A business jet, private jet, or bizjet is a jet aircraft designed for transporting small groups of people. Business jets may be adapted for other roles, such as the evacuation of casualties or express parcel deliveries, and some are used by public bodies, government officials or the armed forces.

The Lockheed JetStar, seating ten passengers and two crew, first flew on 4 September 1957. A total of 204 aircraft were produced from 1957 to 1978 powered by several different engines; four 3,300 pounds-force (15 kN) Pratt & Whitney JT12 turbojets, then Garrett TFE731 turbofans for a 44,500 pounds (20.2 t) MTOW, then two General Electric CF700 turbofans.

The smaller, 17,760 pounds (8.06 t) MTOW North American Sabreliner first flew on 16 September 1958. Powered by two Pratt & Whitney JT12 turbojet engines then Garrett TFE731s, more than 800 were produced from 1959 to 1982.

The 25,000 pounds (11 t) MTOW British Aerospace 125 first flew on 13 August 1962 as the de Havilland DH.125, powered by two 3,000 pounds-force (13 kN) Armstrong Siddeley Viper turbojets. Its engines were replaced by Garrett TFE731s, then Pratt & Whitney Canada PW300 turbofans. Almost 1,700 aircraft of all variants, including the Hawker 800, were produced between 1962 and 2013.

The Aero Commander 1121 Jet Commander, which later became the IAI Westwind, first flew on 27 January 1963, powered by two General Electric CJ610 turbojets, then Garrett TFE731s. Production of Jet Commanders and Westwinds from 1965 to 1987 came to 442 aircraft; and it was developed as the IAI Astra, later re-branded as the Gulfstream G100.

The 29,000 pounds (13 t) MOTW Dassault Falcon 20 first flew on 4 May 1963, powered by two General Electric CF700s, then Garrett ATF3 turbofans and Garrett TFE731s. A total of 508 were built from 1963 to 1988, and it is the basis of the Dassault Falcon family.

The first light jet first flew on 7 October 1963 : the Learjet 23. Powered by two 2,850 pounds-force (12.7 kN) General Electric CJ610s, its 12,500 pounds (5.7 t) MTOW complies with FAR Part 23 regulations. The first member of the Learjet family, 104 were built between 1962 and 1966.

The forward wing sweep, 20,280 pounds (9.20 t) MOTW Hamburger Flugzeugbau HFB 320 Hansa Jet first flew on 21 April 1964, powered by two General Electric CJ610s; 47 were built between 1965 and 1973. The joint Piaggo-Douglas, 18,000 pounds (8.2 t) MOTW Piaggio PD.808 first flew on 29 August 1964, powered by two Armstrong Siddeley Vipers, 24 were built for the Italian Air Force.

On 2 October 1966 the first large business jet first flew, the 65,500 pounds (29.7 t) MTOW Grumman Gulfstream II, powered by two 11,400 pounds-force (51 kN) Rolls-Royce Spey turbofans. From 1967 to the late 70s, 258 were built and it led to the ongoing Gulfstream Aerospace long range family.

The 11,850 pounds (5.38 t) MTOW Cessna Citation I first flew on 15 September 1969, powered by two 2,200 pounds-force (9.8 kN) Pratt & Whitney Canada JT15D turbofans. Produced between 1969 and 1985 for a total of 689 examples, it is the first of the Cessna Citation family.

The trijet Dassault Falcon 50 made its first flight on 7 November 1976. The 40,000 pounds (18 t) MTOW airplane is powered by three 3,700 pounds-force (16 kN) TFE731 engines. With the cross-section of the Falcon 20, it is the basis of the larger Falcon 900.

On 8 November 1978, the prototype Canadair Challenger took off. The 43,000–48,000 pounds (20–22 t) MTOW craft, usually powered by two 9,200 pounds-force (41 kN) General Electric CF34s, formed the basis of the long range Bombardier Global Express family and of the Bombardier CRJ regional airliners. The 1000th Challenger entered service in 2015.

On 30 May 1979 the clean-sheet 22,000 pounds (10.0 t) MTOW Cessna Citation III took off for the first time, powered by two 3,650 pounds-force (16.2 kN) TFE731s.

The Mitsubishi MU-300 Diamond made its first flight on 29 August 1978. The 16,100 pounds (7.3 t) MTOW jet was powered by two 2,900 pounds-force (13 kN) JT15D. The design was later sold and was renamed Beechjet 400 then Hawker 400, with a total of 950 produced of all variants.

The 1980s only saw the introduction of derivatives and no major new designs. Also there was an advent of fractional ownership in the late 1980s for business jets.^[2]

The first flight of the clean-sheet Learjet 45 was on 7 October 1995. All of the 642 aircraft built since then have been powered by two 3,500 pounds-force (16 kN) TFE731 engines.

