One fine day it may happen to everyone; a grave disease, an urgent hospitalization or God forbid, being involved in an accident. When it happens all we care about is to be transferred to a hospital as quickly as possible, so we can be treated in the best possible way. But suppose it happens while you are on a trip, at a business meeting in a region where medical treatment is not of the highest standard, or alternatively, we want to be taken to a hospital near our home.

Let's hope this fate will never befall us, but if it does, we are here to offer you our around the clock service seven days a week. At the shortest possible notice, a flying ambulance will be sent to you.

Depending on the location and the nature of the medical problem (our doctor will consult the attending doctor to determine how the rescue is to be carried out), a plane or a helicopter will be sent for the rescue or transfer operation. Since we have, at our disposal different types of aircraft (planes and helicopters), we can reach almost any destination.

Of course we do not mean a plane or a helicopter but rather a flying ambulance which is equipped with srare-of-the-art equipment (see the enclosed list) accompanied by skilled doctors. These will give the patient a stabilizing treatment and see to it that he is transferred to the desired medical center as quickly as possible. This medical treatment will be given until the patient arrives at the medical center. Enclosed hereby is the list of the medical equipment in the flying ambulance.

Following is a list of medical equipment that is approved:

• Incubator, Model TI-100/500 AIR SHIELD VICKERS
• Volume Ventilator, 2.01 COMPANION
• Monitor, Model 310 CARDIO PAK 2000, MENNEN MEDICAL
• Pulse Oximeter, Model N-100E NECLOR
• Suction, Model 7304D DEVILBISS
• Volumetric Infusion Pump, Model 927 IMED
• Infucheck Volume Pump, Model 1501EE IVAC
• Feeding Pump, 330 220V Y KANGAROO
• Suction Unit, Model 91-8850 PORT A VAC
• Volumetric Infusion Pump/Controller, Model PC-1 IMED CORPORATION
• Monitor Defibrilator and Battery Charger , Model PD4420 ZOLL
• Syringe Pump (a) GRASEBY 3100 (b) Braun Type 8714843
• Infusion 960 IMED
• Monitor/Defibrilator, CP 200 CARDIOPAC
• Pulse Oximeter 3740 OHMEDA
• Monitor/Defibrilator Type 08/16 AND Power Supply 160W 16VDC Vendor unknown
• Monitor/Defibrilator 10 P/N 804200-14 LIFEPACK
• Breathing Aid P/N 332108 BIPAP
• Suction 7304F VACUAID
• Suction Model 753790 AERAS
• Respirator Sullivan AUTTRALIZ
• Ventilator HT50H1 Vendor unknown
• Vacuum Pump ACCUVAC RESCUE WEINMANN
• Respirator INVENT 201 IC VERSAMED
• Breather OXYLOG 2000 P/N 8413950 DRAGER MEDIZINTECHNIK
• Medsystem III (iVAC) P/N : 2866AXOIEE3366848 ALARIS
• Portable oxygen concentrator Life Style P/N ASO81-1 with Life Style Battery Charger Model: BT011-1 AIRSEP - provided by MEDOX

As an alternative to purchasing an aircraft , you can lease one.

Leasing gives you the freedom of having a private jet at your disposal plus greater liquidity in the long term.

You might lease an entire jet or go into fractional ownership which is less expensive than purchasing a whole jet , but at the same time gives you the same luxury and convenience of full or fractional ownership.

- Fractional ownership has an additional benefit because the maintenance cost will be split by the number of owners.
- Fractional ownership is not affected by other owners' financial obligations.
- In addition it offers the benefits of private aviation without the burden of management responsibilities.
- Another important factor is that you will surely have some tax benefits.
Charter aviation expenses are deductible as travel expenses under Sec.162(a) and Regs. Sect1.162 (a) if they are adequately substamntiated as ordinary and necessary.
- A practice gaining more and more currency among traded corporations is creating a separate entity to purchase the jet and lease it back to the corporation.

In order to avoid double taxation , it is essential that a "fair rental value" lease between the entity and the corporation be negotiated.

This can be done by choosing the LLC (limited liability company) option.

In conclusion , the LLC members receive an ordinary loss on their individual income tax returns.

It can constitute an important cost-saving device for a company with substantial travel costs and can mitigate the problems employees face when taking commercial flights.

Never traveled by private jet before ?
Here are some FAQs to help you with a decision before you submit your request for a quote for a private airplane.

1. Are private jets more expensive than first-class commercial airline tickets ?
As a general rule, yes. So, if you are wondering whether booking a private jet is worthwhile and you have already determined that your budget is beyond a first class ticket, then please feel free to submit your request.

2. I have several people in my party, and by splitting the cost, is it cheaper to charter a flight than a first-class ticket ?
Probably not. If you have more people in your party, then you will need to get a larger private plane. We give estimates of passenger capacity in our Aircraft section, and generally, the larger the plane, the more expensive the quote. So, if it is within the budget of each person in your party to have a first-class ticket, please feel free to submit your request.

3. Can I get a ride on someone else's jet going from my town to the location I want ?
No, not usually. If you have chartered a flight yourself, you probably would not want to pickup strangers to fly on your jet. We have been requested to develop a 'ride-share program' for private jet flights and are considering it. Please check back later.

4. What about these empty legs, backhauls and deadheads where I can get a ticket for a reduced pricing ?
It is possible. We always try to construct empty legs with our quote to get you the cheapest price. However, it just depends on what private flights are available on the day that you wish to travel. But even with the beneficial pricing from an empty leg, it will still cost more than a first-class commercial airline ticket.

Private Aviation is worth it every penny. Try it for yourself.

The all-around performers at your service in our private jet charters. Midsize jets typically seat 6 to 8 passengers and feature a stand-up cabin and rear enclosed lavatory. Cabin dimensions are typically 5'10" high, 6' wide and 20' long. Most have a 4-5 hour range, with a few such as the Hawker 800XP boasting a 6-7 hour range enabling coast-to-coast flights with the required fuel reserve. Midsize jets include a mini-galley and many are equipped with audio/video entertainment. Interior appointments include a combination of luxury leather reclining captains chairs and leather 2 or 3-place couches. Standard catering is included. Midsize jet private charter flights represent an excellent combination of performance, comfort and efficiency.

This is the Aerion Supersonic Business Jet, the first private plane that will fly at 1.6 Mach. The first unit has just been purchased by Sheikh Rashid, the ruler of Dubai. This bird will be able to fly the Ellisons, Jobs and Gores of this world from Paris to New York in just over 4 hours, so even while it has a $80,000,000 price tag, there will be no demand problems for it. The aircraft specs are amazing:


Thanks to its design, the Aerion Supersonic Business Jet will be able to cruise at 1.15 Mach over land without producing any boom on the ground. The plane can also keep a 0.98 Mach speed offering a similar cost-per-mile than competing subsonic private jets and complying with US regulations. Over water, however, you will be free to speed it up and sustain 1.5 Mach with ease. To give you an idea, at this speed the Aerion can cross the Atlantic in two hours (it has a 4,600 miles range over 45,400 pounds of fuel) thanks to its Pratt & Whitney JT8D-219 engines.

Unlike the Concorde, which could only fly to certain airports through the world because of its operative requirements, this supersonic jet is designed to comply with environmental, sound and airport regulations everywhere. For example, the Aerion can land in just 3,460 feet, which makes it usable in most airports and a prime candidate to be Larry Ellison's next private plane.

Design-wise, the Aerion looks even better than the fastest turboprop private plane. At least, it looks stunning except for the color. But hey, for $80,000,000 I'm sure they will be able to deliver it in secret-plane black with alien markings.

The Aerion Supersonic Business Jet will be delivered in 2014, so you only need to decide if you want to spend $250,000 now for one of the forty "early delivery positions" or wait a couple more years to get it on a Black Friday, just like the rest of us.

Are you planning a trip in a private jet? If so, then it’s time you learn about comparing private jet charter prices. All private jet charters are not created equal and if you take the time to research properly and look into prices as well as how you will be accommodated, you can ensure that you will pick the right charter flight for you.

You have several choices when it comes to comparing different private jet charters prices, but one of the fastest and easiest ways to do the research is by using the internet. Here you can find many sites that make it easy to compare services and prices form several different charters in a matter of minutes. One of the first things that you need to research is the way that the company figures their rates. Some private jet charters will charge mileage and others will charge by a flat location fee only.

You also need to check on the hourly rate they charge, any discounts that are offered and what guarantees you will receive for the amount of money they will be charging for their service. You also need to check into the history of the companies to make sure they are reliable and trustworthy. After all, the most expensive does not guarantee you the best company and the cheapest may not offer the type of service you really need.

When checking the history of a private jet charter you need to learn as much about them as you can. You should search for things like what qualifications the pilots that are selected to fly the plane need and if you have your choice in pilots. What type of training exercises do the employees have to go through and what standards do they set for their employees.

You will also want to know if you have your own personal plane waiting for your every need. For example, if you wanted to request a plane for an entire weekend to take you wherever you wanted to go, is this possible? Or will you be sharing the service with other people for a reduced price in which case, you may have to call ahead to inform them you need to use the charter?

Another factor that you need to learn when comparing private jet charter prices would be rather or not the company has their own pilots and planes or if they are a service that simply connects you to pilots with planes. This is a very important aspect that needs to be known up front as it can have a big impact on your decision and the price you pay.

