The business aviation community continues to try to absorb the ramifications of the White House’s rollout of global tariffs, but leaders are warning aircraft owners and operators to obtain expert advice on the applicability before they conduct a transaction or upgrade their aircraft. They also warn to be aware that the tariffs likely will have a broader economic impact, which in turn could affect aircraft valuations.

President Trump on Wednesday rolled out global tariffs, announcing a baseline of 10% worldwide and, for imports from many countries, “reciprocal” tariffs that could become up to 50% higher. The 10% tariffs take effect tomorrow, while the higher amounts will start next Wednesday. Most EU members, key markets in aerospace trade, are facing 20% additional tariffs.

The announcement did not change the tariffs already assigned for imports from Canada and Mexico—including the exclusion of aircraft and certain components—which remain in place for those countries. 

Speaking during an NBAA webinar yesterday, Jonathan Epstein, partner at Holland & Knight, noted that aviation has been largely duty-free since 1979 but said the tariffs appear to apply to aircraft outside Canada and Brazil.

Adding layers of complexity, there are numerous murky areas with the tariffs, such as accounting for the percentage of U.S. material in an import. They will also matter for the import of aircraft in the used market.

I was shocked to learn that one of the largest flight-training companies—perhaps the largest flight academy—in the U.S. doesn’t allow pilot students to use the autopilot, even for advanced ratings and certificates. 

This information came from a graduate of the program. He was sharing his rocky experience training with a regional airline after graduating with all his certificates through instrument and multiengine flight instructor in one year. Unfortunately—and this isn’t unusual—the intense simulator-based training and initial operating experience at the airline proved extremely challenging.

There are reasons why this is happening, and many promising candidates wash out or resign before they are forced out so a failure doesn’t show up on their records. One problem is that these new pilots aren’t getting any real flying seasoning because they are stuck in their flight academy bubble, even as flight instructors. They have minimal experience flying aircraft other than the types they learn in, or flying at different airports, in complex airspace that they aren’t used to. This all comes with experience, which they don’t yet have but desperately need. 

Another problem is the fabulous avionics in the training airplanes. Most trainers are now equipped with sophisticated glass cockpits, often Garmin G1000 systems with capable autopilots, synthetic vision systems, and no traditional flight management system control-display unit. This factor does not facilitate the training these pilots need for airline jobs.

Using insights from the EcoPulse demonstrator, Daher Aircraft is taking a pragmatic approach to a “more electric” airplane it expects to launch in 2027, company CEO Nicolas Chabbert said this week at the Sun ‘n Fun Aerospace Expo. EcoPulse, a TBM 960 fitted with six electric motors on the wing leading edges, “was not a commercial product—it truly was a demonstrator for motors and batteries,” he told AIN. “What we now envision [for a commercial product] is a more electric airplane, likely hybrid-electric and a derivative of one of our existing airplane models,” meaning the TBM 960 or Kodiak 100/900.

According to Chabbert, the company learned a great deal from the 20 EcoPulse test flights. “We learned that we will have to revisit aerodynamics for electric aircraft, as well as make changes to the user interface,” he said, specifically citing the control yoke and power levers. “We also need to clearly outline the desired benefits, as well as the storage, distribution, and use of electric power. Then there’s certification.”

He added, “Whatever we do in this space has to be as safe—or safer—than the products we have today. We’ll also have to go back to basics on aerodynamics. Aircraft are a compromise of weight, power, and flight qualities…We need to push technology, and our overall objective is carbon neutrality versus electric.”

C&L Aerospace has expanded its distributorship with Champion Aerospace to include a wider range of turbine engine ignition products, including igniters for regional aircraft engines and auxiliary power units (APUs). The updated agreement took effect on January 1 and broadens C&L’s product offerings across several platforms.

The expansion adds Champion igniters for CF34, PW150, and PW100 engine series, supporting aircraft such as the ATR family, CRJ 200/700/900, Dash 8, Dornier 328, E-Jets (E170/175/190/195), and EMB-120. It also includes igniters for APUs, including the RE220, APS2300, and APS500.

“We are excited to further our partnership with Champion,” said Martin Cooper, senior v-p of sales for C&L Aerospace. “Having these high-quality products available allows us to extend our services to a wider range of airframes, reinforcing our dedication to providing operators with trusted, OEM-backed solutions.”

Champion Aerospace is a major OEM supplier of ignition components for turbine engines used in airline, business aviation, general aviation, space, and military sectors. The company’s ignition systems are known for safety retention features and long-life design capabilities.

By distributing Champion’s ignition systems across additional engine types, C&L continues to expand its support infrastructure for regional and business aircraft operators, including those requiring OEM-backed spares and solutions for turbine engine maintenance.

The FAA has issued a supplemental type certificate (STC) for installation of Gogo’s Plane Simple Ka-band satcom terminal on Gulfstream Vs and G550. The system includes a tail-mount antenna, SD modem unit, and SD router. It runs on Viasat’s GX satellite network but is also compatible with Viasat’s next-generation GX satellites.

Gulfstream and Gogo collaborated on the STC, which Gulfstream developed. Authorized Gulfstream and Jet Aviation service centers can install the Ka-band satcom system, which is also approved on G650 models. An STC for the G500 and G600 is expected to be completed by year-end.

While the Plane Simple Ka-band terminal accesses Viasat’s Jet ConneX high-speed broadband service on the existing GX satellite network, the system is ready for Viasat’s next-generation GX satellites. “These will transmit dual-polarity signals, more than doubling the volume of data transmitted and received to deliver an enhanced connectivity experience supporting video conferences, streaming, and increased network priority for business aviation users,” according to Gogo.

“The latest STC in our growing portfolio gives Gulfstream GV and G550 owners and operators access to more speed, more data, and more service plan flexibility and facilitates dual-dissimilar options for optimized global connectivity through our multi-orbit, multi-band strategy,” said Gogo CEO Chris Moore. “At the same time, forward compatibility with Viasat’s next-generation GX satellites helps operators to future-proof their connectivity fit.” 

Luxaviation has joined an organization called Project SkyPower that is seeking to accelerate the development and adoption of electro-sustainable aviation fuel (eSAF). The Europe-based business aviation services group announced on Tuesday that it has lent its support to the initiative as part of its commitment to decarbonizing private aviation.

Project SkyPower is backed by CEOs from 15 aviation companies, including Airbus; airlines Air France KLM, EasyJet, and SAS; and energy groups including Arcadia eFuels and Technip Energies. Representation from the business aviation sector also includes private flight provider Victor.

Luxaviation is supporting the other companies in their lobbying efforts to shape the regulatory and industrial landscape being formed to support the availability of eSAF. The company said the work is part of wider efforts to support objectives such as United Nations Sustainable Development Goals, including aviation’s commitment to achieving net-zero carbon by 2050.

“eSAF has the potential to reduce life cycle greenhouse gas emissions by up to 90% compared to conventional jet fuel, placing it as a critical component in the journey to net zero,” commented Nicola-Jane Sellers, Luxaviation Group’s head of sustainability. “Through our participation in SkyPower, we aim to advocate for and actively contribute to the aviation industry’s transition to electro-sustainable fuel, while embedding impactful and innovative decarbonization pathways through our operations.”

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