Powered by two 2,300 pounds-force (10 kN) Williams FJ44s, the 12,500 pounds (5.7 t) Beechcraft Premier I light jet made its first flight on 22 December 1998. Nearly 300 had been made before production stopped in 2013.

In the opposite way compared to Bombardier, which developed airliners from a business jet, Embraer derived the Legacy 600 from the Embraer ERJ family of regional jet airliners. Powered by two 8,800 pounds-force (39.2 kN) Rolls-Royce AE 3007s, the first flight of the 50,000 pounds (22.5 t) aircraft was on 31 March 2001.

On 14 August 2001, the Bombardier Challenger 300 made its first flight. The 38,850 pounds (17.62 t) aircraft is powered by two 6,825 pounds-force (30.36 kN) HTF7000s. The 500th example was delivered in 2015.

The first very light jet, the 5,950 pounds (2.70 t) MTOW Eclipse 500, took off for the first time on 26 August 2002, powered by two 900 pounds-force (4.0 kN) Pratt & Whitney Canada PW600s. Between then and the end of production in 2008, 260 were produced.

It was followed by the 8,645 pounds (3.921 t) MTOW Cessna Citation Mustang on 23 April 2005, powered by two 1,460 pounds-force (6.5 kN) Pratt & Whitney Canada PW600s and with more than 450 produced.

Then the Embraer Phenom 100 made its maiden flight on 26 July 2007. The 10,500 pounds (4.75 t) MTOW airplane is powered by two 1,600 pounds-force (7.2 kN) Pratt & Whitney Canada PW600s. With its Phenom 300 development, nearly 600 have been built.

The first flight of the midsize, fly-by-wire, 7,000 lbf (31 kN) Honeywell HTF7000-powered Embraer Legacy 500 was on 27 November 2012. It was followed by the shorter Legacy 450 on 28 December 2013.

After peaking in 2008, deliveries slowed due to political instability but the industry hopes to revive demand by introducing more attractive and competitive new models, four in 2018:^[3]

In October 2018, consultant Jetcraft expected 20 variants or new designs to enter service before 2023 (seven large, seven midsize and six small): in 2019 the Global 5500/6500, Gulfstream G600, Citation XLS++ and a CitationJet CJ4+/, while the Embraer Praetor 500/600 to be introduced in 2019 were predicted for 2021/2022; in 2020 a Gulfstream G750; in 2021 the Dassault Falcon 6X, Learjet 70XR/75XR and Global 7500XR; in 2022 the Bombardier Challenger 350XRS; in 2023 the Citation Hemisphere, an Embraer Legacy 700, Phenom 100V+, Dassault Falcon 9X, Bombardier Challenger 750 and Gulfstream G400NG; in 2025 a Citation Mustang 2+.^[4]

Though the early Lockheed Jetstar had four, most production business jets have two jet engines, mostly rear-mounted podded engine. If mounted below their low wing, it wouldn't allow sufficient engine clearance without a too long landing gear. The HondaJet is the exception with its over the wing engine pods. Dassault Aviation still builds three-engine models derived from the Dassault Falcon 50, and the very light jet market has seen several single-engine design concepts and the introduction of the Cirrus Vision SF50 in 2016.

Rolls-Royce plc powers over 3,000 business jets, 42% of the fleet:^[5] all the Gulfstreams and Bombardier Globals, the Cessna Citation X and Embraer Legacy 600, early Hawkers, and many small jets with the Williams-Rolls FJ44.^[6]

About 70% of the fleet was in North America at the end of 2011, the European market is the next largest, with growing activity in the Middle East, Asia, and Central America.^[7]

On 1 April 2017, there were 22,368 business jets in the worldwide fleet, of which 11.2% were for sale.^[8]

By October 2018, the 20,831-jet fleet was dominated by Textron with 43.9%, then Bombardier with 22.4%, Gulfstream with 13.0%, Dassault with 9.6% and Embraer with 5.8%, mostly in North America (64.6%), followed by Europe (13.0%) South America (12.1%) and Asia-Pacific (5.9%).^[9]

In 2015 the total airplane billing amounted to US$21.9 billion, and 718 business jets were delivered to customers across the globe: 199 (27.7%) by Bombardier Aerospace, 166 (23.1%) by Cessna, 154 (21.4%) by Gulfstream Aerospace, 120 (16.7%) by Embraer and 55 (7.7%) by Dassault Aviation.^[10]

In 2017, 676 business jets were shipped, led by Gulfstream with $6.56 billion for 120 aircraft, Bombardier with $5.2 billion for 140, Cessna with $2.87 billion (including propeller aircraft and 180 jets), Dassault with $2.42 billion for 49 and Embraer with $1.35 billion for 109.^[11]

