SyberJet Aircraft unveiled a full-scale mockup of its new SJ36 light jet and opened reservations for both the SJ36 and the upgraded SJ34 on October 19, 2026, at Henderson Executive Airport (HND) in Nevada. The announcements, made ahead of the 2026 National Business Aviation Association Business Aviation Convention & Exhibition (NBAA-BACE), mark a major push by the manufacturer to disrupt the light jet market with mid-size performance targets.

In a series of press releases and presentations at the company’s SyberJet World event, Chief Executive Officer Trevor Milton detailed the performance goals for the nine-passenger SJ36, which include a maximum speed of Mach 0.88 and a range of 3,000 nautical miles. The company also introduced the proprietary SyberVision avionics suite and a limited-availability membership program designed to incentivize early buyers.

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Performance targets and the SJ36 design

The SJ36 is a stretched, nine-seat derivative of the company’s legacy airframe, designed to offer performance metrics typically found in larger, more expensive aircraft classes. SyberJet states the aircraft will feature a 49,000-foot service ceiling and maintain a sea-level cabin altitude up to 41,000 feet. The aircraft will be powered by two Williams International FJ44-4A engines, which the company selected in October 2025. Each engine provides 3,620 pounds of thrust.

During the unveiling event, Milton emphasized the disruptive nature of the aircraft’s projected capabilities.

“Mach 0.88 is no joke. That puts the SJ36 in the big-boy 50-million-dollar club. To have that kind of performance and fly at up to 49,000 feet nonstop from New York to LA; it changes the entire jet market categorically forever.”

Alongside the SJ36, SyberJet opened reservations for the SJ34, an upgraded version of the legacy SJ30-2. According to reporting by Aviation International News, the SJ34 is designed for single-pilot operation with seven occupants, targeting a maximum speed of Mach 0.83 and a range of 2,500 nautical miles. The SJ34 will utilize Williams engines producing between 5,000 and 6,400 pounds of total thrust.

FLYING Magazine reported that SyberJet expects to begin deliveries of the SJ34 in 2029, with the larger SJ36 targeted for delivery in 2032. The SJ36 is scheduled for its first flight in 2027.

SyberVision avionics and the Passage One program

Both the SJ34 and SJ36 will feature the new SyberVision avionics suite. Aviation Week reported that the system includes six 4K touchscreen displays and incorporates “SyberPilot,” an AI-assisted flight control system. SyberJet intends for SyberPilot to eventually manage autonomous flight operations from taxi to shutdown, though such capabilities will require extensive certification from the Federal Aviation Administration (FAA) before they can be implemented.

To secure early orders, SyberJet launched the Passage One membership program, capped at the first 250 customers. Skies Mag reported that the program offers a $2 million discount on the launch pricing of both aircraft. Under Passage One, the SJ34 is priced at $10 million compared to a standard price of $12 million, while the SJ36 is offered at $14 million against a standard price of $16 million.

The Passage One program also includes five years of tip-to-tail coverage, engine maintenance, and up to 100,000 gallons of fuel. Milton stated that the program allows operators to save millions over competing aircraft while relying entirely on factory support.

Reviving the legacy SJ30 program

SyberJet Aircraft, headquartered in Chandler, Arizona, with operations in Texas and Utah, is the successor to the original SJ30 program. The FAA certified the original SJ30-2 light jet on October 27, 2005, but fewer than ten aircraft were built before production stalled.

In 2024, an investment group led by Milton acquired SyberJet Aircraft. Milton, the founder of Nikola Corporation, was previously convicted of fraud but received a presidential pardon from Donald Trump in March 2025, clearing the way for his return to a corporate leadership role.

Under new ownership, the company has worked to demonstrate the capabilities of the legacy airframe while developing the new variants. On August 21, 2026, SyberJet flew an SJ30-2 from Jacksonville International Airport (JAX) in Florida to Brown Field Municipal Airport (SDM) in San Diego, California. The aircraft completed the flight in 4 hours and 7 minutes at an average speed of 505.3 mph. SyberJet claims this breaks the previous light jet transcontinental speed record by 48 percent. Official certification of the record by the National Aeronautic Association (NAA) and the Federation Aeronautique Internationale (FAI) remains pending.

AirPro News analysis

SyberJet is making aggressive promises with the SJ36, aiming to deliver super-midsize speed and range at a light jet acquisition cost. However, the performance figures for the SJ36 remain projected targets for an aircraft that has not yet been built or flown. The timeline stretching to 2032 reflects the steep regulatory and engineering hurdles ahead. Certifying a heavily modified airframe to operate at Mach 0.88 and 49,000 feet is a rigorous process, and the proposed SyberPilot autonomous flight system will face intense FAA scrutiny, as no comparable AI-driven autonomous system is currently certified for commercial or general aviation use.

The success of the Passage One program will be a critical indicator of market confidence. While the financial incentives are substantial, buyers must weigh them against the historical inertia of the SJ30 program and the inherent risks of funding a clean-sheet avionics architecture and a major airframe stretch under a newly reorganized leadership team. If SyberJet can meet its 2027 first flight target for the SJ36, it will go a long way toward validating the ambitious claims made at Henderson Executive Airport.

Collins Aerospace announced a simplified upgrade path for its business aviation radio altimeters on October 21, 2026, allowing operators to meet new Federal Aviation Administration (FAA) 5G interference mandates without replacing entire systems.

Unveiled at the National Business Aviation Association Business Aviation Convention & Exhibition (NBAA-BACE) in Las Vegas, Nevada, the solution targets tens of thousands of aircraft requiring modifications under the FAA rule published in July 2026. In a press release, the RTX Corporation subsidiary stated that the upgrades will minimize downtime and cost for operators navigating the regulatory transition.

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Navigating the 5G regulatory landscape

On July 24, 2026, the FAA issued a final rule titled “Requirements for Interference-Tolerant Radio Altimeter Systems.” The mandate requires aircraft operating in U.S. airspace to be equipped with radio altimeters capable of withstanding interference from 5G wireless signals in the Upper C-band. The telecommunications frequencies, ranging from 3.98 to 4.2 GHz, sit adjacent to the 4.2 to 4.4 GHz band utilized by aviation radio altimeters.

The regulatory timeline establishes distinct compliance phases based on operator type. Part 121 scheduled air carriers and large Part 129 aircraft face a deadline of December 30, 2030. Part 91 general and private jets operators, along with Part 135 charter operators, have until October 31, 2034, to meet the minimum performance requirements.

“Business aviation operators are navigating important regulatory requirements that touch every aircraft flying in U.S. airspace,” said Craig Bries, Vice President and General Manager of Airborne Electronics at Collins Aerospace.

Upgrade path and fleet impact

Radio altimeters measure an aircraft’s exact height above the terrain by bouncing a radio signal off the ground. The data is foundational for low-visibility approaches, autoland systems, and Terrain Awareness and Warning Systems (TAWS). Without interference-tolerant equipment, 5G signals can cause false altitude returns, compromising these critical safety systems.

Collins Aerospace manufactures several widely used radio altimeters, including the analog LRA-900, the digital LRA-2100, and the ALT-4000. Rather than requiring operators to purchase and install entirely new units, the company developed a modification process for existing equipment. Collins service centers will begin rolling out the upgrades to business aviation operators in 2027.

“By updating existing equipment, we’re making compliance simple while delivering upgrades that enhance safety, strengthen connectivity and support precise navigation in the years ahead,” Bries stated.

The cost of compliance across the aviation sector

The aviation industry has faced a multi-year standoff regarding the rollout of 5G C-band cellular networks. The resulting FAA mandate requires the replacement or upgrade of approximately 58,500 radio altimeters across the U.S. aviation fleet.

The financial impact of the transition is substantial. Fleet-wide costs to offset the upgrades are estimated between $4.49 billion and $7.1 billion. A portion of the financial burden will be supported by a rebate program funded by the Federal Communications Commission (FCC).

Collins Aerospace, headquartered in Charlotte, North Carolina, employs approximately 80,000 people and operates as a major supplier of aerostructures, avionics, and mission systems. Its parent company, RTX, maintains a global workforce of approximately 185,000 employees. The scale of the Collins installed base means the company’s upgrade program will account for a significant percentage of the 58,500 units requiring modification.

AirPro News analysis

We view the decision by Collins Aerospace to offer an upgrade path rather than a full system replacement as a critical retention strategy in the business aviation aftermarket. For Part 91 and Part 135 operators, aircraft downtime is a primary pain point. By modifying existing units like the ALT-4000, Collins protects its installed base from competitors who might use the FAA mandate as an opportunity to win new cockpit real estate. General aviation operators are typically more sensitive to capital expenditures than Part 121 airlines, making a simplified, lower-cost compliance path a strong competitive advantage ahead of the 2034 deadline.

French manufacturer DTA Aircraft has announced plans to begin U.S. flight testing of its JP1 hybrid-electric vertical takeoff and landing (eVTOL) aircraft in April 2027, bringing a prototype with over 200 hours of flight time to the National Business Aviation Association Business Aviation Convention & Exhibition (NBAA-BACE) in Las Vegas.

In an October 19, 2026, press release, the company detailed its strategy to target the personal ownership market rather than commercial air taxi operations, utilizing a hybrid-electric powertrain to achieve a two-hour flight endurance. The announcement coincides with the display of the JP1 prototype at the October 20-22 convention, distinguishing the program in a sector often characterized by non-flying mock-ups.