Remember that taking a private charter can be more comfortable and more reliable than a traditional commercial flight, but be sure to get the facts first before signing in to any contracts or choosing any particular charter company over another.

According to online travel advisories that work in collaboration with the state department travel plans should follow thorough research on everything. This includes trivial details like car rental deals as the advantage car rental has in distant travel destinations are infinite. The maui car rental deal is a very good deal too.

The Falcon 900EX is designed to bring the world within your reach.

The 900EX flies 4,500 nautical miles nonstop, the farthest in its class. And with its classic trijet engine design, the 900EX can use small airports at high altitudes, even on hot days. It's the most versatile aircraft and also one of the safest given its ability to fly slower on approach than its twinjet competitors.

A state-of-the-art flight deck offers pilots an uncompromising capability to monitor and control the progression of the flight while the spacious, custom-crafted cabin offers passengers the uncompromising capability to perform at peak levels while en route.

In the world of private jets, the rule of thumb is that if I fly this many hours (150, 200 or 250 hours per year) I should own my own jet.

The true answer is that “thumbs” come in all different sizes. This rule is not so simple to calculate. The private jet ownership decision depends on the type of use, not the number of hours of use.

For example, when a client of ours researched private jet ownership, they were told that because they were flying 800 hours, they needed a private jet of their own. The “rule of thumb” told them so.

The missing link was that they needed several aircraft on the same day out of 6 different regional offices for 1-2 day missions starting and ending out of those offices. The fact that they needed several aircraft per day quickly eliminated the single private jet ownership solution, as did the decentralized departures. We have found many clients for whom decentralized departures make the ownership of one private jet more expensive than aircraft charter or even fractional ownership.

The type of travel you will use for your private jet is extremely important when choosing to buy a private jet. For example, one of our clients did most of their travel to a destination and stayed for more than a week in each location. If they flew more hours than specified in the rule of thumb, then they should have bought a private jet, right?

Not so fast. They were flying to a destination and staying for 1-3 weeks. What happens to your private jet and your pilots when you stay for 3 weeks at your destination? The crew flies home (and back to the destination) commercially, and your private jet stays in a hangar, which can be costly.

Decentralized departures, one-way travel requirements and simultaneous use of multiple private jets are three of the many reasons that break the “thumb” rules. Don’t buy a private jet just because you fly a certain number of hours – it may not be your best option.

Owners, or potential owners, of the Hawker 800A’s and 800XP’s currently have the option of adding blended winglets to their private jet. This upgrade has been available since late 2004, during which more than 65 Hawkers have been modified. Many ultra-long-range and commercial jets now come standard with winglets -- but what exactly are the benefits of adding blended winglets to a private jet?

The main function of blended winglets is to reduce drag. Admittedly, drag reduction is probably not foremost on the minds of private jet owners, but it is an extremely important point. Reducing drag increases speed and decreases fuel consumption, thereby extending range and saving money.

Although the winglets cut operating costs, some owners shy away from the modification because of the initial expense of adding the winglets: the process takes three weeks and costs $438,000. The winglets improve the performance of the private jet and cut down on operating costs, which saves money – but how much money would really be saved by adding the winglets?

To begin with, Hawker 800’s with blended winglets burn on average 7% less fuel than their straight-wing counterparts. The Hawker 800 without winglets burns about 250 gallons per hour. With winglets, the Hawker 800 would consume only 232.5 gallons per hour, saving 17.5 gallons for each hour of flight time. Fuel currently costs $3.80 per gallon, which works out to a savings of $66.50 saved for every hour in the air. At this rate, it would take 6,628 hours of flight time to match the cost of adding the winglets.

However, adding the winglets increases the jet’s residual value, which not only makes it a more attractive option on the private jet sales market, but also increases its sale price. The cost of adding the winglets will benefit the owner both while he owns the jet and when he decides to sell it.

Another advantage of the winglets is their effect on the cruise speed of the private jet. To be specific, a Hawker 800 with winglets can fly 15 knots faster than the standard Hawker 800, while burning less fuel. The winglets also shave minutes off the climb to cruise altitude, saving both fuel and time. Furthermore, the economic fuel burn increases the Hawker 800’s maximum range by 180 nautical miles.

The winglets also improve the single-engine performance of the Hawker 800. Its engine-out cruise is faster, and its second stage climb capabilities increase. The improvement in both of these areas of performance would be most noticeable during an in-flight emergency, a time when a private jet’s performance counts the most.

In short, the cost of adding the winglets is not inexpensive, but the payoff is worth it. The Hawker with winglets will see increased performance, reduced costs, increased safety margins and the enhancement of the private jet’s value.

With all of the excitement associated with the debut of VLJs, or Very Light Jets, many private jet travelers are left wondering what it’s all really about. Is a VLJ a good option? How does it compare to larger private jets?

