AvBuyer Magazine December 2021

FC December 2021 Dassault - 2.qxp_FC December 06 26/11/2021 12:30 Page 1

Volume 25 Issue 12 2021

™

ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION

A NEW YEAR IS COMING. SO IS THE FALCON 6X. See pages 2 - 3 for further details

THIS MONTH Jets Comparison: Bombardier Global 6500 vs Gulfstream G600 Tips on Resolving Pre-Purchase Inspection Disputes Is it Worth Chartering Out Your Jet? www.AVBUYER.com

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10

Trends and Observations from Leading Business Aviation Analysts

2021

34

Aircraft Development

40

Tips on Resolving Pre-Purchase Inspection Disputes

50

Used Helicopters: Matching Machine to Mission

Contents

Vol.25 Issue 12

54 60 65 68 78 82 86 90 98

Market Indicators

Is Speed the Future of Business Travel?

Buying & Selling Aircraft

Ownership

Is it Worth Chartering Out Your Jet? Can’t Find the Right Aircraft Today? Try Jet Cards

Aircraft Price Guide Turboprop Values

Jet Comparison

Bombardier Global 6500 vs Gulfstream G600

Flight Department Management

Airworthiness: Be Diligent as Flying Demand Grows Fly-by-Wire & Smart Throttle: The Benefits to BizAv

Cabin Electronics

Can you Enhance Your Cabin Electronics?

Engines

What’s the Future of BizAv Engine Maintenance Training?

Avionics

Understanding BizAv Avionics: Interactive

Community News 106 OEM News and Industry Appointments 109 Showcases 111 Marketplace 114 Advertisers’ Index

EDITORIAL Commissioning Editor Matthew Harris +44 (0) 20 8939 7722 editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon dave@avbuyer.com ADVERTISING Steve Champness Publisher Americas +1 770 769 5872 steve@avbuyer.com Lise Margin Account Manager +1 703 818 1024 lise@avbuyer.com David Olcott Account Manager +1 802 233 6458 davo@avbuyer.com Maria Brabec Account Manager EMEA & APAC Aircraft & Services Sales +420 604 224 828 maria@avbuyer.com STUDIO/PRODUCTION Helen Cavalli Mark Williams +44 (0) 20 8939 7726 helen@avbuyer.com mark@avbuyer.com CIRCULATION Sue Brennan +44 (0) 20 8255 4000 Freephone from USA: +1 855 425 7638 sue@avbuyer.com AVBUYER.COM Michas Rapf michas@avbuyer.com Emma Davey emma@avbuyer.com

Next Month

MANAGING DIRECTOR John Brennan +44 (0) 20 8255 4229 john@avbuyer.com

• • •

USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517

114 Aircraft for Sale Index Best Advice for Buying Jets in 2022 Buying Jets for Part 135 Ops: Five Top Tips Hard to Finance Jets: How to Enhance Your Chances in 2022

THE BEST AIRCRAFT FOR SALE SEARCH anywhere, everywhere on pc, smartphone and tablet 4 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

EUROPEAN OFFICE AvBuyer House, 34A High Street, Thames Ditton, Surrey KT7 0RY, UK +44 (0)20 8255 4000 Freephone from USA: +1 855 425 7638 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055

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EXCLUSIVELY FOR SALE VIP Airliners

BOEING B787-8 / CALL FOR PRICE 2014 / 80 pax Government configuration

GULFSTREAM 550

BOEING B767-300ER / NEW TO MARKET 2007 / SN 33425 One of the most iconic B767-300ER ever built

GULFSTREAM 200

2015 / OFF MARKET Only 500 Hours / Call for details

BOEING B767-300 ER / OFF MARKET Government configuration / Call for details Less than 1000 hours

2006 / OFF MARKET Call for details

BOMBARDIER GLOBAL EXPRESS XRS

2011 / SN 9420 DEAL PENDING

BOMBARDIER GLOBAL EXPRESS XRS

AIRBUS A319 VIP / MOTIVATED SELLER 2008 (DELIVERED 2011) / SN 3542 ASKING PRICE / USD $39.50M

2008 / SN 9252 DEAL PENDING

AIRBUS A318 ELITE

BOMBARDIER GLOBAL EXPRESS

2010 (DELIVERED 2011) / SN 4211 ASKING PRICE / USD $26.50M

3D & Technical details available here

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1999 (DELIVERED 2001) / SN 9033 DEAL PENDING

GLOBALJET.AERO

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BOEING 767-300ER 2007 / SN 33425 / VVIP configuration 34 pax

NEW TO MARKET

One of the most iconic B767-300ER ever built Ka-Band Wifi New exterior paint in 2020 One owner since new Virtually factory new Exterior / Interior by Andrew Winch Design & Completed by Jet Aviation Expertly manged by Global Jet

AIRFRAME HOURS / 7’100 AIRFRAME CYCLES / 1’958 CAPACITY / 34 PAX 3D & Technical details available

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3D & Technical details available

AV Buyer December 2021.indd 2

GLOBALJET.AERO

T +377 97 77 0104 aircraftsales@globaljet.mc

19.11.2021 15:06:54

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MARKET INDICATORS

Business Aviation Market Overview Brian Foley shares insights on why the industry could see 900 new business jet deliveries annually as soon as 2024… am sometimes met with skepticism when trumpeting my new business jet forecast predicting deliveries will soon reach 900 units per year (rising from what has routinely been around 700 units for more than a decade now). I anticipate the industry will come close to 900 shipments in 2024, with 2025 being a shoo-in.

I’ve had large aerospace corporations and fellow prognosticators alike contact me seeking justification for the large increase. Neither their internal outlooks nor other public sources are currently as optimistic. They are equally perplexed because I have traditionally been one of the most conservative forecasters, often challenging the flowery ‘hockey stick’ projections that are made by business jet manufacturers and their Tier 1 suppliers.

I

10 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

What Others May Not Fully Appreciate (Yet)…

We have nearly a generation of industry observers today who have seen nothing but mediocrity. The 1,300 units delivered in 2008 have evaporated from memory and have been replaced by repetitive year-afteryear levels of approximately half that.

