Matt Thurber, editor-in-chief at AIN Media Group, has been flying since 1975 and writing about aviation since 1978 and now has the best job in the world, running editorial operations for Aviation International News, Business Jet Traveler, and FutureFlight.aero. In addition to working as an A&amp;P mechanic on everything from Piper Cubs to turboprops, Matt taught flying at his father’s flight school in Plymouth, Mass., in the early 1980s, flew for an aircraft owner/pilot, and for two summer seasons hunted swordfish near the George’s Banks off the East Coast from a Piper Super Cub. An ATP certificated fixed-wing pilot and CFII and commercial helicopter pilot, Matt is type-rated in the Citation 500 and Gulfstream V/550. Based in the Pacific Northwest, Matt and his team cover the entire aviation scene including business aircraft, helicopters, avionics, safety, manufacturing, charter, fractionals, technology, air transport, advanced air mobility, defense, and other subjects of interest to AIN, BJT, and FutureFlight readers.

Editor-in-Chief

Matt Thurber

It may seem like aircraft original equipment manufacturers (OEMs) have slowed the pace of new aircraft development, but there is always a lot more going on behind the scenes than is readily apparent. We’ve not only seen two new program announcements in 2025, including one from a new OEM and another representing a resurrection (Otto Aerospace and SyberJet), but the traditional OEMs have been fairly active.
This year saw the culmination of Gulfstream Aerospace’s strategy to update all of its models, with certification of the G650 replacement, the ultra-long-range, 8,200-nm <a href="https://www.ainonline.com/aviation-news/2025-08-27/gulfstream-delivers-first-g800">G800</a>, in April. Gulfstream also recently unveiled the <a href="https://www.ainonline.com/aviation-news/business-aviation/2025-09-30/gulfstream-finally-takes-wraps-super-midsize-g300">G300</a>, a replacement for the G280 featuring Honeywell avionics and oval windows in line with those in its larger siblings along with a two-foot cabin stretch. Manufacturing of the aircraft, which could see market entry in early 2028, is already underway.
In terms of new business aircraft crossing the certification threshold, there has been some activity, including the G800, three Cessna Citations from Textron Aviation, and Bombardier's speedy <a href="https://www.ainonline.com/aviation-news/business-aviation/2025-11-05/bombardiers-global-8000-nabs-transport-canada-nod">Global 8000</a>. Now the fastest business jet ever certified with a Mach 0.95 mmo, the Global 8000 received Transport Canada certification in early November.
Progress continues on Dassault Aviation’s largest- and longest-range jet, the <a href="https://www.ainonline.com/aviation-news/business-aviation/2025-04-08/first-falcon-10x-taking-shape-final-assembly-hall">Falcon 10X</a>, with certification and entry into service not due until late 2027.

Honda Aircraft has assembled the metal wing for the new light jet <a href="https://backend.ainonline.com/aviation-news/business-aviation/2025-10-28/new-and-upgraded-aircraft-aim-serve-bizavs-future">Echelon</a> at its Greensboro, North Carolina headquarters, and next comes the composite fuselage, which has been subcontracted. The Echelon promises midsize jet performance in a light jet, and it will also feature the trademark HondaJet over-the-wing-engine-mount design.
Textron Aviation has accelerated the pace of upgrades to its jet lineup, and the recently certified Cessna Citation <a href="https://www.ainonline.com/aviation-news/business-aviation/2025-10-12/latest-cj-nods-textron-makes-generational-difference">CJ3 Gen2 and M2 Gen2</a>&nbsp;are now each equipped with Garmin autothrottles. Both will be followed by Gen3 editions that will feature Garmin Autoland in 2027. Not to be outdone, a CJ4 Gen3 has been progressing in flight tests with certification upcoming in 2026. That model will incorporate Garmin’s new G3000 Prime touchscreen avionics suite.

