44-2A turbofans rated at 2,300 lb. thrust each. Engine suppliers
include Woodward Governor (single-channel electronic control unit),
Chandler Evans (advanced fuel control system) and Unison (turbine
ignition exciters). Raytheon built four prototype/flight test aircraft,
achieved FAA certification in March 2001 and delivered 47 units
through 2002. While generally classified as a light jet, the Premier
I features a roomy cabin typically found in the more expensive midsize
jets. The aircraft suffered some initial timetable slippage and
has struggled to meet some performance specifications, causing Raytheon
to revise its planned delivery targets downward several times in
the past two years. The Premier I's prime competitor is Cessna's
CJ2 but the upcoming Sino-Swearingen SJ30-2 may also dilute some
future demand. The Rockwell Collins Pro Line 21 EFIS suite is the
core avionics system. Approximately 435 Premier Is should be delivered
in 2003-12.
SAFIRE
This six-seat business jet was announced in April 2003, replacing
an earlier design. First flight is scheduled for 2004, followed
by initial deliveries in the first half of 2006. The Safire Jet
is to be powered by two 1,100-lb.-thrust Williams FJ33-4 turbofans.
Program partners include Apex Engineering International (empennage,
nacelles, wing), Avidyne (avionics), Castle Precision (landing gear)
and Metalcraft Technologies (fuselage). Besides the Safire Jet,
competitors in the entry-level business jet class include the Cessna
Mustang and the Eclipse 500.
SINO SWEARINGEN SJ30
This six-passenger business jet was announced in 1995. It is an
increased-performance version of the earlier SJ30-1 model. An SJ30-1
prototype had first flown in February 1991. It was later converted
to the SJ30-2 configuration, and first flew in that configuration
in November 1996. Two conforming SJ30-2 prototypes have since been
built and flown; one was recently lost in a crash. The SJ30-2 is
powered by two 2,300-lb.-thrust Williams FJ44-2A turbofan engines.
Aircraft partners include Integrated Aerospace (landing gear) and
Honeywell (Primus Epic avionics). The SJ30-2 competes in the entry-level
business jet class with the Cessna CJ1/2/3 and the Raytheon Premier
I. Sino Swearingen is expected to soon announce a revised program
schedule. Certification and initial deliveries are expected in 2005,
with approximately 280 SJ30-2s forecast for production through 2012.
Prepared in conjunction with Forecast International Inc., Newtown,
Conn. For more information, contact Ray Peterson, Forecast International's
director of research, at 203-426-0800, or e-mail him at ray.peterson@forecast1.com