Having been conditioned to this predictable performance for the past 13 years, it’s not surprising that some observers have difficulty envisioning a leap of 39% from 2020’s dismal 646 deliveries to 900.

First, the 20% drop in deliveries for 2020 compared to 2019 wasn’t from a lack of continued demand. Rather, manufacturers closed or altered factory schedules, decreasing what they could deliver. These ‘lost’ deliveries will manifest into additional shipments this year as OEMs simply pushed them into

2021 – and that action alone should move us close to the usual 700-unit mark by the end of this year, and to within 29% of 900 units.

Even before the pandemic, 2019 deliveries temporarily broke with the long tradition of 700 shipments per year and hit 809 units. With manufacturers across the board currently reporting brisk business, it is not unreasonable to think we can get back to this level in 2022, which takes us to within 11% of the 900-unit projection.

To ramp up to 900 units over the course of 2023-2024 does not seem like much of a stretch. Given the current lack of pre-owned inventory, the expansion of the Business Aviation market (due to the new ‘Covidavoidance crowd’), and key economies making a comeback, it would seem this projection is within easy reach.

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AVBUYER.com

BRIAN FOLEY formed Brian Foley Associates (BRiFO) in 2006 to assist aerospace firms and investors with strategic research. In addition to his work as Market Intelligence Editor, AvBuyer, he is a regular contributor for Forbes.com and his views are published in the media worldwide.

Brian serves the Transportation Research Board as a member of the Business Aviation, helicopter, commercial airline and UAV system subcommittees, and he previously served on the Board of a Wall Street financial firm. Before starting his consultancy business, Brian was marketing director at Dassault Falcon Jet for 20 years, and started his career at Boeing. He is an instrument-rated private pilot. https://www.linkedin.com/in/brifo/

Its likelihood is further strengthened by a bevy of new aircraft models coming to market which helps stimulate sales. There are seven recent or upcoming entrants from Gulfstream and Dassault Falcon Jet alone, with others sure to follow.

Epilog

Despite a lot of industry blowback, I maintain a deep conviction that 900 deliveries are in sight within the next two to three years. Frankly, the only impediment to this happening sooner is the reluctance of manufacturers to increase production too soon.

Having been financially burned with unsold whitetails in the past, they’ll instead wait to see whether increased sales volume maintains its momentum for a couple of more quarters before making any commitments.

Even then, production doesn’t

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increase with the flip of a switch. It will take time to ramp up once a decision is made, and manufacturers are already mentioning supply chain challenges at their current levels of production.

Compounding this will be a lack of skilled employees to support an increase. Most OEMs dismissed employees early in the pandemic to match their limited production to headcount. Many of those workers left for other, more predictable industries, never to return.

Finally, a guaranteed follow-up question after sharing these thoughts with others relates to whether the industry will return to the lofty 1,300unit level of 2008. While that’s not currently envisioned in my ten-year forecast, due to an inevitable economic dip somewhere along the way, I would advise others to never say never.

MI www.brifo.com



“To ramp up to 900 units over the course of 2023-2024 does not seem like much of a stretch.”

page 14

AVBUYER MAGAZINE Vol 25 Issue 12 2021

11

AeroBuyNow December.qxp_Layout 1 24/11/2021 11:07 Page 1

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1999 BEECH 1900D UE-360

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1995 PIPER PA46-350P JETPROP DL 46-22194 2017 PT6A-21 JetProp DL Conversion .QRZQ ,FH &HUWLƓHG 100h/Annual Inspection c/w Aug 2021 No damage history All Logs Since New

<oZclj`m\ 8Zhl`j`k`fe DXe[Xk\j BEECHCRAFT B200 OR BEECHCRAFT B350 2M$ Max Budget Cash and Educated Buyer

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DASSAULT FALCON 7X • DASSAULT FALCON 900EX • DASSAULT FALCON 2000EX • CESSNA CITATION CJ1 • CESSNA CITATION SOVEREIGN + BOMBARDIER CHALLENGER 604

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2023 DASSAULT FALCON 6X • 2006 DASSAULT FALCON 50EX

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MARKET INDICATORS

AVBUYER.com

Global Flying Trends – October 2021 Global business jet activity posted a new record for all sectors flown in October, as expected, notes WingX Advance. Compared to the previous record, posted in October 2019, business jet sectors were up 19% worldwide, and eclipsed activity recorded in October 2020 by 45%...

Demand for Business Aviation continues to be boosted by the erosion in commercial aviation flying, with airline traffic still trailing 28% behind October 2019 levels. Business jet flight hours were up 19% compared to October 2019, which ultimately highlights a rebound in larger cabin aircraft and longer trip sectors.

Europe

October saw an extraordinary growth in Business Aviation activity compared with previous years. With over 75,000 sectors flown on business jets and turboprops, flight activity in Europe was 28% higher than in October 2019.

Until September, UK business jet traffic was well behind 2019 levels, but in October flight departures were up 18% on October 2019, elevating it as the second busiest market in Europe for the month. France was the busiest, with business jet sectors rocketing 23% above normal.

The most eye-catching growth in October came in Italy, Spain, Switzerland (42%, 52% and 39%, respectively, more active than in October 2019).

United States

October Business Aviation activity in the US, including turboprops, was up 2% on the same month in 2019. For just business jets, it was up 5%. That trend will surely extend to ensure a record total for 2021.

Charter and Fractional operators are driving much of the growth in the US, with fleet activity 30% up on October 2019. Meanwhile, Super Mid-size Jets accounted for over 20% of all the US traffic in October, with sectors 26% higher than those recorded in October 2019.

Teterboro, Boston and Dulles were three of the only airports which did not have more traffic in October 2021 than in October 2019. Much of the deficit was in international flights, with transatlantic business jet connections from the US running 32% behind 2019 Year-toDate.

Rest of the World

“Business jet activity continues to grow well into the winter period in the US and Europe, which is a strong endorsement of sustained demand...” since 2020. (By contrast, business jet activity in Qatar and the UAE was well above that recorded in October 2019.)

Several countries in Africa have been seeing strong growth in business jet activity throughout 2021, and this trend continued in October; notably so in South Africa and Nigeria.

Outside the US and Europe, business jet demand stuttered as Q4 began. Having been well ahead of 2019 trends in the Spring and Summer, sectors flown were up just 4% in October.

•

•

“Business jet activity continues to grow well into the winter period in the US and Europe, which is a strong endorsement of sustained demand,” summarized Richard Koe, Managing Director, WingX. “The opening up of transatlantic connections should boost activity further.”

• • •

Recoveries in Canada and Mexico appeared to stall, with sectors still 20% below normal.

Business jet sectors in China were slightly up on 2019, though down on October 2020 (flight hours were well below two years ago.

Business jet activity in Australia fell below 2019 levels.

Flight activity in Saudi Arabia had yet to fully recover

14 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

MI www.wingx-advance.com



page 18

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Jet HQ inventory FP December.qxp_Layout 1 24/11/2021 11:09 Page 1

Your Headquarters for Global Aircraft Sales

2015 NEXTANT 400XTi • Aircell Gogo Biz w/ATG-4000 • Engines On Programs • Auto-Throttles • Collins Pro Line 21 Avionics Suite • ADS-B Out & WAAS/LPV • FAA Part 135 Certified; IFA Compliant

OFF MARKET 1998 BEECHJET 400E • Garmin G5000 Flight Deck • Hawker XPR Winglets • Aircell ATG 2000 w/Text and Talk • New Paint and Interior- 2017 • Fully RVSM and ADS-B Out Compliant

2004 EUROCOPTER EC-130-B4 • Serial Number: 3802 • TT: 2,636.07 • Total Landings: 4,099 • Six Passenger Configuration • Always Hangared • Freon Air Conditioning • Freshly Refurbished Interior – June 2021

2006 AIRBUS EC 120B • Serial Number: 1436 • TT: 4,153 • Total Landings: 16,317 • Excellent Paint and Interior • Air Comm Air Conditioning • Impeccable Maintenance • History • 144 Month Inspection Completed (2018)

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MARKET INDICATORS

AVBUYER.com

AEA Q3 2021 Avionics Market Report In the first nine months of 2021, total worldwide Business and General Aviation avionics sales amounted to just over $1.76 billion, representing a 5.4% increase in total sales compared to January-September 2020.

Additionally, the report reveals a 1.8% increase in sales sequentially from Q2 2021 and marked the fifth consecutive quarter of increasing sales.

During Q3 2021, sales increased 15.8% compared with the same time frame one year ago.

Of the more-than $1.7bn in sales during the first nine months of 2021, 53.7% came from the retrofit market (avionics equipment installed after original production), while forward-fit sales (avionics equipment installed by airframe manufacturers during original production) amounted to 46.3% of sales.

According to the companies that separated their total sales figures between North America (US and Canada) and other international markets, 74.8% of the Year-to-Date sales volume occurred in North America, while 25.2% took place in other international markets.

“We are encouraged that this report indicates industry sales are continuing an upward trend, despite the lingering pandemic and changing market forces,” summarized AEA President and CEO Mike Adamson. “Although industry has seen robust sales during some unprecedented times, there are still challenges with the supply chain and workforce to work through as we close out the year and look ahead to 2022.”

MI www.aea.net 18 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

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WE JUST LIKE THINGS DONE RIGHT. THAT’S WHY WE USE STEVENS. For Charles Parish, details matter. You see it throughout the Beechcraft Heritage Museum, where he serves as President. It’s a testament to the meticulous standards of the Beech family. So, it’s no surprise that when it was time to spruce up the family King Air C90, he chose Stevens Aerospace. “We like things done in detail,” he says. “Stevens more than met my expectations.” From King Air to Gulfstream, and virtually every airframe in between, look to Stevens for a job done right.

Scan the QR code to see Charles Parish discussing the Beech Heritage Museum, along with his newly refurbished King Air C90.

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2007 BOEING 737-700 BBJ OFF-MARKET 3’500 Total Hours, VIP Bedroom & Lavatory, 15 Passengers

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2002 BOEING 737-700 BBJ OFF-MARKET 8’500 Total Hours, VIP Bedroom & Lavatory, 18 Passengers

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3’750 Total Hours, 5’500 Total Cycles, EASA, Floats Equipped, Recent Paint and Interior

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MARKET INDICATORS

AVBUYER.com

Table A

In-Service Aircraft Maintenance Condition & Marketability

Fleet Maintenance Condition $ Million $1.55 5.40

$1.40 N

D

J

F

Quality Rating

M

A

M

J

Maintenance Exposure

J

A

S

O

Quality Rating Trendline

Table B

Last month’s sales (and limited new listings) negatively impacted the tracked fleet’s Maintenance Rating, but Maintenance Exposure did improve a little. Specifically: The Quality Rating deteriorated 0.9% during October to post a 12-month low figure, along with a YoY decrease of 2.9%. The Rating remained within ‘Very Good’ territory at 5.200 but highlights that more near-term maintenance events are due for the listed fleet.

On the other hand, the listed fleet’s Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) decreased/improved 1.5% signifying the listed fleet’s maintenance events will cost less to complete – although that expense will average 2.5% more than it did one year ago.

Maintenance Exposure to Ask Price (ETP) Ratio

Improving somewhat from the 78% record high (worst) figure the listed fleet posted in September, October’s ETP Ratio equated to 77.2%. Asset Insight’s market analysis also revealed that nearly half of the tracked models, and over 59% of the tracked fleet, posted an ETP Ratio greater than 40%.

The ETP Ratio is a useful indicator of an aircraft’s marketability and is computed by dividing the asset's Maintenance Exposure (the financial liability accrued with respect to future scheduled maintenance events) by its Ask Price.

‘Days on Market’ (DoM) analysis has shown that when the ETP Ratio is greater than 40%, a listed aircraft’s time on the market increases, usually by more than 30%. During Q3 2021, assets whose ETP Ratio was 40% or higher were listed for sale more than 84% longer (on average) than aircraft whose Ratio was below 40% (296 versus 545 Days on Market).

Market Summary

22 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

5.200

5.10

Inventory Fleet Maintenance Condition

Overall availability for the tracked fleet continues to hover in the 5.6% range, with all groups losing units except for Mid-Size Jets (although that group’s availability only increased by one unit).

This time last year, 10.1% of the active fleet was listed for sale, creating equilibrium in the market between buyers and sellers.

Presently, sellers of young, low-time aircraft may be able to dictate

$1.45

5.20

Another month of aircraft sales has led to another reduction in available inventory, according to Asset Insight’s latest analysis. As of October 29, the analysis covering 134 models showed a 3.8% contraction, leaving 1,117 aircraft listed for sale (73 fewer units)…

Year-to-Date (YTD) availability decreased 41.6% (795 fewer listed assets), while Year-over-Year (YoY) the reduction equates to 48.6%.

Sellers of young, low-time aircraft are clearly in the driving seat relative to price and terms, while many older aircraft marketers are unable to locate, let alone ride, the younger asset sellers’ coattails.

The average Ask Price rose 0.9% during the first month of what is traditionally the industry’s strongest sales quarter. Posted Ask Prices are still 0.9% lower YTD, and down 6.3% YoY, but that makes sense considering that most listings currently are for older aircraft with lower price points, many of which have occupied inventory for an extended period.

Based on the lack of available young, low-time aircraft, and the supply chain hurdles affecting both buyers and sellers, one wonders how many aircraft are likely to transact as we close out the year.

$1.50

$1.47

5.30

G500 Challenger 350 G650ER Citation Sovereign+ Citation CJ4 525C Citation CJ3+ G280 F7X Citation X+ King Air 350i Global 6000 F900LX F900EX EASy Phenom 300 Legacy 650 Boeing BBJ Pilatus PC-12 Falcon 2000EX Citation CJ3 G150 Citation Encore + Citation Sovereign 680 Piper Meridian Citation CJ2+ 525A Caravan 208-675 F900EX TBM 850 CL-605 G550 G450 King Air 350 - Post-2000 King Air B200 -Post2000 Piaggio P-180 II Challenger 300 Citation Mustang 510 Global XRS Learjet 40 Hawker 4000 Caravan 208 Citation CJ2 Global 5000 Citation CJ1+ GV F900C Caravan Grand 208B Hawker 850XP Embraer Legacy 600 Citation X (MSG3)

3.2% 4.2% 4.9% 6.0% 7.1% 7.4% 7.6% 8.3% 9.7% 10.0% 10.2% 11.9% 14.0% 14.4% 14.5% 15.1% 17.9% 18.3% 18.8% 19.5% 19.6% 19.6% 19.8% 20.4% 22.2% 24.1% 24.9% 27.3% 27.4% 28.8% 31.4% 31.4% 31.9% 32.8% 33.0% 33.8% 34.4% 35.6% 35.7% 36.3% 36.4% 36.6% 36.7% 37.9% 38.7% 39.0% 39.4% 39.8%

Citation Excel 560XL Phenom 100 Citation Encore F50EX Citation CJ1 Hawker 400XP King Air B200 - Pre2001 King Air 350 - Pre-2001 Global Express Citation V Ultra Hawker 800XP King Air 300 CL-604 F20-5 F2000 TBM 700A Premier 1A Citation VII Citation V 560 Hawker Beechjet 400A Hawker Beechjet 400 Premier 1 GIV-SP (MSG3) GIV-SP Learjet 60 Hawker 1000A King Air C90 F50 GIV G100 Citation VI Piaggio P-180 Learjet 31A Hawker 800A CL-601-3R Citation II Citation ISP Citation Bravo Citation III CL-601-3A Learjet 55 Learjet 31 Learjet 36A Hawker 125-700A Learjet 35A CL-601-1A GIII

40.3% 40.5% 42.6% 45.0% 46.2% 47.8% 48.0% 48.6% 50.1% 55.0% 57.0% 57.8% 60.5% 60.6% 60.7% 62.9% 66.3% 72.2% 74.5% 75.7% 80.3% 84.8% 93.0% 95.7% 97.5% 98.5% 101.3% 102.6% 112.8% 114.9% 115.0% 117.2% 118.5% 129.1% 142.1% 142.2% 143.5% 180.1% 182.1% 184.2% 189.6% 217.0% 228.6% 260.6% 272.3% 349.6% 362.3%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of October 29 2021

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page 26

Source: JETNET (www.jetnet.com) Asset Insight, LLC (www.assetinsight.com)

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MarketIndicators.qxp_Layout 1 23/11/2021 14:35 Page 6

MARKET INDICATORS

Large Jets

Mid-Size Jets

Ask Price vs. Maintenance Exposure

Ask Price vs. Maintenance Exposure $ Millions

$3.80 $3.60 $3.40 $3.20 $3.00 $2.80 $2.60 $2.40 $2.20

$1.28 $3.23 $1.26 $1.24 $1.24 Oct-21

Jul-21

Aug-21

Jun-21

May-21

Apr-21

Mar-21

Feb-21

Jan-21

Dec-20

Nov-20

$1.22 Sep-21

$ Millions

Asset Quality Rating

Asset Quality Rating

Scale -2.500 to 10.000

Scale -2.500 to 10.000

5.800

5.400 5.700

5.293 5.300

5.600

5.445

5.500 5.400

5.200

price and terms, but neither buyers nor sellers can overcome the supply chain hurdles affecting routine elements required to complete a transaction, such as a pre-purchase inspection.

Recent comments by airframe OEMs point to an increase in production figures, which would place many currently owned aircraft on the pre-owned market. But here, again, supply chain issues are affecting the OEMs’ abilities to raise production that, under normal circumstances, requires pre-planning and advance orders for many components (such as for engines and avionics) to accomplish.

Large Jets: A decrease of 30 units to the tracked fleet of 43 models equated to a 10.6% inventory decrease for October, 41.1% YTD, and 48.5% YoY. With buyers opting for assets anticipated to require less maintenance during their planned ownership period, Large Jet group’s Quality Rating dropped 0.1% to 5.445, posting a 12-month low figure for the third consecutive month. While keeping the group within ‘Excellent’ territory, the latest Rating was 5.1% lower YoY. On the bright side, Maintenance Exposure decreased (improved) 0.1%, but the good news ends there for buyers.

Upcoming maintenance events are expected to cost 8.1% more than they did this time last year.

Ask Price displayed a substantive 4.4% increase for the month, and while 0.9% lower YoY, the figure was 1.7% higher YTD. Leveraged by a higher average Ask Price, the group’s ETP Ratio fell (improved) to 61.6% following September’s 12-month high (worst) figure of 70.6%.

26 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

Oct-21

Sep-21

Aug-21

Jul-21

Jun-21

May-21

Apr-21

Mar-21

Feb-21

Jan-21

Dec-20

Nov-20

Oct-21

Sep-21

Aug-21

Jul-21

Jun-21

May-21

Apr-21

Mar-21

Feb-21

Jan-21

Dec-20

Nov-20

5.100

With limited availability and lower aircraft Quality, Asset Insight is urging buyers to exercise patience.

Mid-Size Jets: Following September’s dramatic 25.4% increase, the Mid-Size Jet group’s Ask Price receded slightly, falling 0.6%.

While down 6.4% YoY, prices are up 3.8% YTD. Maintenance Exposure improved (fell) 1.5% to a figure 3% better (lower) YoY, but that was not sufficient to improve the ETP Ratio, which increased (worsened) to 73.6%, the group’s second consecutive 12-month high (worst) figure. Our 45-model tracked fleet saw its Quality Rating improve 0.7% to 5.293, keeping it within the ‘Excellent’ range and virtually unchanged YoY. Mid-Size Jet inventory increased by one unit during October, but selection is still 42.6% smaller YTD (222 units) and 50.8% fewer YoY. Demand is very strong for Mid-Size Jets, but limited selection will likely curtail the number of transactions for some time to come.

Light Jets: Ask Price dropped 5.7% in October to post a record low figure, and Light Jet prices are now down 18.3% YTD and 21.9% YoY. Additionally, the average Ask Price for Light Jets has been lower than that for Turboprops during seven of the last eight months. Availability for our 29 tracked models decreased 3.8% (21 fewer units), and selection has narrowed 46.1% YTD (255 units) and 51.3% YoY. The group’s Maintenance Exposure improved (decreased) 1.8% during October (and 4.1% YoY) to post a 12-month low (best) figure, but the improvement fell far short from an ETP Ratio

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MarketIndicators.qxp_Layout 1 23/11/2021 09:47 Page 7

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Light Jets

Turboprops

Ask Price vs. Maintenance Exposure

Ask Price vs. Maintenance Exposure $ Millions

$ Millions

$1.90

$1.75

$1.80

$1.05

$1.70

$0.954

$1.70 $1.60

$0.60

$0.58

$0.55

$1.65

$0.95

$0.50

$1.60

$1.50

$1.64 $0.85

Oct-21

Sep-21

Aug-21

Jul-21

Jun-21

Apr-21

May-21

Feb-21

Mar-21

Jan-21

Nov-20

$0.45 Dec-20

$1.55

Oct-21

Sep-21

Jul-21

Jun-21

Apr-21

May-21

Feb-21

Mar-21

Jan-21

Dec-20

Nov-20

Aug-21

$1.44

$1.40

Asset Quality Rating

Asset Quality Rating

Scale -2.500 to 10.000

Scale -2.500 to 10.000

5.300 5.200

5.200 5.100

5.091

5.100

4.977

5.000

Turboprops: With listings dropping 5.7% during October (23 units), availability for the tracked 17 models has now decreased 34.6% YTD (141 units) and 42.3% YoY. Higher quality assets were the ones preferred by buyers, pushing the Quality Rating for remaining listings down 1.5% for October, and 3.6% YoY. Decrease in the Quality Rating to 4.977 (a 12-month low) also dropped the group into ‘Good’ territory, from the previous month’s ‘Very Good’ 5.051 Rating. Maintenance Exposure followed the same path, albeit through an inverse trajectory,

Oct-21

Sep-21

Aug-21

Jul-21

Jun-21

May-21

Apr-21

Mar-21

Feb-21

Asset Quality Rating Key Outstanding Excellent 5.500 5.250 or to Greater 5.499

Very Good 5.000 to 5.249

Good 4.750 to 4.999

Below Average Average 4.500 Less to than 4.749 4.500

worsening (increasing) 5.9% to a 12-month high figure (and 10.2% YoY).

While Ask Price increased 2.4% (2.2% YTD and 0.4% YoY), it was not sufficient to overcome the rise in Maintenance Exposure, and the group’s ETP Ratio rose to 44.1%, the worst (highest) figure Turboprops have posted during the past six months.

Having said that, most Jet aircraft sellers today would love to have that problem.

MI www.assetinsight.com page 30

TONY KIOUSSIS is President & CEO of Asset Insight, providing valuations, audits, analytics and consulting services, and a uniform methodology for grading an aircraft’s maintenance condition. Previously he worked with GE Capital’s Corporate Aircraft Finance group; Jet Aviation; and JSSI, developing the “Tip-to-Tail” airframe maintenance program. https://www.linkedin.com/in/tony-kioussis-a366b28/

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Jan-21

Nov-20

Oct-21

Sep-21

Aug-21

Jul-21

Jun-21

May-21

Apr-21

Mar-21

Feb-21

Jan-21

Dec-20

Nov-20

standpoint, raising (worsening) the Ratio to 121.7%, a new record high (worst) figure. The Quality Rating also reflected the available fleet’s sad maintenance status by falling (worsening) 2.6% for the month (2.8% YoY), barely leaving the group within ‘Very Good’ territory with a score of 5.091.

While Light Jet sales are anything but weak, the average Days on Market for listings was nearly 14% longer for this group compared to the figure for Asset Insight’s entire tracked turbine fleet.

Dec-20

4.900

5.000

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AVBUYER MAGAZINE Vol 25 Issue 12 2021

27

Africa FP May.qxp_Layout 1 22/09/2021 14:52 Page 1

Hatt & Associates November.qxp_Layout 1 28/10/2021 09:43 Page 1

2018 Gulfstream G280 S/N: 2140. Reg: C-GFZG • Asking Price: Make Offer • 1,700.6 hours since new • Planeview280 Cockpit

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GAMA Q3 2021 Shipment Analysis The General Aviation Manufacturers Association released its Q3 shipment and billings report in November, and the news was good. The recovery that we saw beginning to develop in Q2 is continuing and, in fact, accelerating.

Mike Potts reviews the numbers…

T

otal aircraft shipments reached 1,690 units, up 10.2% from a year ago when they reached 1,533. Meanwhile, billings were up 13.0%, at $13.4 billion, up from $11.9 billion in Q3 2020.

Looking at the market by segments, business jet deliveries totaled 438 units for the first nine months of 2021 (up from 378 in the same period a year ago) – a 15.9% gain. At the halfway mark of this year, jet deliveries were up by 8.2%, so the market is accelerating strongly.

In the turboprop category the recovery is even stronger, with GAMA showing deliveries of 357 units, a gain of 40.6% compared to the 254 reported for the same period last year.

The piston market is not performing as well as turboprops and jets, however, with sales slightly lagging 2020 levels. Piston deliveries totaled 895 Year-to-Date (YTD), compared with 901 last year.

“The General Aviation manufacturing industry has shown perseverance with continued growth, while still navigating pandemic-related setbacks,” said GAMA President and CEO Pete Bunce. “Despite the constraints imposed by shortages of parts and people, our manufacturers are working hard to meet growing demand.”

30 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

The Business Jet Market

Turning to the specifics of the jet segment, of nine OEMs reporting in Q3, six were ahead of their 2020 nine-month totals, while three are lagging. However, of those lagging, just one was behind more than two units.

Textron’s Cessna unit led the jet market by a wide margin as Q3 2021 came to a close, with 121 units, up from 71 a year ago; a gain of 70.42%. For Q3 alone, Cessna reported 49 deliveries, up from 25 last year – a remarkable 96% improvement.

At the end of Q1, Cessna had been tied with Gulfstream for the jet market lead, but has since accelerated while Gulfstream’s performance lagged. It appears that growth in the jet segment is coming from the lower-to-middle portion of the market, a phenomenon not seen for a while.

The second position in jet deliveries was hotly contested, with Bombardier edging out Gulfstream by just two units. Bombardier made 82 deliveries, up from 70 a year ago. That’s a gain of 17.14%. For Q3 alone, Bombardier was up 12.5% (27 units, up from 24 in 2020).

Gulfstream was relegated to third place with 80 shipments YTD, down from 87 in 2020. Gulfstream also lagged 2020 in its Q3 performance, delivering 31 units, down from 32 last year. Gulfstream was the only jet OEM www.AVBUYER.com

MarketIndicators.qxp_Layout 1 23/11/2021 09:48 Page 9

AVBUYER.com

that didn’t enjoy improved results in either Q3 or YTD. Nevertheless, the business jet billings race for the first nine months of 2021 went to Gulfstream, at $4.134bn.

Bombardier ran Gulfstream close, reporting billings of $4.033bn Embraer captured the fourth-place in jet deliveries, with 54 units YTD, and 21 for Q3 alone. That represented a 12.66% improvement over the 43 deliveries it reported for the same period in 2020.

Embraer’s Q3 shipments were the same for both years.

Cirrus came fifth with 46 deliveries for the year so far, down a single unit from the 47 reported for the same period in 2020. For just Q3, Cirrus made 23 deliveries, up from 16 in 2020 – an increase of 43.75%.

Pilatus came next in the jet race with 27 deliveries, up 12.5% from a year ago when it shipped 24. For Q3 alone, Pilatus reported 12 units, up from eight the year before. Pilatus was followed by Honda, which reported 15 units, down from 17 last year. For just Q3, however, Honda had a gain, seeing deliveries rise from eight to nine.

Dassault does not report in Q1 or Q3, but carried forward a total of six units from H1 2021, putting it in eighth place, and bringing up the rear in the jet market were the usual suspects, Airbus and Boeing. www.AVBUYER.com

Airbus reported five units (including one in Q3), while Boeing had two (one in Q3). Both were ahead of their 2021 totals.

Based on current conditions continuing it is reasonable to expect the jet market to finish within the 725- to 750-unit range this year.

The Turboprop Market

Looking at the turboprop segment we again see evidence of an improving market, with seven of the nine turboprop builders reporting improved results for the year to date, and another one level. The one OEM lagging its 2020 shipments only did so by two units.

More significantly, the companies that enjoyed gains were the major players, and those gains were strong.

GAMA shows the turboprop market performing 40.6% ahead of last year, with 357 deliveries compared with 254 a year ago. These numbers include a significant number of single-seat agricultural airplanes.

Removing the agricultural airplanes from the total offers a true business turboprop picture, with 217 aircraft shipped, up from 156 a year ago, or a gain of 39.10%, making business turboprops by far the strongest performing segment in Business Aviation today.

The leader is Pilatus, with 57 deliveries YTD, up from

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MARKET INDICATORS

48 last year. That’s a gain of 18.75%. In Q3 alone, Pilatus reported 24 deliveries, up from 19 in 2020.

Second place was hotly contested, with Textron’s Beechcraft unit narrowly edging out Textron’s Cessna unit by two deliveries (42 to 40). For Beechcraft, the 42 deliveries represented a 27.27% gain over the 33 reported for the same period in 2020. For just Q3, Beechcraft also saw a strong gain, with 19 deliveries, up from 13 in Q3 2020.

Cessna, meanwhile, enjoyed substantial gains over 2020’s numbers. The 40 shipments YTD more than doubled the 19 reported last year, while for Q3 alone, Cessna precisely double its Q3 2020 output with 16 units versus eight.

Piper captured fourth place in turboprop deliveries with 31 deliveries, YTD, up from 23 in 2020 (a gain of more than 38.78%). For Q3, Piper shipped 19 units, compared with 13 in 2020. For those with long memories, the current Turboprop picture harkens back to decades ago when Piper, Beech and Cessna were all at the top of the market.

Daher was only a single unit off the pace set by Piper, however, delivering 30 units in the first nine months of 2021. That was up 30.43% from the 23 it reported in the same period last year. In Q3 alone, however, Daher was

AVBUYER.com

down by a single unit from 10 to nine.

