Business Aviation
Spike Aerospace Advances S-512 Diplomat Supersonic Business Jet
Spike Aerospace progresses with the S-512 Diplomat, a low-boom supersonic business jet designed for faster, quieter overland travel.
Boston-based Spike Aerospace has made significant strides in developing its flagship S-512 Diplomat supersonic business jet, positioning itself as a key player in the emerging supersonic Commercial-Aircraft market. The company recently announced substantial progress in August 2025, highlighting advances in aerodynamics, cabin configuration, and low-boom performance technology that could revolutionize high-speed business travel. With the global supersonic jet market projected to grow from $27.94 billion in 2024 to $38.44 billion by 2032, Spike’s quiet supersonic flight technology represents a critical innovation that could enable unrestricted overland supersonic travel for the first time since the Concorde era. The S-512 Diplomat is designed to transport 12-18 passengers at Mach 1.6 speeds, reducing transcontinental flight times by approximately 50% while maintaining noise levels below 75 PLdb through proprietary aerodynamic shaping.
The significance of Spike’s S-512 project lies in its potential to overcome the historical barriers that have constrained supersonic commercial aviation, most notably the disruptive sonic boom and stringent Regulations. By leveraging advanced computational fluid dynamics, innovative cabin design, and strategic industry Partnerships, Spike Aerospace is not only targeting the lucrative business jet segment but also aiming to set new standards for quiet, efficient, and environmentally conscious supersonic travel.
This article examines the company’s historical development, the technical and market context of the S-512 Diplomat, recent advancements, regulatory challenges, and the broader implications for the future of supersonic business aviation.
Spike Aerospace was founded in January 2012 in Boston, Massachusetts, by Vik Kachoria, whose extensive experience at NASA and GE Aircraft Engines provided a solid foundation for the company’s ambitious goals. The Startups was created to address what Kachoria identified as a $48 billion market opportunity in supersonic business aviation, with a clear mission: to reintroduce supersonic flight for commercial and private use, overcoming the sonic boom that had previously limited the Concorde to oceanic routes.
Kachoria’s unique blend of technical expertise and entrepreneurial experience has shaped Spike’s approach. Having previously built and sold two technology ventures and worked in mergers and acquisitions, he brought both aerospace know-how and business acumen to the project. The company began with a lean structure, just two employees initially, while seeking $10 million in seed funding and focusing on partnerships rather than in-house manufacturing. This strategy allowed Spike to act as a technology integrator, leveraging established aerospace partners for design, testing, and certification.
The vision for the S-512 program was shaped by Kachoria’s belief that aerospace innovation requires a multidisciplinary approach, encompassing engineering, psychology, finance, and more. Over time, Spike’s strategy evolved to include not just business jet customers but also potential airline applications, as evidenced by the 2020 recruitment of former Virgin Australia CEO John Thomas. This adaptability reflects an understanding that market needs and regulatory environments are both dynamic and complex.
The S-512 Diplomat is engineered for 12-18 passengers and cruises at Mach 1.6, roughly 1,100 mph. This allows for transcontinental flights in half the time of conventional business jets. For example, a New York to London trip could take just three hours, compared to the typical six to seven hours. The aircraft’s range and speed are tailored for high-value business travelers who prioritize time savings and operational flexibility.
One of the most distinctive features of the S-512 is its windowless cabin, replaced by full-length Multiplex Digital Screens. These high-definition displays can show real-time external camera views, business presentations, or entertainment content. This innovation improves structural integrity, reduces weight, and enhances passenger experience by eliminating the need for traditional windows, which are structural weak points at supersonic speeds. The S-512’s aerodynamic design is optimized for minimal sonic boom, utilizing a modified delta wing and, in recent iterations, eliminating the horizontal tail to further reduce drag and weight. The aircraft’s noise signature is targeted below 75 PLdb at ground level, a level described as a “soft clap or muted background noise.” These engineering choices are the result of years of computational modeling, wind tunnel testing, and partnerships with experts in supersonic aerodynamics.
“The S-512 Diplomat’s low-boom technology is designed to enable unrestricted overland supersonic travel, addressing the primary limitation that ended the Concorde era.”