Comparing all available VLJs to dozens of larger private jets would be overwhelming, so for simplicity’s sake the VLJ Eclipse 500, the light Hawker 400XP, and the mid-sized Citation Sovereign will be the only jets compared.

The most obvious difference between the jets is in size. “Very Light” means “very small cabin.” Eclipse Aviation published the cabin’s maximum height and width as 4’ 2’’ and 4’ 8’’. They did not publish a cabin length. Compare that to the Hawker 400 XP’s height/width/length dimensions of 4’ 9’’/4’ 11’’/15’ 6’’, or the Citation Sovereign’s measurements: 5’ 8’’/5’ 6’’/24’ 3’’. The difference in dimensions in these planes can be partly attributed to their difference in maximum passenger seating – six, nine, and twelve, respectively – but those looking for roomier cabins should opt for larger private jets.

Baggage space is also a concern with VLJs. The Eclipse 500 has the least baggage space of all the VLJs, 16 cubic feet. Others, such as the Citation Mustang, have as much as 63 cubic feet available, but lose a little speed and economy of fuel burn. Baggage capacity in the Sovereign is uncharacteristically high for a private jet of its size at 135 cubic feet; the Hawker offers 53 cubic feet.

But don’t give up on VLJs altogether. They were engineered for their economy, not their size. The variable operating cost per hour of the Eclipse 500 (insurance, maintenance, fuel, and replacement parts) is estimated at $372. The Hawker 400XP costs $1,447 an hour to fly, and the Sovereign costs $1,974.

Furthermore, the new Eclipse 500 is expected to sell for $1.5 million. Maybe that sounds like a lot, but not when compared to the price of a new Hawker 400XP ($7.1 million), or the Sovereign ($15.9 million). That means that once some used Eclipse 500s reach the used private jet market, where jet prices drop between 15 and 40 percent in the first 5 years, it could cost between $1.28 million and $900,000.

Sound too good to be true? The drastically low operating and acquisition costs explain all of the hype associated with the debut of VLJs. There is a definite size-cost tradeoff, but for the private jet traveler looking for an economic option, a VLJ may be the perfect choice.

The super-midsize class of business aircraft is a fairly new addition to the private jet industry, but there is no lack of competition. The Gulfstream 200 Galaxy was one of the first private jets that could be classified as super-midsized. Not long after came the Challenger 300, a super-midsized private jet from Bombardier designed to compete head-on with the G200. Which jet won?

One of the biggest selling points of super-midsized private jets is their large, comfortable cabins. The cabins of both the Challenger 300 and the Gulfstream 200 fit between eight and nine passengers. Their widths and heights are almost identical, but the Challenger 300’s cabin is four feet longer. The Gulfstream 200 has the larger cabin volume by a margin of 8 cubic feet. It also wins in the baggage category with about 45 extra cubic feet of baggage space. If needed, the Gulfstream 200 can carry 1,600 pounds of baggage more than the Challenger 300, although ever needing to stuff 2,400 pounds of anything into a 150 cubic-foot space is dubious.

The two business jets differ in range when loaded to their maximum takeoff weights. The Challenger 300 has a range of 3,100 nautical miles, while the Gulfstream 200 has a range of 2,900 nautical miles. Both jets can comfortably tow passengers cross country on non-stop flights, but the extra 200 nautical miles of the Challenger 300 give it the range needed to fly missions that its competitor can’t: New York to London, for instance. However, when both jets are loaded with four passengers and available fuel (a more likely scenario than being loaded to maximum takeoff weight), the Gulfstream 200 wins out in maximum range, flying 3,312 nautical miles.

Another area in which the Gulfstream 200 outperforms the Challenger 300 is in its fuel burn. On a 600 nautical mile trip with fuel reserves and four passengers, the G200 burns 8% less fuel.

The biggest difference between the two jets is their runway performance. On a sea level runway, the Gulfstream 200 requires 6,340 to take off – 1,620 feet more than the Challenger 300 requires. On a runway at 5,000 feet elevation at 77 ˚ F, the takeoff distance of the Gulfstream 200 is 8,800 feet while the Challenger 300 needs only 6,860 feet of runway under the same conditions.

Both jets quickly climb to their cruise altitude of 37,000 feet. The Challenger 300 reaches cruise altitude in 14 minutes; the Gulfstream 200 reaches it in 19.

The Gulfstream 200 is powered by two Pratt & Whitney Canada PW306A engines, with a required inspection interval of 6,000 hours. The Challenger 300 is powered by two Honeywell HTF 7000 engines. Their required inspection interval is on condition, a potential savings in down-time and money if the engines hold up well.

The last area in which these private jets should be compared is in price. According to the most recent 2006 prices, the Challenger 300 costs 19.21 million new, and the Gulfstream 200 costs 21.65 million.

