Embraer today took the wraps off its new Praetor 500E and 600E, which feature revamped cabins with redesigned seats, slimmer overhead panels, a new cabin management system, and a better-optimized galley, marking the first evolution of the midsize-jet family since its launch in 2018. Both fly-by-wire models also get a Runway Overrun Awareness and Alerting System (ROAAS), new overhead tech panels with simplified icons and flat air gaspers, and electric window shades. Certification is expected by year’s end, with first deliveries slated for first-quarter 2029—the next available delivery slots.

Notably, the super-midsize 600E also has an option for an “industry-first” Smart Window, a 42-inch, 4K OLED touchscreen display integrated into the left-hand side panel opposite the “lounger” divan that facilitates virtual meetings and an “immersive” cinema and gaming area, as well as provides real‑time outside views via three external cameras. According to Embraer design operations v-p Jay Beever, the Smart Window turns the second cabin zone into a “virtual third zone.”

In addition, the 600E has a flexible space opposite the galley that can be used as a crew lavatory and for storage. Meanwhile, the 500E gets a max zero fuel weight increase to 26,511 pounds, boosting max payload by 15%, to 3,363 pounds.

Gulfstream Aerospace has secured Transport Canada validation for all four of the models that had been pending in recent years, following yesterday’s approval for the company’s flagship G700 and G800. That followed certification of both the G500 and G600 on February 15.

The latest round of approvals came under threat of retaliation from the White House, which on January 29 had threatened to “decertify” all in-production Bombardier aircraft until Transport Canada completed its validations of the Gulfstream models. Following that threat, Transport Canada was in close contact with its U.S. counterparts, and “our government is actively working on this situation. Canada’s aviation industry is safe and reliable. We will stand behind it.”

Gulfstream had applied for Transport Canada approval of the G500 and G600 six years ago, and then in 2024 for the G700 and G800. Gulfstream received U.S. certification for the G500 and G600 in 2018 and 2019. Both have received an EASA nod. The G700 followed in March 2024 with FAA certification and, within a year, had picked up 11 validations, including EU approval. But Canadian approval was not among them until yesterday. The G800, meanwhile, received its FAA and EASA approval last April concurrently.

Just ahead of the G700 and G800 validations yesterday, Gulfstream had said it was “optimistic that progress is being made” and reiterated that statement today.

In a move called a “stunning sea change,” aircraft and associated products are once again exempt from U.S. tariffs as a result of the U.S. Supreme Court decision on Friday to strike down tariffs imposed through the International Emergency Economic Powers Act (IEEPA) and then subsequent actions by the White House, according to legal and trade experts.

However, the experts participating in an NBAA webinar yesterday agreed that several issues remain unresolved, including whether new tariffs would be imposed eventually that include aircraft and associated components. Also at issue is whether those who have paid the tariff will be eligible for reimbursement, and what might happen to the myriad trade agreements negotiated on the basis of the former tariffs.

Moderated by NBAA senior v-p of government affairs Kristie Greco Johnson, the webinar featured Katie DeLuca, a partner with the law firm Harper Meyer; Bruce Hirsh, of counsel with Capitol Counsel; and Tobias Kleitman, president of aircraft trust services and customs broker TVPX.

President Trump followed the Supreme Court decision with a press conference saying he had other alternatives to impose tariffs, just ones that were not as flexible, and immediately declared he was imposing a 10% global tariff (since upped to 15%). However, annexes associated with those tariffs exempt aircraft and components. “It is very encouraging and quite good news,” noted DeLuca.

The new general aviation terminal at Saudi Arabia’s King Fahd International Airport (OEDF) in Dammam was inaugurated today in a ceremony attended by government and General Authority of Civil Aviation officials, who also named Universal Aviation as the facility’s operator. The company was granted an economic license to serve as the sole general aviation services provider at the airport.

The $20 million complex—which includes a 28,000-sq-ft hangar capable of sheltering Boeing Business Jet and Airbus Corporate Jet-class aircraft, and a 14,000-sq-ft terminal—offers all the amenities of an upscale FBO: onsite customs, immigration, and quarantine services; a reception/passenger lounge area; two private VIP suites; conference room, food and refreshment area; pilot lounge with shower facilities; and offices. It is expected to welcome its first guests over the next few months.

“Saudi Arabia is investing in world-class aviation infrastructure, and we are honored to be entrusted with delivering the operating discipline, safety culture, and hospitality standards that international operators expect,” said Greg Evans, managing principal of Evans Aviation, Universal’s parent company that last year sold its Universal Weather and Aviation trip support services division. “Our vision is to position Saudi Arabia at the forefront of private aviation globally—combining world-class infrastructure with disciplined operations and a distinctly Saudi standard of service.”

Business jet departures rose 4.6% year over year in the fourth quarter, topping off a strong market year despite earlier macroeconomic uncertainty, according to Global Jet Capital’s latest quarterly market brief.

The report called growth “broad-based,” with departures in North America increasing 4.3% and international activity climbing 5.4% compared to fourth-quarter 2024. For the full year, flight operations grew 3.8%, with fractional providers leading the expansion. Total 2025 departures finished 3% higher than 2022, the previous peak year, the report noted.

Sequential growth also remained positive, with fourth-quarter departures rising 0.7% from the third quarter, roughly in line with the 1.1% sequential increase recorded in the fourth quarter of 2024 and an improvement over the 2.1% decline in the fourth quarter of 2023.

“OEM backlogs (excluding Dassault, which has not reported as of publication time) rose 10.4% year over year in Q4 2025, reaching $53.6 billion,” the report said. “Manufacturers continued making progress resolving supply-chain and labor issues.” Lead times among major manufacturers remained between 18 and 24 months. Book-to-bill ratios were strong during the quarter, even as deliveries and revenue increased, demonstrating continued healthy demand for new business jets.

General aviation is posting record billings and riding a multiyear surge in demand, but the sector’s ability to sustain that momentum depends on solving two persistent problems: a shrinking skilled workforce and a supply chain that remains more fragile than anyone would like. That was the central message from GAMA president and CEO James Viola and a panel of senior industry executives at the association’s 2026 State of the Industry press conference on February 18 in Washington, D.C.

“The industry feels very healthy,” said Ron Draper, president and CEO of Textron Aviation as well as GAMA chairman, who noted that strong sales and healthy backlogs are the norm across OEMs. “There’s a lot of customers turning to our types of products for different needs in their businesses.”

Nicolas Chabbert, CEO of Daher Aircraft, echoed that sentiment, adding that the market is “reacting extremely well” to new products and that billings continue to set records.

The economic stakes are considerable. In the U.S., general aviation supports $339 billion in total economic output and 1.3 million jobs, according to GAMA. Viola also highlighted a significant recent policy win: in November, EU finance ministers failed to reach an agreement on an energy tax directive that would have imposed a 40-cent-per-liter tax on jet fuel used by general and business aviation aircraft. “This is an important win,” Viola said.

There is disagreement by various aviation groups and stakeholders about elements of the Airspace Location and Enhanced Risk Transparency (ALERT) Act, which was released by the House Transportation & Infrastructure and Armed Services committees last week.

While the bill seeks to implement the NTSB’s recommendations following the January 2025 midair collision accident near Ronald Reagan Washington National Airport (KDCA), the Air Line Pilots Association believes the legislation “falls short by not implementing a critical NTSB recommendation to require the installation of ADS-B In technology on aircraft known as Cockpit Display of Traffic Information,” according to ALPA president Jason Ambrosi.

Another piece of legislation, the Rotorcraft Operations Transparency and Oversight Reform Act—already unanimously passed by the Senate—would require the FAA to issue a final rule on requiring ADS-B In equipage within two years. While the ALERT Act does address ADS-B In, its provisions require equipage no later than Dec. 31, 2031. That ADS-B In equipment would have to provide audible alerts to pilots.

The ALERT Act also mandates the establishment of an aviation rulemaking committee to issue a report on a requirement for TCAS-equipped aircraft to be equipped with airborne collision avoidance system Xa (ACAS Xa). NBAA supports the ALERT Act, saying that it “uniquely seeks to implement all of the NTSB’s recommendations following the agency’s investigation into the DCA crash.”