The global supersonic jet market is forecast to grow from $27.94 billion in 2024 to $38.44 billion by 2032, driven by technological advances, evolving regulations, and increasing demand for time-efficient travel among business and high-net-worth customers. Spike Aerospace competes with several other startups and established firms, most notably Boom Supersonic, which targets a larger, 55-passenger airliner for transoceanic routes and has raised over $700 million in funding.
Boom’s Overture program has secured conditional orders from major Airlines, while Exosonic pursues both civilian and military applications for low-boom supersonic technology. Meanwhile, aerospace giants like Lockheed Martin and Boeing maintain supersonic expertise through military programs, and state-backed entities in China and India are developing their own capabilities. Analysts estimate demand for 500-1,000 supersonic business jets by 2035, suggesting the market can support multiple players, though only a few are likely to achieve commercial success due to the high costs and risks involved.
Spike’s focus on the ultra-premium 12-18 passenger business jet segment aligns with established demand among corporations and high-net-worth individuals. Its quiet supersonic technology could provide a decisive edge if regulatory bodies allow overland supersonic flights, opening up many more routes than traditional, ocean-only supersonic aircraft.
Spike Aerospace’s core innovation is its Quiet Supersonic Flight technology, which reduces the aircraft’s sonic boom to below 75 PLdb. This breakthrough is achieved through advanced aerodynamic shaping, including a highly swept delta wing, optimized fuselage, and a tail-less design in the latest iterations. The company’s engineering team, including experts with backgrounds at NASA and Boeing, relies on state-of-the-art computational fluid dynamics and simulation tools provided by partners like Siemens and MAYA Simulation.
Beyond noise reduction, the S-512’s design incorporates lightweight composite materials such as carbon-fiber reinforced polymers and titanium alloys. These materials reduce structural weight and enable more complex aerodynamic shapes, improving both fuel efficiency and performance. The propulsion system is expected to use modern variable-cycle engines optimized for both subsonic and supersonic operation, addressing the historical criticisms of high fuel consumption and emissions in supersonic flight.
The Multiplex Digital Screens in the S-512’s cabin represent another leap, integrating aerospace-grade display technology with real-time imaging and customizable digital environments. This system offers flexibility for business or leisure use and enhances the overall passenger experience. Partnerships with leading technology and design firms ensure that these innovations meet both regulatory standards and customer expectations for comfort and utility.
“Spike’s engineering team has achieved a noise signature for the S-512 that is described as a soft clap, far below the disruptive booms that grounded previous supersonic jets.”
In August 2025, Spike Aerospace announced the completion of a major design study that refined the S-512’s aerodynamics, cabin, and low-boom performance. This milestone coincided with a brand refresh and the launch of a new website, signaling the company’s transition from a technical development phase to a market-facing, commercially ready posture. Spike has expanded its team by recruiting experienced professionals from leading aerospace firms and has deepened its partnerships with academic and industry collaborators. This strategic expansion is essential as the company moves toward certification, manufacturing, and eventual market entry.
The regulatory environment is also evolving. The FAA has begun rulemaking for domestic supersonic noise standards, and the International Civil Aviation Organization (ICAO) has developed new global noise standards for supersonic aircraft. These changes, along with executive orders supporting supersonic innovation, create a more favorable context for Spike and its competitors to achieve certification and commercial launch.
The supersonic jet market is projected to grow at a compound annual rate of 4.1% through 2032, with the business jet segment alone potentially worth $50-100 billion by 2035. The S-512’s anticipated price point of around $100 million positions it at the top of the business aviation market, justified by its unique speed and noise-reduction capabilities. Analysts estimate demand for 500-1,000 units in this segment, translating to significant revenue opportunities for successful manufacturers.
Spike’s business model includes aircraft sales, maintenance, and potential licensing of its low-boom technology. However, the path to market is capital-intensive: development costs are expected to reach several hundred million dollars when including certification and initial production. This necessitates ongoing fundraising, strategic partnerships, and possibly customer pre-orders or government support.