So which jet won the contest? The Gulfstream 200 wins in terms of baggage capacity and fuel economy, while the Challenger 300 far outstrips the G200 in cabin length, range, and runway performance.

The Citation Sovereign, which was manufactured beginning in 2004, was Cessna's return to their roots: the Citation Sovereign follows the simple, no-frills design plan that has been the mainstay of the Citation line since its beginning in 1972. The simple design of the Citation Sovereign is especially apparent when compared to the Citation X, which immediately preceded the Sovereign chronologically but has little crossover. Despite Cessna's intentional focus on simplicity and reliability, the bread-and-butter approach to private jet design, the Sovereign still sports many new features never before used on the Citation line.

The Citation Sovereign's structures are almost exclusively made from aluminum alloys, which is no surprise for a Citation business jet. The wings have a modest 12 degree sweep. The swept-wing design that has been a familiar sight in the Citation line since the introduction of the Citation III. The wings used on the Sovereign are the longest and largest to be used on any Citation thus far. They reach a span of 63.3 feet and have a total surface area of 516 square feet. Wings of this size are typically only seen on super-midsized jets, but they have proven to be well-suited to the versatile Sovereign.

The Pratt and Whitney Canada PW306C turbofan engines used on the Sovereign are more well-matured than most wines. Although the Sovereign is the first Citation to use the PW306, it has clocked thousands of hours on other private jets. The PW306 is an evolution of the PW305 model, which was used on both the Lear 60 and the Hawker 1000. The PW306 engine, which has improved high-altitude and thrust performance than its predecessor, was used on two different private jets, including the Gulfstream G200.

The Citation Sovereign uses the exact same cross section as the both the Citation Excel and the Citation X. This cross section should be familiar to any former Citation owner, as it is the same cross-section that has been in use since the Citation III. The cabin itself has been stretched longer than the cabin of any other private jet on the Citation line to 25.3 feet. The cabin is 5.5 feet wide at shoulder-height and 3.9 feet wide at the base of the cabin. The ceiling is 5.7 feet high. Total cabin volume is 620 cubic feet. The cabin is typically configured for nine passengers, but three additional passenger seats may be added as desired. Baggage space is split between an internal baggage compartment of 24 cubic feet and an external compartment of 100 cubic feet. The external compartment meets Class C standards; it is, heated, and has a fire detection and extinguishing system. The two-zone climate controls are reportedly excellent, it cooled a cabin by over 30° in just twenty minutes. The Air Cycle Machine can be powered before takeoff and during low-altitude flight by its own APU. At higher altitudes the cabin's temperature and pressurization is regulated by engine bleed air. The cabin is lighted by low-heat LEDs, which have a design life of 100,000 hours. The addition of engine fan ducts and improved cabin soundproofing decreases cabin noise.

The Citation Sovereign uses a Honeywell Primus Epic Avionics suite. The cockpit of the Sovereign, for the first time in the Citation series, is almost all glass. Four large-format plat-panel displays replace most manual gauges and controls. A standby instrument display panel is installed in the center of the cockpit. Power for the avionics system is supplied by a split electrical bus system. Each system is powered separately, and the two can be tied together in the case of one power generator's failure. Optional additions to the avionics system include a passenger briefing system, a flight data recorder, and cabin audio/visual systems.

Clearly, the Citation Sovereign looks great standing alone: but how does it measure up to another jet of its class? The Hawker 850XP is a worthy contender for this competition.

Cabin size varies slightly between the two private jets: the Sovereign's cabin is about four feet longer, while the Hawker 850XP's is a full five inches wider. The Sovereign has significantly more baggage capacity (124 cubic feet compared to the 850XP's 50 cubic feet).

The Sovereign takes off in 3,640 feet from a sea level runway (or in 4,950 feet from a runway at an altitude of 5,000 feet on a 77* F day), and still climbs to 37,000 feet in fourteen minutes -- impressive by any standard. The Hawker 850XP is more sluggish on both accounts: it requires 5,032 feet of runway at sea level and 7,952 feet under the same high and hot conditions previously mentioned -- that's 1,392 feet and 3,002 feet longer than the Sovereign's runway requirements, respectively. Furthermore, the Hawker 850XP's climb to altitude (37,000 feet) takes five minutes longer than the same climb does for the Citation Sovereign. For this round, the Sovereign has the advantage.

But before you give up on the Hawker 850XP, consider how the private jets measure up to each other once they are at altitude. The Hawker 850XP wins in terms of cruise speed. Its long-range cruise speed is 402 ktas, while the Citation Sovereign's long-range cruise is 387 ktas. 15 ktas may seem insignificant but every bit helps. The playing field is more level when the high-speed cruise performance of each private jet is compared, but the Hawker 850XP still wins by a small margin. The high-speed cruise of the 850XP is 448 ktas, a modest 2 ktas more than the Sovereign. In summary, the Hawker 850XP zips around slightly more quickly than does the Citation Sovereign—but how fast and how much fuel on a typical trip?