Daher continues to report separate totals for its Kodiak unit (11 deliveries YTD), putting it in sixth place in turboprop deliveries. This was up sharply from the five units reported in the same period of 2020. For Q3 alone, Daher’s Kodiak unit shipped three deliveries in 2020 and 2021.

The last turboprop OEM with deliveries in Q3 was Epic (five units, up from one a year ago). This brings Epic’s total for the year to date to six, up from four last year, or a gain of 50%. Neither Pacific Aerospace nor Piaggio have reported any deliveries so far in 2021.

With the business turboprop market so volatile this year, it seems a bit dangerous to make predictions – but I expect the market will finish 2021 in the 315- to 330unit range.

In Summary…

It is very encouraging to see the business jet and business turboprop markets springing back from the lows they suffered during the Covid crisis of 2020.

We can certainly hope this trend will continue in coming years.

MI www.gama.aero ❙

MIKE POTTS is respected industry-wide as an aviation journalist. He has worked in the communications departments of Beech Aircraft, Sino Swearingen and M7 Aerospace, and has been analyzing GAMA’s delivery reports for AvBuyer since 2003 where he has built an excellent track record for accurate shipment predictions.

Contact him via msmkpotts@aol.com

32 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

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AIRCRAFT DEVELOPMENT 1.qxp_Finance 23/11/2021 15:33 Page 1

AIRCRAFT DEVELOPMENT

BOOM OVERTURE SUPERSONIC JET

34 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

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AIRCRAFT DEVELOPMENT 1.qxp_Finance 22/11/2021 16:37 Page 2

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Is Speed the Future of Business Travel?

After exploring the world of eVTOL in a three-part series, Fabrizio Poli continues to look towards the future of BizAv, this time looking at speed.

What does the future hold for Supersonic aircraft and beyond…?

T

he year 2021 has been interesting for the leading business jet OEMs. In the same year Aerion ended its AS2 supersonic private jet project, Dassault launched the Falcon 10X, and Gulfstream rolled-out the G800 Ultra-Long-Range jets.

These announcements mean that Bombardier’s Global 7500 will be joined by Gulfstream’s G800 and Dassault’s Falcon 10X at the top of the business jet market. Indeed, there is only a 200nm, and $2m, difference between them all (2021 prices).

With ranges above 7500nm, crucially, they all offer the same maximum cruise speed. While they are quick, it is still feasible for a non-stop flight to last around 16 hours, which would exceed flight crew limitations.

Flight Time Limitations

Unfortunately, the type of money that buys a business jet in the Ultra-Long-Range jet arena still cannot secure flight crew with super-endurance. In fact, over the last ten years pilot fatigue has been playing a growing role in the cause of aircraft accidents.

Every aviation authority, be it EASA, the FAA, or other authority, publishes strict guidelines when it comes to how long aeronautical professionals can work. These come with certain flexibilities such as “commander’s discretion” or “extended duty periods” (more on that later).

Nevertheless, the table (right) depicts the basic European Flight Time Limitations. Crews rarely do one sector a day (a sector is a flight), so, as you can see, for those early morning departures, the maximum amount of time a crew can work is 12 hours.

Aviation authorities have also introduced overall flight time limitations. These consider the total time that a crew member spends working. They are: • 900hrs in a calendar year, and • 1,000hrs in a rolling 12-month period.

www.AVBUYER.com

This means that if you are on a Los Angeles to Tokyo flight (6,500nm/14hrs) you are going to need an extra crew member.

Bear in mind these private jets aren’t as big as a Boeing 747 or Airbus A380 and, as I always say, the airplane gets smaller for every hour you spend on it. Add to the fact the galley in a Falcon 7X or Gulfstream G650 can cater well for a group of 4-6 people on a long flight.

If you have more than six passengers, you really need an aircraft with a larger galley.

Is Speed the Solution?

Raymond “Ray” Kurzweil is an American author, computer scientist, inventor, futurist and co-founder of Singularity University. In his essay titled: The Law of Accelerating Returns, he stated: “An analysis of the history of technology shows that technological change is exponential, contrary to the common-sense “intuitive linear” view. So, we won’t experience 100 years of progress in the 21st century — it will be more like 20,000 years of progress (at today’s rate).”

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AVBUYER MAGAZINE Vol 25 Issue 12 2021

35

AIRCRAFT DEVELOPMENT 1.qxp_Finance 22/11/2021 16:37 Page 3

AIRCRAFT DEVELOPMENT

AVBUYER.com HIGH-SPEED MACH 3 VIRGIN GALACTIC CONCEPT

In Richard Florida’s book ‘Great Reset’, he talks about average transportation speeds and number of miles the average person will travel in their lifetime.

• In the year 1850 – The average speed of 4mph, traveling four miles per day, multiplied by a 50-year life expectancy, equaled 73,000 miles.

• In the year 1900 – The average speed of 8mph, traveling eight miles per day, multiplied by a 60year life expectancy, equaled 175,200 miles.

• In the year 1950 – The average speed of 24 mph, traveling 24 miles per day, multiplied by a 70-year life expectancy, equaled 613,200 miles.

• In the year 2000 – The average speed of 75 mph, traveling 75 miles per day, multiplied by an 80-year life expectancy, equaled 2,190,000 miles.

• In the year 2050 – The average speed is projected to be 225-250 mph, traveling 225 miles per day, multiplied by a 90-year life expectancy, equaling 7,391,250 miles.

Over a 200-year period we are seeing humankind transitioning from a slow and difficult form of transportation to fast and painless. Going from 73,000 to 7.3 million is a 100-fold increase in human mobility, while the increase in average speed from 4mph to 225mph represents a 56.25 multiplication in speed increase.

Now, consider the technological changes society has experienced just between 1850 and 2000…

Having a look at the utilization of most Ultra-LongRange private jets and the VVIP airliner market, there is probably a market for 200 supersonic private jets.

Boom Aerospace is building the Overture which will fly 55 passengers First Class at 1.7 Mach. It has received orders from Japan Airlines, Virgin Atlantic and United Airlines, and this project certainly looks like it will get to market.