The post-pandemic boom in private aviation has created favorable conditions for new entrants like Spike, as corporations and wealthy individuals increasingly value time savings and operational flexibility. International markets, particularly in Europe, Asia, and the Middle East, offer further growth potential, provided the S-512 can meet diverse regulatory requirements.
The main historical barrier to supersonic commercial aviation has been regulatory: the FAA’s prohibition on supersonic flight over land due to sonic boom concerns. This restriction, codified in 14 CFR Part 91.817, relegated the Concorde and similar aircraft to transoceanic routes. Recent years, however, have seen a shift. The FAA has initiated rulemaking for new noise standards and special flight authorizations for supersonic aircraft testing, acknowledging that technological advances may now allow for acceptable noise levels.
Internationally, ICAO has established new noise standards for supersonic aircraft, with separate timelines for takeoff/landing and en-route noise. Environmental review requirements, such as those under the National Environmental Policy Act (NEPA), remain stringent, but the regulatory framework is now more accommodating for innovative designs like the S-512.
The certification process for the S-512 will involve multiple phases, including subscale and full-scale testing, noise and sonic boom measurements, and compliance validation across jurisdictions. Spike’s quiet supersonic technology could provide a significant advantage, allowing for more flexible route networks and faster regulatory approval compared to traditional supersonic designs. Spike Aerospace’s S-512 Diplomat program exemplifies the convergence of technological innovation, market opportunity, and regulatory evolution in the quest to revive supersonic commercial aviation. By focusing on quiet supersonic technology and leveraging strategic partnerships, Spike is well-positioned to capture a share of the projected $38.44 billion supersonic jet market by 2032. The company’s progress in design, engineering, and regulatory engagement demonstrates a realistic path to market entry, provided it can secure the necessary funding and execute effectively.
If successful, the S-512 could mark the return of supersonic travel not just for oceanic routes but also for overland journeys, fundamentally changing business aviation and setting new standards for speed, comfort, and environmental stewardship. The broader industry will watch closely as Spike’s program progresses, as its success or failure will shape the trajectory of the entire supersonic aviation sector in the coming decades.
Spike Aerospace Advances S-512 Diplomat Supersonic Business Jet Development Amid Evolving Market Dynamics
Company Background and Historical Development
The S-512 Diplomat: Aircraft Specifications and Capabilities
Market Landscape and Competitive Environment
Technological Innovations and Quiet Supersonic Flight
Recent Developments and Strategic Progress
Financial Projections and Market Opportunities
Regulatory Environment and Certification Path
Conclusion
FAQ
Sources
Photo Credit: Spike Aerospace
Business Aviation
NTSB Preliminary Findings on Statesville Cessna Citation Crash
NTSB details preliminary findings on the fatal Statesville Cessna Citation 550 crash with seven fatalities, including Greg Biffle.
This article is based on official releases and media briefings from the National Transportation Safety Board (NTSB).
The National Transportation Safety Board (NTSB) has released initial findings and visual assets regarding the fatal crash of a Cessna Citation 550 business jet in Statesville, North Carolina. The accident, which occurred on December 18, 2025, resulted in the deaths of all seven occupants, including former NASCAR driver Greg Biffle and members of his family.
According to official updates from the agency, investigators have recovered the Cockpit Voice Recorder (CVR) and identified key details regarding the aircraft’s final moments. The NTSB has also made high-resolution photos and b-roll footage of the accident site available to the public as part of their transparency efforts during the ongoing investigation (Case ID: WPR26MA063).
The aircraft, identified by registration N257BW, departed Statesville Regional Airport (SVH) at approximately 10:05 AM EST, bound for Sarasota-Bradenton (SRQ). NTSB investigators report that roughly 10 minutes after takeoff, the pilot initiated a return to the airport, executing a left turn to align with Runway 28.
During media briefings, NTSB officials revealed a critical piece of communication sent from inside the cabin. A passenger on board sent a text message to a family member shortly before impact.
“Emergency landing.”