Let's use a 1,000 nautical mile trip with four passengers and standard conditions for comparison. The trip would begin as expected, with the Sovereign beating the Hawker 850XP's takeoff field length by about 900 feet. Despite the aforementioned differences in climb and cruise speeds, the flight times would be exactly equal at 2 hours, 22 minutes. The flights are actually quite similar at first glance, until fuel burn is factored into the equation: the Citation Sovereign would burn 3,750 pounds (568 gallons) of fuel, while the Hawker 850XP would burn 4,387 pounds (665 gallons).

In summary, the Citation Sovereign has a definite edge on the Hawker 850XP in terms of performance -- but consider the cost savings before passing a verdict. In 2006 dollars, the Citation Sovereign’s purchase price was $15.5 million, while the Hawker 850XP was $13.8 million. However you look at it, $1.7 million is too significant a difference to be ignored. So how does the Sovereign really measure up to its peer? That answer depends on which you value more -- high performance or an additional couple million in your pocket.

Financing a private jet purchase can be a fairly complicated process. There are many lenders to choose from. They are all interested in your business, but may not be interested in the type of aircraft you want to purchase.

Interest rates and terms will vary depending upon the model, date of manufacture, intended use, and the overall condition of the aircraft.

When deciding how to go about financing your aircraft, you can choose to call the lenders directly or hire a finance broker to advise you. The decision depends on the type of private jet you will purchase, how much time you can (or want) to devote to researching which lenders to call, calling those lenders for proposals, determining which of their proposals might best suit your needs, and assembling a loan package for them to underwrite.

The Big lenders have a tendency to want to handle the big deals; holding especially true for new (2000 or later) private jets. If you are interested in purchasing a large private jet, such as a Bombardier Challenger or Gulfstream, the aircraft financing companies will continuously compete for your business. What’s important though, understanding exactly what terms you are looking for when speaking with them. This is a sizable transaction, ending up with a financing package that you want not what they want to sell you is the crucial component.

While not for everyone, finance brokers may be best if you are not sure of what terms you need or which lender might be right for you. Furthermore, every lender has their niche. They may refuse to deal with acquisitions that fall outside their range of expertise -- some do only part 135 or part 91, for example. A finance broker has many lending alternatives. This enables them to work with you and understand your requirements and terms that meet your objectives. This is important before representing you to the companies they know will be most competitive for your specific type of loan.

If you are interested in financing a private jet with a purchase price between $1 and $3 million; it may be best to work with a finance broker. Brokerage companies have generally already done the research on who to call for the best terms on any particular aircraft. Not to mention they are almost always willing to work on small private jet acquisitions.

Regardless of who you choose to finance your jet, the actual terms of the loan will be very similar. The rates are dependent upon the aircraft being financed and the credit quality of the client. As of the date of publication, March 2007, you can expect to pay a rate of between 6.5% and 7.25% for a purchase of $4-6 million. Smaller purchases ($1 million or lower) fall into the "prime plus" category, with a going rate of 8.25%.

Standard loan terms are 5, 7, or 10 years. The loan amortization can be as short as 8 years or as long as 25 years, and is determined by the private jet's age and number of flight hours. Pre-payment penalties are also included in most transactions. They will typically range from 0% to 3%. Standard legal fees apply to any purchase.

In short, there are many variables in a loan. The acquisition of a private jet is not a decision to be made without researching your options.

The Dassault Falcon 7X was fully certified by the FAA and the EASA in the first days of May 2007. This plane has caused much hype in the business jet industry; its every step along the way to certification has been carefully documented. At any given time, there are multiple business jets being developed and certified by the most venerable private aircraft manufacturers – so why is the 7X causing such a stir? The simple answer is that the 7X is not like any business aircraft that has ever been built.

Probably the most exciting aspect of the 7X’s design is its fly-by-wire system. The technology itself – replacing heavy mechanical linkage and hydraulic systems with electrically actuated flight control systems – is far from new. Dassault has produced several military aircraft with full FBW technology, but the 7X is the first business aircraft to be completely reliant on it.

The fly-by-wire system drastically reduces aircraft weight, improves aircraft performance, autopilot handling, and overall reliability. For obvious reasons, redundancy is a vital part of the FBW technology, which is why the 7X has six FBW computers: three primary dual-channel computers and three single-channel secondary computers. Only two secondary computers are needed to keep the 7X in the air.

The other groundbreaking component of the 7X is its all-virtual design and manufacturing process. The product lifecycle management (PLM) philosophy that was the basis of the 7X’s design and fabrication improved the quality and efficiency of the development and manufacturing processes. Manufacturing errors were all but eliminated and the overall time required to develop and manufacture the aircraft were dramatically cut. Dassault reported that time spent to develop and deliver the 7X was nearly half of what it had been for previous Falcons.

