Private jet fuel burn and CO2 per hour for 98 business jet and turboprop families, with the source on every row

METHODOLOGY

How the figures are worked out

• Fuel burn. A published hourly fuel burn for the model (or, where noted, one variant of the family), with the condition it is quoted for and a link to each source. Sources in order of preference: the manufacturer’s own figures (the same ones the model pages show); the B&CA Purchase Planning Handbook or Conklin & de Decker and JetNet figures, as quoted publicly; Private Jet Card Comparisons; and operator or broker spec pages. Below the manufacturer, a row uses every source found for the same variant: the mean of two, or the middle of three, and the row lists each source’s own figure. A higher-tier figure is kept over a lower-tier one that is far off it. Some broker pages appear to reuse Conklin & de Decker data, so two sources are not always independent. Nothing is estimated: a family without a citable figure shows “not available”.
• What each figure measures. Each row says whether its figure is a cruise setting, a trip average (block fuel over a typical trip, climb included), a first-hour figure, or an hourly figure whose basis the source does not state. A cruise figure is lower than a trip average for the same aircraft, so compare like with like. Source mix today: Manufacturer 13, B&CA Purchase Planning Handbook 1, Conklin & de Decker or JetNet 43, Operator or broker spec page 38.
• Units. Gallons and pounds are converted at 6.8 lb per US gallon of Jet A: the FAA Aircraft Weight and Balance Handbook (FAA-H-8083-1B) gives a nominal 6.84 lb per gallon (specific gravity 0.82), and 6.68 to 6.75 lb at 59°F and 32°F. Pounds are converted to kilograms at 0.4536.
• CO2. Fuel burned (kg) × 3.16, the kilograms of CO2 released per kilogram of jet fuel used by the ICAO Carbon Emissions Calculator Methodology, version 8 (2015) and by Gössling et al. (2024), Private aviation is making a growing contribution to climate change, Communications Earth & Environment. The ICCT (June 2025), Air and greenhouse gas pollution from private jets, 2023 uses a tank-to-wheel factor of 3.164 kg of CO2-equivalent per kg of fuel; at that factor every CO2 figure here would be about 0.1% higher. This is CO2 from burning the fuel only: it leaves out producing and transporting the fuel, and the non-CO2 effects of flying at altitude (contrails, nitrogen oxides), which are not counted here.
• Per seat-hour. CO2 per hour divided by the most passengers the manufacturer publishes for the model.
• Car comparison. A typical US passenger vehicle emits about 4.6 metric tons of CO2 a year (US EPA, Greenhouse gas emissions from a typical passenger vehicle: 22.2 mpg, 11,500 miles a year). “Hours = car-year” is 4600 kg divided by the model’s CO2 per hour.
• What a real hour burns. Published figures are for set conditions. Taxi, climb, weight, altitude, winds and short legs all move the fuel an actual flight hour uses, usually upward for short trips.
• The families. The 98 business jet and turboprop families Radar has a model page or illustration for, plus every family with 50 or more US registrations. Each name links to its model page where one exists.