, Text message sent by a passenger, confirmed by NTSB officials
The crash sequence ended when the aircraft struck approach lighting stanchions approximately 1,800 feet short of the runway threshold. Following the initial impact, the jet collided with trees and the airport perimeter fence before coming to rest and catching fire. The debris field suggests the aircraft was configured for landing with landing gear down and flaps set, indicating it was “stable on approach” but flying too low.
NTSB Board Member Michael Graham and Investigator-in-Charge Dan Baker provided updates on the physical evidence recovered from the site. While the aircraft sustained extensive fire damage, investigators have identified the engines and flight control surfaces within the wreckage. The Cockpit Voice Recorder (CVR) has been successfully recovered and transported to the NTSB laboratory in Washington, D.C., for analysis. Officials noted that the aircraft was not equipped with a Flight Data Recorder (FDR), as it was not required by regulation for this specific airframe, which was manufactured in 1981.
At the time of the accident (approximately 10:15 AM EST), weather conditions at Statesville Regional Airport included low clouds, mist, and drizzle. Visibility was reported to be approximately 3 to 5 miles. These environmental factors will be a key component of the ongoing inquiry.
To maintain transparency, the NTSB has published a collection of visual assets on the investigation’s official webpage. These materials include:
All future updates, including the preliminary report (expected within 30 days), the public docket, and the final report, will be posted to the same location.
The absence of a Flight Data Recorder (FDR) on older business jets like this 1981 Cessna Citation 550 is not uncommon, but it places significantly more weight on the Cockpit Voice Recorder (CVR) and physical site analysis. Without digital flight data parameters, investigators must rely heavily on audio cues, radar tracks, and the physical position of actuators and switches in the wreckage to reconstruct the flight path. The fact that the aircraft was “stable on approach” but 1,800 feet short suggests a focus on altitude awareness, altimeter settings, or visual illusions caused by the reported mist and low clouds.
Who were the victims of the crash? When will the cause of the crash be determined? Was the airport controlled? Where can I view the photos and b-roll?
NTSB Releases Preliminary Findings on Statesville Cessna Citation Crash
Crash Sequence and “Emergency Landing” Communication
Investigation Status and Site Analysis
Recorder Recovery
Weather Factors
Visual Assets and Public Docket
AirPro News Analysis
Frequently Asked Questions
Authorities have confirmed seven fatalities. The victims include Greg Biffle, his wife Cristina, daughter Emma, son Ryder, pilot Dennis Dutton, Jack Dutton, and Craig Wadsworth.
The NTSB typically releases a preliminary report within 30 days of the accident, which contains factual information but no probable cause. A final report, including the probable cause, usually takes 12 to 24 months to complete.
No. Statesville Regional Airport is a non-towered airport. Pilots use a Common Traffic Advisory Frequency (CTAF) to coordinate their movements.
The NTSB has hosted all visual assets on their official investigation webpage linked below.Sources
Photo Credit: NTSB
Business Aviation
Honda Aircraft Introduces APMG S Upgrade for Legacy HondaJets
Honda Aircraft offers the APMG S retrofit for Classic and APMG HondaJets, enhancing payload, avionics, and safety with FAA certified upgrades.
This article is based on an official press release from Honda Aircraft Company.
Honda Aircraft Company has officially introduced the “APMG S” upgrade package, a new retrofit program designed to modernize the manufacturers‘ earlier aircraft models. Announced as the fleet approaches its tenth anniversary, this initiative allows owners of the original HondaJet (Classic) and the HondaJet APMG to install advanced avionics and performance features that were previously exclusive to the newer HondaJet Elite S model.
According to the company’s announcement, the upgrade is available immediately for installation at the Honda Aircraft Company Service Center in Greensboro, North Carolina, as well as through its authorized service center network. The package has already received Federal Aviation Administration (FAA) certification for U.S.-registered aircraft, with certification from other international regulatory bodies planned to follow.
The APMG S package focuses on bridging the gap between the earliest iterations of the HondaJet and the current production standards. The upgrade targets three primary areas: payload capacity, avionics processing, and pilot handling.
Increased Maximum Takeoff Weight (MTOW) Avionics and Safety Systems Additionally, the upgrade introduces a new graphical interface for Weight and Balance calculations on the flight deck, streamlining pre-flight preparations for pilots.