Clearly, the 7X stands out from the rest of the business jets on the market due to its technological advances – but how do its performance numbers measure up?

According to Dassault, better aerodynamics and higher-performing engines allow the 7X to match the range of its competitors while saving thousands of pounds of fuel. Published estimates for a 1,000 nautical mile trip with four passengers and required NBAA IFR reserves cite a fuel consumption of 4,702 pounds – 1,439 pounds less than the Gulfstream 500 would use on an equivalent trip and 2,058 pounds less than a Global 5000.

Much of this success can be attributed to Dassault’s choice of engines: the Pratt & Whitney PW307A turbofans. Each of the three engines on the 7X are flat-rated to 6,400 pounds of thrust. The three-engine configuration allows the 7X to take off in 5,700 feet at sea level and reach a maximum cruise speed of 488 ktas and a long-range cruise speed of 459 ktas. The Falcon 7X’s maximum range with four passengers, NBAA IFR fuel reserves, and crew is 6,070 nautical miles. This puts the 7X in competition with the Gulfstream 550 and the newer Boeing Business Jets.

The Falcon 7X’s cabin is almost identical to the 900EX’s cabin. It is typically configured for twelve passengers and includes all of the “standard” amenities which come with long-range luxury business jets. One marked improvement is the cabin noise level, which is lower in the 7X than in previous Falcons due to the soft mounted engines and improved soundproofing materials that cut sound without increasing weight.

Much of the hype about the 7X’s groundbreaking technologies may lead observers to overlook the great practical features of the jet: better fuel efficiency, longer range, and respectable overall performance. The 7X is a great business jet, which has been reflected not only by the excitement surrounding its certification but also by the more than 160 Falcon 7X aircraft already sold.

Cessna’s Citation Mustang is at the high end of the VLJ market. It weighs in at just 8,600 pounds when loaded to its maximum takeoff weight, is certified for single-pilot operation, and has a range (when loaded with max fuel) of 1,167 nautical miles. In other words, it’s a workhorse.

The Mustang is powered by two Pratt & Whitney PW615F turbofans. Pratt & Whitney created the PW600 series specifically for the VLJ market. The PW615F model produces 1,460 pounds of thrust and has been engineered to be more durable and easier to maintain. Cessna’s choice of engine translates into better overall performance, particularly in runway requirements and cruise speeds.

The Mustang’s required takeoff length at sea level when loaded to MTOW is 3,110 feet. This increases to 6,510 feet at an elevation of 5,000 feet and a temperature of 72°F. The maximum cruise speed for the Mustang is 339 ktas and the long range cruise speed is 319 ktas.

The Mustang can fly up to 1,007 nautical miles while carrying four passengers and required NBAA IFR reserves. Completing a trip of this length takes three hours and nineteen minutes and consumes 1,715 pounds of fuel.

The cabin, in comparison to other VLJ cabins, is quite large, although when compared to any other class of business jet it is quite small at 9.8 feet long, 4.5 feet high, and 4.6 feet wide. There are seats for five passengers, interior storage cabinets, a small refreshment center, and an occasional-use lavatory. Baggage space, inside and out, totals sixty-three cubic feet.

Most of the Mustang’s major systems are modified versions of systems that have been successful on larger Citation models. The avionics system, by contrast, is entirely new. Cessna chose the Garmin 1000 avionics suite for the Citation Mustang’s cockpit. It was expressly designed for use in VLJs, but lacks nothing that a larger business jet would require. The Garmin 1000 system includes full situational awareness capabilities, a high-performance autopilot, full weather radar, and Garmin’s new SafeTaxi system.

The Citation Mustang currently sells for $2.5 million, approximately $1 million higher than most other VLJs. The extra $1 million is well justified when all of the Citation Mustang’s capabilities are taken into account. As of the Mustang’s certification date, the estimated 250 customers who have confirmed orders for the aircraft agree that the performance is well worth the cost.

One of Gulfstream Aerospace’s newest business aircraft, the G150, was certified in November of 2005. Since its certification, fourteen jets have been delivered and have received positive reviews from customers across the globe. The G150 has just enough range to fly transcontinental missions, a competitive fuel consumption, fast cruise speeds, and one of the widest cabins in its class. It is designed to compete with business aircraft such as the Learjet 60XR, Citation Sovereign and the Hawker 900XP.

The G150 is similar to the G100 in most of its structures, major systems, and engines. The main point of divergence is the G150’s cabin, which has been completely redesigned. The cabin measures 17.7 feet long, 5.8 feet high, and 5.8 feet wide and can be configured for six to eight passengers. The cabin is significantly wider than that of its predecessor, and wider than the cabins of most of its competitors. A total of 80 cubic feet of baggage space is available in interior and exterior compartments. Cabin amenities include a full galley, entertainment system with a dual DVD/CD player, power outlets, and a fully-enclosed lavatory.