The residual value level for a five-year old aircraft is at 56% of the list price.^[12] A new business aircraft depreciates by 50% in five years before depreciation flattens between years 10 and 15, and the owner of a 15-to-20 year old aircraft is often the last, matching luxury cars.^[13]

Business jets have varying value retention, between the leading Embraer Phenom 300E, sold for $9.45 million in 2018 and expected to retain 68% of its value 15 years later for $6.46 million in 2033, and the trailing $24.5 million Gulfstream G280, predicted to retain 42% of its value for $10.25 million.^[14]

In October 2017 Jetcraft forecast 8,349 unit deliveries in the next decade for $252 billion, a 30.2 $M average. Cessna should lead the numbers with 27.3% of the deliveries ahead of Bombardier with 20.9%, while Gulfstream would almost lead the revenue market share with 27.8% trailing Bombardier with 29.2%.^[12] For 2016–2025, Jetcraft forecast Pratt & Whitney Canada should be the first engine supplier with 30% of the $24B revenue, in front of the current leader Rolls-Royce at 25%. Honeywell will hold 45% of the $16B in avionics revenue ahead of Rockwell Collins with 37% and Garmin.^[15]

For 2019–2028, Honeywell predicts 7,700 aircraft to be delivered for $251 billion. Its breakdown is 62% big (87% in value) – super-midsize to business liner, 10% midsize (7% in value) – light-medium to medium, and 28% small (6% in value). The global demand is expected to come from North America for 61%, 16% from Europe, 12% from Latin America, 7% from Asia-Pacific and 4% from Middle East and Africa.^[16]

For the next decade, Aviation Week predicts 8,683 business jets and 2,877 turboprops deliveries, from 792 jets in 2019 to 917 in 2028, and mostly in North America with 5,986 jets and 2,024 turboprops worth $126.1 billion. Most value will come from ultra-long-range jets with $104.7 billion, followed by super-midsize jets for $33.3 billion and large jets for $30.6 billion. The fleet was predicted to grow from 31,300 aircraft to nearly 35,600 with Textron Aviation leading the market with 25% of deliveries worth $32.1 billion.^[17] For the decade starting in 2018, 22,190 engine deliveries were forecast (including several turboprop engine models), led by the Honeywell HTF7000, Williams FJ44 and Pratt & Whitney Canada PW300. The average utilization was forecast to be 365 flight hours per aircraft per year.^[18]

Built by Pratt & Whitney Canada, variants of the 4,700–8,000 lbf (21–36 kN) PW300 power the Dassault Falcon 7X and Dassault Falcon 8X trijets and Dassault Falcon 2000 twinjet. The 10,000–20,000 lbf (45–89 kN) PW800 was launched in 2008 but was selected for the Cessna Citation Columbus, cancelled a year after. It was then chosen for the Gulfstream G500/G600 launched in 2014 and due to enter service in 2018/2019, and picked in 2018 for the Dassault Falcon 6X 2021 first flight. The 12,000 lbf (53 kN) Safran Silvercrest was rejected for the cancelled Falcon 5X, it is still selected for the Cessna Citation Hemisphere, but the aircraft development is suspended until the turbofan is perfected. GE Aviation produces the 10,000–20,000 lbf (44–89 kN) Passport for the Bombardier Global 7500, due to enter service in 2018, and is developing an engine for the supersonic Aerion AS2.^[19]

Rolls-Royce plc was revealed as the engine supplier for the Global 5500/6500 with the Rolls-Royce Pearl 15, an improved BR710 resembling the Gulfstream G650's BR725. The AE3007C powered Cessna Citation X+ is near its production end. The Honeywell HTF7700L replaced the Silvercrest for the Citation Longitude, due to enter service in 2018, and already powers the Bombardier Challenger 300/350, Gulfstream G280 and Embraer Legacy 450/500. Its 3,500–5,000 lbf (16–22 kN) TFE731 powers the Learjet 70/75 and Dassault Falcon 900LX. Williams International’s FJ44 powers the Pilatus PC-24, launched in 2013 and introduced in early 2018, the Nextant 400XTi and the in-development SyberJet SJ30i, as well as the Cessna Citation CJ3+/4, while the smaller FJ33 powers the Cirrus Vision SF50 single-engine business jet.^[19]

There are three basic types of operators that own, manage and operate private jets.

Flight departments are corporate-owned operators that manage the aircraft of a specific company. Ford Motor Company, Chrysler, and Altria are examples of companies that own, maintain and operate their own fleet of private aircraft for their employees. Flight departments handle all aspects of aircraft operation and maintenance. In the United States, flight-department aircraft operate under FAR 91 operating rules.

A 2010 study by the United States National Business Aviation Association found that small and midsize companies that use private jets produce a 219% higher earnings growth rate than those that strictly use airlines.^[20]

Charter operators own or manage private jets for multiple clients. Like traditional flight departments, charter companies handle all aspects of aircraft operation and maintenance. However, they are not aligned with just one corporation. They manage aircraft for a private owner or corporation and also handle the sales of available flight time on the aircraft they own or manage. Maintenance services can also be provided.