The introduction of the APMG S appears to be a move to protect the longevity and residual value of the HondaJet fleet. By offering a pathway for early adopters to upgrade their airframes to “Elite S” standards, the manufacturer is ensuring that older models remain competitive in the Very Light Jet (VLJ) market. In the official press release, Amod Kelkar, Chief Commercial Officer of Honda Aircraft Company, emphasized the company’s dedication to its existing customer base:
“As we approach the tenth anniversary of our first HondaJet delivery, we are excited to provide our customers the opportunity to upgrade their aircraft with the advanced technology and performance of more recent iterations. The APMG S package brings the spirit of continuous improvement to our in-service fleet, ensuring that the HondaJet remains at the forefront of the light jet category.”
While the official release focuses on technical specifications, the strategic timing of this announcement is notable. The first HondaJet “Classic” models were delivered between 2015 and 2018. As these airframes approach the decade mark, they face potential obsolescence when compared to newer entrants like the Cessna Citation M2 Gen2 or the Embraer Phenom 100EV.
By offering a retrofit option rather than forcing customers to purchase a new aircraft to gain these capabilities, Honda is likely aiming to prevent customer defection to competitors. This strategy aligns with a broader industry trend toward sustainability and lifecycle extension, where “retrofitting” is viewed as a more environmentally and financially responsible alternative to scrapping or replacing airframes. While specific pricing was not disclosed in the release, owners are directed to contact service centers for quotes, historical data suggests such upgrades offer a cost-effective alternative to trading up to a new $6 million-plus aircraft.
Honda Aircraft Company has confirmed that the APMG S package is available for installation now. The upgrade is applicable to:
Owners interested in the upgrade can schedule installation at the factory service center in Greensboro, NC, or at authorized facilities worldwide. While FAA certification is complete, European operators and those in other jurisdictions will need to wait for subsequent regulatory approvals, which the company states are currently in planning.
Honda Aircraft Company Unveils APMG S Upgrade for Legacy HondaJet Fleet
Technical Enhancements and Performance Gains
One of the most significant operational changes included in the package is a 300-pound increase in Maximum Takeoff Weight (MTOW). In practical terms, this allows operators to carry approximately one additional passenger or significantly more fuel and baggage without compromising range. The company states that this upgrade directly addresses the evolving mission requirements of current owners.
The retrofit includes both hardware and software updates to the Garmin G3000 avionics suite. These updates are designed to deliver faster processing speeds and enable advanced flight deck features. A key safety addition is the Advanced Steering Augmentation System (ASAS). According to Honda Aircraft Company, ASAS is engineered to reduce pilot workload and enhance safety during the landing rollout, particularly in challenging crosswind conditions.
Strategic Commitment to the Fleet
AirPro News Analysis
Availability and Implementation
Sources
Photo Credit: HondaJet
Business Aviation
PlaneSense and CaptainJet Partner to Expand Private Jet Access Across Continents
PlaneSense partners with CaptainJet, enabling reciprocal private flight access with Pilatus aircraft across the US, Europe, Canada, and the Caribbean.
This article is based on an official press release from PlaneSense, Inc. and CaptainJet.
PlaneSense, Inc., a leading fractional aircraft ownership program based in the United States, has announced a significant expansion of its international service capabilities through a new collaboration with CaptainJet, a European luxury charter sourcing provider. Announced on December 16, 2025, this partnership aims to provide seamless, reciprocal private travel solutions for clients on both sides of the Atlantic.
According to the official press release, the agreement allows PlaneSense shareowners to access a vast network of charter aircraft when traveling within Europe. Conversely, CaptainJet clients visiting the United States, Canada, and the Caribbean will gain access to the PlaneSense fleet, which consists of the Pilatus PC-12 turboprop and the Pilatus PC-24 jet. This move solidifies a growing alliance between PlaneSense and the broader Jetfly Group, CaptainJet’s affiliate, following an earlier partnership established in 2025.