The majority of the structures of the G150 are similar to those of the G100. The nose is the exception: it has been completely redesigned, the result being a sleeker profile and a more aerodynamic aircraft. Significant changes have also been made to the wing: the wings of the G150 are more flexible, which translates into smoother aircraft performance in turbulent areas.

Another of the G150’s major selling points is its range. It can fly four passengers 3,018 nautical miles with required NBAA IFR fuel reserves. This gives the G150 the range necessary to complete transcontinental missions. City pairs include Los Angeles to Honolulu and New York to Shannon, Ireland. The G150’s fuel consumption is right on average with its competitors: on a 1,000 nautical mile trip with four passengers, the G150 burns 2,987 pounds of fuel. Whatever the G150 lacks in fuel consumption, it makes up for in cruise speeds. Its maximum cruise speed is 475 ktas, and its long range cruise speed is 430 ktas, notably faster than the competition.

Some of the most important improvements to the G150 took place in the cockpit: the G100’s Pro Line 4 flight deck was replaced by the extremely successful Pro Line 21 suite. Gulfstream added several improvements of their own to the Pro Line 21 system: better displays, easier FMS and E-chart updates, and an optional upgrade to a paperless cockpit.

The G150 matches its competitors in most areas, but slightly outpaces them in terms of cabin width, range, and cruise speed. The already-successful G100 is slated to repeat its success in the form of the G150.

The Hawker 750 is the newest member of the popular Hawker 800 series, the most successful series in Hawker Beechcraft’s history: more than 850 jets have been delivered to date. The jets in the 800 series have one of the industry’s best safety records. The 750 is extremely similar to the 800XP, save for one alteration: a baggage compartment replaced the ventral fuel tank, resulting in better runway performance. More importantly, The Hawker 750 costs $1.5 million less than the Hawker 800XP.

The Hawker 750 is a mid-sized aircraft with a superlight price tag. It falls on the border between the superlight- and mid-sized private jet categories only because its price point is below $12 million. Its cabin is the largest of any superlight private jet and is superior to most mid–sized cabin aircraft. With a range of roughly 2,100 nautical miles, it holds the top position in the category of superlight jet range and still compares well in the mid-sized category. Fortunately for Hawker Beechcraft, the blend of super light- and mid-sized jet capabilities and performance turned out to be an opportunity in the private jet market.

The Hawker 750’s closest competitors are the Citation XLS+ and the Lear 45XR. The Hawker 750’s cabin dimensions outstrip both by a wide margin with cabin measurements at 21.3 feet long, 5.7 feet high, and 6 feet wide: 2.8 feet longer and .5 feet wider than the XLS+, and 1.5 feet longer and .9 feet wider than the Lear 45XR. The cabin can hold eight passengers and is furnished in the same style as the popular Hawker 800XP. Baggage has been increased by 68 percent, bringing the total baggage to 79 cubic feet.

Two Honeywell TFE731-5BR engines with 4,660 pounds of thrust each power the Hawker 750. Despite the fact that these engines provide 540 pounds more thrust than the PW545C engines that power the XLS+, the Hawker’s larger cabin still requires more runway than the Citation XLS+. The Hawker 750 requires 4,696 feet of runway to take off at sea level and 7,094 feet at a high altitude and a temperature of 72 ° F. The Hawker 750 beat the Lear 45XR runway performance at sea level but requires more at altitude.

After takeoff, the Hawker 750 can climb to 37,000 feet in nineteen minutes. At this altitude it can reach its high speed cruise of 447 ktas and a long range cruise of 402 ktas. The XLS+ lags behind with a long range cruise of 354 ktas and a high speed cruise of 431 ktas. The difference in speed evens out when climb and descent times are taken into account: on identical 300, 600, and 1,000 nautical mile trips, calculated flight times for both jets were only minutes apart.

The Hawker 750’s payload when loaded to maximum fuel is another area where it noticeably stands out from the Lear 45XR. The Hawker 750 can haul 2,250 lbs of payload: 261% better than the XLS+ and 25% better than the Lear 45XR.

Overall, this $11.95 million dollar private jet offers a lot in terms of performance and passenger comfort. It has a large cabin and can fly further than its closest competitors, the Citation XLS+ and Lear 45XR. The Hawker 750’s blend of superlight price, mid-sized cabin, enhanced baggage capacity, and economy has struck a chord with many in the private jet market. Hawker Beechcraft has already received forty firm orders for the jet. The first Hawker 750’s are expected go into service late in 2007, with the backlog of deliveries stretching into 2009.