In the United States, business aircraft may be operated under either FAR 91 as private operations for the business purposes of the owner, or under FAR 135 of the Federal Aviation Regulations as commercial operations for the business purposes of a third party. One common arrangement for operational flexibility purposes is for the aircraft's owner to operate the aircraft under FAR 91 when needed for its own purposes, and to allow a third-party charter-manager to operate it under FAR 135 when the aircraft is needed for the business purposes of third parties (such as for other entities within the corporate group of the aircraft's owner).^[21]

Aircraft charter brokers have entered the marketplace through the ease of setting up a website and business online. Aircraft charter operators are legally responsible for the safe operation of aircraft and charter brokers require no economic authority and are largely unregulated. The Department of Transportation requires that air charter brokers disclose to the consumer that they do not operate aircraft and cannot use terms like "our fleet of aircraft", "we operate", "our charter service" and others.^[22]

Since 1996 the term "fractional jet" has been used in connection with business aircraft owned by a consortium of companies. Under such arrangements, overhead costs such as flight crew, hangarage and maintenance are split among the users.

Fractional ownership of aircraft involves an individual or corporation that pays an upfront equity share for the cost of an aircraft. If four parties are involved, a partner would pay one-fourth of the aircraft price (a "quarter share"). That partner is now an equity owner in that aircraft and can sell the equity position if necessary. This also entitles the new owner to a certain number of hours of flight time on that aircraft, or any comparable aircraft in the fleet. Additional fees include monthly management fees and incidentals such as catering and ground transportation. In the United States, fractional-ownership operations may be regulated by either FAA part 91 or part 135.^[23]

With smaller equipment, long-range business aircraft can be modified as surveillance aircraft to perform specialized missions cost-effectively, from ground surveillance to maritime patrol:^[24]

Business jets can be categorized according to their size.

The very light jet (VLJ) is a classification initiated by the release of the Eclipse 500,^[25][26][27] on 31 December 2006, which was originally available at around US$1.5 million, cheaper than existing business jets and comparable with turboprop aircraft. It accompanied a bubble for air taxi services, exemplified by DayJet which ceased operations on September 2008. Eclipse Aviation failed to sustain its business model and filed for bankruptcy in February 2009.

Cessna simultaneously developed the Citation Mustang,^[28][25][26] a six-place twinjet (2 crew + 4 passengers), followed by the Embraer Phenom 100^{[28][25][26][27]} and the Honda Jet.^[25][27] Some VLJs such as the Eclipse and Mustang have no or limited lavatory facilities.^[29] They have a maximum takeoff weight lighter than the FAR Part 23 12,500 pounds limit, and are approved for single-pilot operation. They typically accommodate 6–7 passengers over a 1174 nmi average range, with a $4.4M mean price.

Light jets have been a staple of the business jet industry since the advent of the Learjet 23 in the early 1960s. They provide access to small airports and the speed to be an effective air travel tool. Aircraft of this class include:

They typically accommodate 6–8 passengers over a 1953 nmi average range, with a $9.6M mean price.

These aircraft are suitable for longer-range travel such as transcontinental flights and for travel with larger passenger capacity requirements. Aircraft of this class include:

They typically accommodate 9 passengers over a 2540 nmi average range, with a $15.7M mean price.

Super mid-size jets feature wide-body cabin space, high-altitude capability, speed, and long range. These jets combine transatlantic capability with the speed and comfort of a wide-body, high-altitude aircraft. Aircraft of this class include:

They typically accommodate 10–11 passengers over a 3420 nmi average range, with a $22.2M mean price:

They typically accommodate 13–14 passengers over a 4001 nmi average range, with a $33.8M mean price.

At 102 in (259 cm), the G650ER has the widest cabin yet but should be joined by the Falcon 5X (a Global 5000/G500 competitor) and its replacement, and the 4,500 nmi (8,300 km) Citation Hemisphere in 2021; at 98 in (249 cm), the Global 7000/8000 is wider than the 95 in (241 cm) Global 5000/6000, the same as the Gulfstream G500/G600 and the Canadair Challenger, while the Dassault Falcon 8X is 92 in (234 cm) wide and the G450/G550 88 in (224 cm).^[3]

Including long range jets:

They typically accommodate 12–19 passengers over a 6498 nmi average range, with a $61.2M mean price.

Business airliner can be contracted as bizliner.^[39] Airliners converted into business jets are used by sports teams or VIPs with a large entourage or press corps. Such airplanes can face operational restrictions based on runway length or local noise restrictions. They can be the most expensive type of private jet as they provide the greatest space and capabilities.

Aircraft of this class include: