This article summarizes reporting by the National Business Aviation Association (NBAA).

From Guesswork to Precision: AI Takes on Aircraft Weight and Balance

The aviation industry is currently navigating a critical transition in how it calculates aircraft weight and balance (W&B). For decades, operators have relied on manual calculations and “standard average weights” for passengers and baggage, a method that is becoming increasingly untenable due to changing population demographics and stricter safety margins. According to recent reporting by the National Business Aviation Association (NBAA), artificial intelligence (AI) is now offering a viable path away from these estimates toward real-time, data-driven precision.

This shift is not merely about modernization; it addresses a core safety vulnerability. Improper weight distribution can lead to tail strikes, runway overruns, and loss of control. As noted in the NBAA report, the industry is seeing a divergence in solutions: some companies are developing hardware-based sensors to “weigh” the aircraft physically, while others are deploying software-based AI to integrate baggage data instantly.

The Problem with “Standard Weights”

Traditionally, pilots and loadmasters have used standard weight tables, such as assigning a fixed weight of 190 lbs to an adult passenger, to calculate an aircraft’s center of gravity (CG). However, regulatory bodies like the FAA and EASA have flagged this approach as increasingly inaccurate.

According to industry data highlighted in the NBAA report, the FAA’s Advisory Circular AC 120-27F urges operators to move toward “actual weight” programs. The reliance on averages forces airlines to apply large “curtailments”, safety buffers that reduce the amount of revenue-generating payload an aircraft can legally carry. Furthermore, manual data entry remains a persistent source of human error.

“Weight and CG errors are one of the most significant issues plaguing safe aircraft operations today… They are borne out of heavily manual, assumption-based calculations.”

— Bill Tiffany, CEO of Avix Aero (via NBAA)

Hardware Solutions: The “Smart Strut”

One of the most prominent hardware innovations covered in the report comes from Avix Aero. The company has developed an Onboard Weight and Balance System (OBWBS) that effectively converts an aircraft’s landing gear into a high-tech scale.

According to the source material, this system installs sensors directly onto the landing gear struts to measure pressure and stress. However, raw sensor data is often noisy due to wind, engine vibration, and aircraft movement. Avix Aero uses AI algorithms to “clean” this data in real-time, filtering out environmental noise to provide an instant, precise reading of the aircraft’s total weight and CG.

The NBAA notes that this technology has already achieved significant regulatory milestones. Avix Aero currently holds Supplemental Type Certificates (STCs) for major airframes, including the Boeing 737-NG and Boeing 777. By providing actual weight data, this system allows operators to eliminate the wasteful safety buffers required when using estimates.

Software Solutions: Integrating the Data

While hardware solutions focus on physical measurement, other innovators are using AI to streamline data management. The NBAA report highlights Abomis Innovations, which focuses on integrating AI with existing Baggage Reconciliation Systems (BRS).

Instead of estimating bag weights, the Abomis platform pulls exact weight data from check-in scales for every piece of luggage loaded. The AI then automates the decision-making process for load distribution, verifying safety limits before the pilot receives the final load sheet.

Similarly, Lufthansa Systems utilizes a “Management by Exception” approach with its NetLine/Load tool. According to the report, this system uses reinforcement learning to automate routine load control tasks. This efficiency allows a single human controller to safely manage up to 100 flights per shift, as the AI only alerts them to complex, non-standard situations.

AirPro News Analysis

While the safety benefits of AI-driven weight and balance are clear, we believe the economic drivers will be the primary catalyst for widespread adoption. The current system of “curtailment” forces airlines to leave potential cargo or passengers behind to account for the inaccuracy of standard weight averages.

By switching to precise, real-time weighing, whether through smart struts or integrated baggage data, airlines can reclaim that lost capacity. In an industry with razor-thin margins, the ability to safely carry even a few hundred pounds of additional freight per flight, or to optimize trim for fuel efficiency based on exact CG, represents a substantial financial advantage. We expect to see carriers prioritize these technologies not just for compliance, but for the immediate ROI on fuel and payload optimization.

Frequently Asked Questions

Why are standard passenger weights considered unsafe?

Standard weights are averages that may not reflect the actual passengers on a specific flight. As population obesity rates change and carry-on baggage habits evolve, these averages become less reliable, potentially leading to calculation errors that affect aircraft stability.

Does the FAA require weighing every passenger?

Not currently. While the FAA encourages “actual weight” programs, weighing every passenger is logistically difficult. Technologies like those from Avix Aero and Abomis offer a middle ground: precise data without the bottleneck of weighing passengers at the gate.

What is the difference between hardware and software AI solutions?

Hardware solutions (like Avix) use physical sensors on the aircraft to weigh it in real-time. Software solutions (like Abomis) use digital data from check-in scales and other sources to calculate the weight more accurately than manual estimates.

Sources

• NBAA
• FAA AC 120-27F

This article is based on an official press release from Beyond Aero and additional public industry data.

Beyond Aero Advances Industrialization Plans with Factory Feasibility Study

Beyond Aero, the Toulouse-based developer of hydrogen-electric business aircraft, has officially completed the feasibility study for its future manufacturing facility. According to a company announcement, this milestone marks a critical transition from the design and prototyping phase to industrial-scale production. The company is now actively evaluating potential sites in France and across Europe to host the new plant.

The study, conducted in collaboration with industrial partners Porsche Consulting and the Kardham Group, outlines a blueprint for a facility capable of producing up to 120 aircraft annually. This development comes as the company solidifies its financial standing, having closed a $20 million Series A funding round in late 2024 or early 2025, bringing its total capital raised to approximately $44 million.

Blueprint for a Hydrogen-Electric Factory

The newly finalized industrial plan details a 17,000-square-meter (183,000 sq ft) campus designed to house the Final Assembly Line (FAL), a delivery center, a customer showroom, and integrated Research & Development (R&D) facilities. Beyond Aero states that the site is expected to generate approximately 225 production jobs once fully operational.

Production Capacity and Philosophy

According to the specifications released by the company, the factory is designed for an initial output of 60 aircraft per year, with built-in scalability to reach 120 units annually. The manufacturing strategy, developed with Porsche Consulting, emphasizes “light automation.”

Rather than relying on heavy robotics, which can be capital-intensive and rigid, the assembly process will prioritize flexibility and cost-efficiency by utilizing pre-equipped modules from suppliers. The Kardham Group contributed to the architectural design, focusing on sustainability standards for the new campus.

The “One” Business Jet

The facility will be dedicated to producing the “One” (technically referred to as BYA-1), a clean-sheet business jet designed to be the first hydrogen-electric aircraft certified under CS-23 regulations. The aircraft targets the private aviation market with a range of 800 nautical miles (1,500 km) and a capacity of six to eight passengers.

The propulsion system utilizes gaseous hydrogen fuel cells to power two rear-mounted ducted electric fans. A key design feature noted in technical briefings is the integration of hydrogen tanks into a “fattened” fuselage belly, a safety-centric architecture intended to keep high-pressure fuel lines outside the pressurized cabin.

Commercial Momentum

Beyond Aero reports significant commercial interest in the platform. The company holds Letters of Intent (LOIs) for 108 aircraft, representing a potential order book value of approximately $914 million. The targeted entry into service for the “One” is currently set for 2030, with a design freeze expected by 2027.

AirPro News Analysis

The decision to partner with Porsche Consulting for industrial architecture signals a pragmatic approach to aerospace manufacturing. By avoiding the “automation trap,” where startups over-invest in robotics before stabilizing production rates, Beyond Aero appears to be mitigating the capital risks that have plagued other advanced air mobility ventures.

Furthermore, the search for a factory site across Europe suggests the company is leveraging its potential economic impact to secure favorable incentives. While Toulouse remains a logical hub due to its aerospace ecosystem, the willingness to look elsewhere indicates that regional subsidies and support for green technology will play a decisive role in the final location selection.

Market Context and Competition

The aviation industry faces mounting pressure to decarbonize by 2050, sparking a “hydrogen race” among manufacturers. While giants like Airbus focus on larger commercial airliners through the ZeroE program, Beyond Aero is targeting the “smaller, sooner” segment. By focusing on CS-23 certification (aircraft under 19,000 lbs), the company aims to navigate a faster regulatory pathway compared to commercial transport category aircraft.

Competitors in the sustainable regional and business aviation space include VoltAero and Aura Aero, though these companies often pursue hybrid-electric architectures. Other players like Blue Spirit Aero are also exploring hydrogen-electric light aircraft. However, Beyond Aero’s specific focus on a clean-sheet business jet using gaseous hydrogen distinguishes its market position, particularly regarding infrastructure compatibility with existing Fixed Base Operators (FBOs).

Frequently Asked Questions

What is the timeline for the Beyond Aero “One” aircraft?
The company targets a design freeze by 2027 and Entry into Service (EIS) by 2030.

How is the aircraft powered?
It uses a hydrogen-electric powertrain where gaseous hydrogen fuel cells generate electricity to drive two ducted fans.

Who are the key investors in Beyond Aero?
Investors include Giant Ventures, Bpifrance (Deeptech 2030 fund), Initialized Capital, and angel investors such as Nate Blecharczyk (Airbnb) and Arash Ferdowsi (Dropbox).

Where will the new factory be located?
The site has not yet been selected. Beyond Aero is currently evaluating locations in France and other European countries.

Sources

• Beyond Aero Press Release

This article summarizes reporting by Corporate Jet Investor.

Baker Aviation Acquires 20 Challenger 300 Jets from Flexjet in Major Fleet Expansion

Fort Worth-based charter operator Baker Aviation has finalized a significant acquisition of 20 Bombardier Challenger 300 aircraft from fractional ownership giant Flexjet. According to reporting by Corporate Jet Investor, the transaction marks a pivotal expansion for Baker Aviation, shifting its operational scale within the wholesale charter market.

The deal, brokered by West Elk Aviation, involves the transfer of super-midsize jets that will nearly double Baker Aviation’s current fleet. While Flexjet divests these assets to make way for newer models, Baker Aviation intends to utilize the aircraft to serve its exclusive base of wholesale clients, including charter brokers and jet card providers.

Transaction Details and Timeline

The acquisition closed in late November 2025, with immediate operational changes already underway. According to data compiled in industry reports, the first two Challenger 300s were delivered upon closing, with two additional units expected to arrive by mid-December 2025. The remaining 16 aircraft are scheduled to be phased into Baker’s fleet throughout 2026.

While the specific financial terms of the deal remain undisclosed, market analysis suggests a substantial valuation. Pre-owned Challenger 300s typically trade between $9.5 million and $13.25 million per unit. Based on these figures, the total asset value is estimated to range between $180 million and $220 million, though a bulk purchase of this magnitude likely involved negotiated pricing.

Strategic Shift for Baker Aviation

Baker Aviation operates on a 100% wholesale business model, meaning it does not sell directly to retail passengers. Instead, it provides “supplemental lift” to other operators and brokers. Before this acquisition, the company’s fleet was anchored by 21 Cessna Citation X aircraft, renowned for their speed.

With the integration of the Challenger 300s, Baker Aviation CEO Tim Livingston projects the company will operate over 40 super-midsize aircraft by the end of 2026. In a statement regarding the acquisition, Livingston highlighted the importance of the deal:

“This is a defining moment for Baker Aviation. The Challenger 300 is a proven performer, and bringing these additional aircraft into our existing fleet… allows us to offer even greater reliability, flexibility, and premium service to charter brokers.”

Tim Livingston, CEO of Baker Aviation

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Flexjet’s Modernization Strategy

For the seller, Flexjet, this divestiture aligns with an aggressive fleet modernization program. The fractional operator is currently accepting deliveries from a $7 billion order with Embraer for Praetor 500 and 600 jets, alongside new Bombardier Challenger 3500s. By selling the older Challenger 300s to a reputable operator like Baker, Flexjet ensures the aircraft remain active in the aviation ecosystem rather than being parked or scrapped.

Mike Silvestro, CEO of Flexjet, noted the mutual benefits of the transaction:

“This partnership with Baker Aviation allows these Challenger 300s to remain a productive part of the private aviation ecosystem, supporting our long-term fleet strategy and the broader demand for premium midsize aircraft.”

Mike Silvestro, CEO of Flexjet

Aircraft Profile: The Challenger 300

The Bombardier Challenger 300 is widely regarded as a “workhorse” in the super-midsize category. It offers a transcontinental range of approximately 3,100 nautical miles, capable of flying non-stop from New York to Los Angeles. The aircraft typically seats 8 to 10 passengers and features a stand-up cabin height of 6 feet 1 inch.

Troy Lawson, a Partner at West Elk Aviation who advised on the deal, described the arrangement as a “prime example of aligning the needs of multiple stakeholders to create lasting value.”

AirPro News Analysis

The Rise of the Wholesale Fleet

This acquisition underscores a growing trend in business aviation: the consolidation of the wholesale market. As retail brokers and jet card companies sell record numbers of flight hours, they increasingly rely on dedicated wholesale operators to fulfill that demand. By acquiring a standardized block of 20 identical aircraft, Baker Aviation gains significant operational efficiencies in pilot training, maintenance, and parts sourcing, economies of scale that are difficult to achieve with a mixed fleet.

Furthermore, this deal illustrates the health of the secondary market. Rather than these assets fragmenting into individual ownership, they are being retained as a cohesive commercial fleet, ensuring that capacity remains available to the broader US charter market.

Frequently Asked Questions

What is a wholesale charter operator?

A wholesale operator like Baker Aviation does not sell flights directly to the public. They sell flight hours to other brokers, operators, or jet card companies who need aircraft to fulfill their customers’ trips.

How many aircraft does Baker Aviation have?

Prior to this deal, the fleet consisted primarily of 21 Cessna Citation X jets. With the 20 Challenger 300s being delivered through 2026, the fleet is projected to exceed 40 super-midsize aircraft.

Who brokered the deal?

The transaction was advised by West Elk Aviation, led by Partner Troy Lawson.

Sources

• Corporate Jet Investor
• Private Jet Card Comparisons