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Transitioning from French testing to U.S. airspace

The JP1 prototype has already logged more than 200 hours of flight testing at the company headquarters in Montélimar, France. According to reporting by Aviation International News, these flights were conducted uncrewed and remote-controlled, utilizing a 160-pound dummy to simulate passenger weight due to local regulatory restrictions.

DTA Americas Inc. Chief Executive Officer Théo Parant explained the regulatory environment in France required creative approaches to gather flight data.

We did find a loophole in the French regulation so that we could fly it. It’s just that the French regulation wouldn’t allow us to put someone in the aircraft.

With the initial data gathering complete, DTA Aircraft is shifting its focus to the United States. The company established its U.S. subsidiary, DTA Americas Inc., in August 2026, opening a showroom at the Jet Aviation facility at Scottsdale Airport (SDL) in Arizona. Aviation Week reports that the company is targeting April 2027 to commence U.S. flight testing in Arizona.

Parant emphasized the maturity of the platform on display at NBAA-BACE, noting that the exhibition features an actual flying aircraft rather than a conceptual model. He stated that the French operations constituted a rigorous flight test program rather than a simple demonstration, adding that flying in the U.S. is now primarily a matter of registration.

Hybrid-electric architecture and performance specifications

The JP1 is designed as a two-seat personal aircraft, utilizing a distributed electric propulsion system with eight electric motors mounted on four carbon-fiber booms. The design incorporates significant redundancy, with the manufacturer stating the aircraft can sustain flight with up to four propeller failures, provided each boom retains one working propeller. A whole-airframe ballistic parachute is included as a final safety measure.

To overcome the range limitations inherent in purely battery-electric eVTOL designs, the JP1 employs a hybrid-electric architecture. A single-rotor rotary engine burning standard jet fuel or Sustainable Aviation Fuel (SAF) drives a generator, which recharges four battery packs in flight. This system provides a two-hour flight endurance.

According to specifications published by Thomasnet and Aviation International News, the aircraft has a maximum takeoff weight (MTOW) of 1,146 pounds and cruises at 90 mph. The hybrid system yields a range of 156 nautical miles with two people on board, extending to 235 nautical miles when flown solo.

Targeting the personal ownership market

DTA Aircraft enters the Advanced Air Mobility (AAM) sector with an established manufacturing history. Founded in 1990, the company built a reputation designing and producing light sport aircraft, primarily gyroplanes and ultralight trikes. The manufacturer has sold over 595 legacy aircraft operating in more than 33 countries, accumulating over 300,000 cumulative flight hours. In 2022, Gautier Meyers acquired the company and initiated the development of the JP1 eVTOL.

Unlike many AAM developers focused on building large fleets for commercial air taxi networks, DTA Aircraft is positioning the JP1 strictly for individual ownership. The target demographic includes business jet owners seeking to bypass ground traffic between their homes and the airport. To support this development, DTA Aircraft announced a partnership with Embry-Riddle Aeronautical University on September 17, 2026, collaborating on aerodynamics, airframe structure, and hybrid-electric propulsion.

The company officially launched U.S. sales at EAA AirVenture Oshkosh on July 23, 2026. The JP1 carries a purchase price of $385,000, requiring a $12,000 deposit to reserve a production position, of which $10,000 is refundable. Aviation Week reports that DTA Aircraft has secured 28 reservations as of October 2026.

DTA Aircraft plans to deliver the first 50 Launch Edition aircraft in 2028, with deliveries for chassis 51 and beyond scheduled to begin in 2029. The company is pursuing certification under the Federal Aviation Administration (FAA) Modernization of Special Airworthiness Certificates (MOSAIC) framework, aiming for the Light Sport Aircraft category, which would permit operation by pilots holding a Sport Pilot certificate.

AirPro News analysis

The JP1’s hybrid-electric approach addresses the primary operational hurdle facing the first generation of battery-electric eVTOLs: infrastructure dependence. By utilizing a rotary engine as a generator, DTA Aircraft bypasses the need for specialized megawatt charging networks. The aircraft can operate from existing general aviation facilities and helipads using standard jet fuel or SAF, making it immediately viable for private owners who cannot wait for a bespoke charging ecosystem to materialize.

Furthermore, targeting the Light Sport Aircraft category under the FAA’s MOSAIC framework presents a highly strategic regulatory path. Commercial air taxi developers are currently navigating complex, unprecedented transport-category certification requirements for powered-lift aircraft. By designing the JP1 to fit within the expanded parameters of MOSAIC, DTA Aircraft is pursuing a potentially less arduous and more predictable certification timeline, aligning the product directly with the owner-operator market and reducing the regulatory friction that has delayed other AAM programs.