The core of this collaboration is a reciprocal service agreement designed to simplify the complexities of international private aviation. For PlaneSense shareowners, the company has integrated a “PlaneSense Sourcing Solution” team that will coordinate directly with CaptainJet. This arrangement provides U.S. clients with access to CaptainJet’s network, which includes over 7,000 aircraft globally, ensuring availability even during high-demand periods in Europe.
For European travelers, the partnerships opens the door to the PlaneSense fleet. CaptainJet clients can now book flights on the Pilatus PC-12 and PC-24 aircraft operated by PlaneSense. These aircraft are renowned for their short-field performance, allowing access to smaller regional airports that are often closer to final destinations than major hubs.
This collaboration builds upon a previous agreement between PlaneSense and Jetfly, a European fractional operator and affiliate of CaptainJet. Both PlaneSense and Jetfly utilize fleets heavily focused on Pilatus aircraft. By partnering with CaptainJet, PlaneSense extends its reach beyond the specific fractional fleet of Jetfly, offering its owners a broader range of charter options to suit various mission profiles that might fall outside the scope of the fractional fleet.
Leadership from both organizations emphasized the client-focused nature of the deal, highlighting the demand for a unified booking experience across continents.
George Antoniadis, President and CEO of PlaneSense, Inc., stated in the press release: “Working with the CaptainJet team allows us to greatly expand our footprint and assist our valued clients with their global travel needs.”
Yves Roch, CEO of CaptainJet, echoed these sentiments, noting the quality of the U.S. operator’s fleet:
“We’re proud to collaborate with PlaneSense, providing clients with exceptional private flights on both sides of the Atlantic.”
The Asset-Light Expansion Model The Short-Runway Niche 2025 Industry Trends What aircraft will PlaneSense clients fly on in Europe? Can CaptainJet clients fly the PC-12 in the US? Is this a merger?
PlaneSense and CaptainJet Launch Strategic Transatlantic Collaboration
Reciprocal Access for Global Travelers
Strengthening the “Pilatus Alliance”
Executive Commentary
Strategic Market Context
AirPro News Analysis
This collaboration represents a distinct strategic approach compared to other major players in the private-jets sector. While competitors such as NetJets and Flexjet have pursued “organic expansion” or “acquisition” models, spending significant capital to buy aircraft and obtain operating certificates in Europe, PlaneSense is effectively building a virtual global fleet. By partnering with CaptainJet and Jetfly, PlaneSense secures immediate European market access without the heavy infrastructure investment required to establish a standalone European division.
A critical differentiator for this alliance is the specific capability of the aircraft involved. Both PlaneSense and the Jetfly Group specialize in Pilatus aircraft (PC-12 and PC-24). These aircraft possess unique short-field capabilities, allowing them to land on runways as short as 3,000 feet, including grass and dirt strips. This opens up access to exclusive destinations, such as Courchevel in the French Alps or smaller Caribbean islands, that are inaccessible to the larger jets typically flown by competitors like VistaJet or Wheels Up. This “adventure access” segment remains a defensible niche that this partnership strengthens.
The timing of this deal aligns with broader 2025 trends where high-net-worth individuals increasingly demand “one-call” solutions. The post-pandemic travel boom has occasionally strained charter inventory; by aligning with a major sourcing agent like CaptainJet, PlaneSense mitigates the risk of inventory shortages for its clients abroad. This ensures that U.S. owners are not left to navigate a fragmented European charter broker market on their own.
Frequently Asked Questions
Through CaptainJet, PlaneSense clients will have access to a sourcing network of over 7,000 aircraft, ranging from light jets to large-cabin aircraft, in addition to the Pilatus fleet available through the Jetfly affiliate partnership.
Yes. The agreement specifically allows CaptainJet clients to book flights on the PlaneSense fleet, which includes the Pilatus PC-12 turboprop and the PC-24 light jet, known for their versatility and short-runway performance.
No. This is a strategic collaboration between two independent companies. PlaneSense remains a privately held U.S. company, while CaptainJet operates as a Swiss-based charter sourcing provider affiliated with the Jetfly Group.
Sources
Photo Credit: PlaneSense
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