More recently, the new version of the popular XLS series—the flat-floor <a href="https://www.ainonline.com/aviation-news/business-aviation/2025-11-05/textron-aviations-citation-ascend-gets-faa-nod">Ascend</a>—received FAA approval. Certification of the single-engine-turboprop <a href="https://www.ainonline.com/aviation-news/business-aviation/2025-10-14/ge-aerospace-preps-first-catalyst-denali-delivery">Denali</a> is now set for next year, following approval of its GE Catalyst engine in February 2025.
Meanwhile, Embraer had been quiet on the new-aircraft-development front, but at the NBAA-BACE show in October, Embraer Executive Jets president and CEO Michael Amalfitano admitted that the company is actively studying the case for entering the <a href="https://www.ainonline.com/aviation-news/business-aviation/2025-10-16/consultant-presses-embraer-confirm-large-bizjet-plans">large-cabin</a> business jet market. No further details were available, although he did say that Embraer will take its time on such a project.
Two upgrades to popular high-performance, single-engine turboprops made it to FAA certification this year, the Epic Aircraft E1000 AX and Pilatus PC-12 Pro.
The <a href="https://www.ainonline.com/aviation-news/general-aviation/2025-07-22/epic-e1000-ax-receives-faa-certification">E1000 AX</a> got several upgrades, including Garmin’s autothrottle and Autoland systems, automatic yaw damper, electronic brake hold, and Garmin GDL 60 with PlaneSync remote connectivity. Other improvements include a True Blue Power lithium-ion main-ship battery, CoolView windows for UV protection and thermal shielding, and optional Starlink satcom with a permanently installed Starlink Mini antenna. Other options include Garmin 3D SafeTaxi and GWX 8000 StormOptix weather radar.

Pilatus Aircraft was the first OEM to field a Garmin G3000 Prime avionics suite, and the <a href="https://www.ainonline.com/aviation-news/business-aviation/2025-03-14/pilatus-unveils-pc-12-pro-garmin-avionics">PC-12 Pro</a> includes five touchscreen displays that replace the NGX’s Honeywell Apex avionics. Like many other high-performance turboprops, the PC-12 Pro includes Garmin’s autothrottle and Autoland, but it also gains 100 pounds of payload, additional cabin options, and special paint schemes.
A truly new unveiling took place in June when Otto Aerospace took the wraps off the <a href="https://www.ainonline.com/aviation-news/business-aviation/2025-10-15/otto-aerospace-phantom-makes-last-minute-bace-debut">Phantom 3500</a>, which the company’s designers have been working on for the previous three years.
Designed to deliver super midsize-jet performance in a Part 23 light jet with an mtow of 19,000 pounds, the Phantom 3500 has a cabin volume of more than 800 cu ft, much larger than that of typical light jets, and the interior dimensions are also significantly bigger. Cabin height is 6.4 feet and width 7.5 feet, larger than even the average super-midsize jet, according to Otto.
With an NBAA IFR range of 3,200 nm (four passengers), the jet will be powered by Williams International FJ44-4 turbofans and cruise most efficiently at its FL510 maximum altitude.
An interesting feature of the Phantom 3500 is its windows, or the lack thereof. Except for a mandatory peek-through window on the aft lavatory emergency exit, the cabin walls are aerodynamically smooth to promote laminar flow (as are the wings), and there are no cabin windows. Passengers will be able to view the outside world via external cameras, delivering imagery to large 4K displays on the cabin walls and ceiling.
Another surprise this year was the resurrection of the <a href="https://www.ainonline.com/aviation-news/business-aviation/2025-10-01/syberjet-relaunch-stretched-sj36-light-jet">SyberJet</a> program by former Nikola CEO Trevor Milton, who purchased the program two years ago. With a four-foot fuselage stretch, the out-of-production SJ30-2 will be renamed SJ36 and be equipped with larger engines, new in-house-developed avionics, and fly-by-wire flight controls. First flight of the $14 million, nine occupant SJ36 is projected in 2027, with FAA certification in 2032.

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