36 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

By building for the airlines, Boom Aerospace’s business strategy will bring the price per jet down, opening the market for a VVIP version. It would be easy to imagine an Overture configured in VVIP layout for eight or 10 passengers, with extra tanks added to give extend its range.

What About More Speed?

Science fiction writer Ben Bova in his novel, ‘Moonrise’ talks about Clipperships, which are rockets flying people from anywhere to anywhere on earth in less than an hour.

In the 1990s Pete Conrad, Apollo 12 astronaut who walked on the Moon in 1969, worked at McDonnell Douglas to develop the Delta Clipper-X. This was a reusable rocket shuttle that would take off and land vertically. But McDonnell Douglas abandoned the Clipper-X, and Conrad’s attempt to start his own passenger rocketry company, Universal Space Lines, went nowhere.

This however could become reality soon. SpaceX CEO Elon Musk said, during his keynote speech in 2017 meeting of the International Astronautical Congress in Adelaide, Australia, “If you build a ship that’s capable of going to Mars, what if you take that same ship and go from one place to another on Earth?”

His answer: City-to-city rocket service, the fastest commercial transit ever created. Basic ballistic physics yields some amazing travel times. Los Angeles to Tokyo would take 32 minutes. A trip from New York to Los Angeles, which currently takes between 5 and 6 hours, would be reduced to 25 minutes. The 15-hour flight from New York to Shanghai would take just 39 minutes.

We just witnessed Star Trek actor William Shatner prove that even a 90-year-old can travel on a rocket, during his 10-minute ride to space on Jeff Bezos’ Blue



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“...because of the reusability of today’s rockets the cost has dropped – and by carrying 850 passengers, the cost per seat will be close to a First-Class ticket on an A380.”

Origin reusable rocket. While this did take-off and land in Texas, it could have easily landed in Australia with a few more minutes’ flight…

SpaceX released an animation showing the rockets leaving from, and arriving on, offshore platforms just outside of each city.

Musk, meanwhile, said that trips to Mars would carry about 100 people. However, he also said that his rocket cabin had the capacity of an Airbus A380, which can hold more than 850 passengers.

For those of you thinking that using rockets for longhaul travel would be expensive, that is true if the rocket is used only once. But, because of the reusability of today’s rockets the cost has dropped – and by carrying 850 passengers, the cost per seat will be close to a FirstClass ticket on an A380.

Better & Cleaner Technology?

In May 2019, I interviewed Aerospace Engineer & Researcher, Michael Schratt, for an episode of Biz Jet TV on YouTube, asking ‘Could the TR-3B be the next private jet?’ (https://www.youtube.com/watch?v= LXOsGlZJIN8&t=1s). The TR-3B doesn't exist, officially.

In the interview Schratt referred a lot to Ben Rich, who was an American engineer and the second Director of Lockheed’s Skunk Works from 1975 to 1991. Regarded as the “father of stealth”, Rich was responsible for

leading the development of the F-117, the first production stealth aircraft. He also worked on the F-104, U-2, A-12, SR-71 and F-22.

Schratt explains the TR-3B uses highly pressured mercury accelerated by nuclear energy to produce a plasma that creates a field of anti-gravity around the ship and also causes it to be almost invisible on radar and to remain undetected. This literally means that it can go to any country it likes without being detected by air traffic control and air defence systems.

While I found the conversation with Mr Schratt intriguing – and borderline science fiction – what fascinated me the most was the over 100,000 views… and amongst the 600-plus comments, at least 50 people claiming to have seen this flying machine, in various locations around the world.

People are saying the TR-3B lands and takes-off vertically, flies faster than Mach 24 and is very quiet. If this were true, it could be a game changer!

Exponential Jump?

The OEMs compete by making relatively minor improvements, as opposed to making a quantum leap.

Over the last 50 years we have seen many technological advancements regarding avionics and navigation, but aircraft are still flying at the same speed.

Futurist Ray Kurzweil talks about technological change being exponential, not linear, so maybe something like rocket travel or the TR-3B type technology could be what lies ahead for private aviation…

More information from www.orvilleaviation.com. T

FABRIZIO POLI is Senior Consultant at Orville Aviation. He is also an Airline Transport Pilot. Mr. Poli has over 35 years experience in the aerospace sector, both as an aviator and in business. Fabrizio is also founder of popular YouTube channel, Biz Jet TV. More information from www.orvilleaviation.com

38 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

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Tips on Resolving Pre-Purchase Inspection Disputes How are pre-buy inspection disputes in pre-owned business aircraft deals resolved? Better still, how are they avoided? Chris Kjelgaard receives insights from an aviation legal counsel, a technical inspection expert, and an aircraft broker and buyer’s agent...

B

uying a pre-owned business aircraft is an expensive and complex proposition, as you would expect when the purchase of such a sophisticated and valuable asset is involved. For the seller and buyer alike, various pitfalls and technical issues found during the prepurchase inspection can add substantially to the cost and time needed to close the deal.

In some (though not many) cases, differences of opinion between the two parties or unexpected condition problems can cause the desired transfer of ownership to derail completely.

It is in the interests of both the seller of the aircraft and its putative buyer — and their respective intermediaries — to do their utmost to minimize the chances of a critical dispute arising between the two principals when the pre-buy inspection is performed.

If such a dispute does arise during the inspection, it is equally incumbent upon the parties to do as much as they can to resolve the dispute amicably, or at least successfully.

The simplest way to ensure that a pre-purchase inspection dispute is resolved is to take steps to prevent it from arising at all. That’s best 40 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

accomplished when the transaction principals and their representatives make sure that the purchase agreement is very comprehensive, detailing the agreed specifics of every facet of the deal.

These will include the identity of the inspection facility that will perform the pre-buy inspection; what the parties will accept as evidence the aircraft is fully airworthy; the expected duration of the transaction; and the remedies the seller and buyer can seek if the other principal defaults.

The contract will also include a host of other terms and conditions which will all bear on the deal being able to close successfully.

The Letter of Intent Stage

Negotiation of the basic terms of the purchase agreement should begin even at the initial Letter of Intent (LOI) stage of the deal, before the principals agree upon the definitive purchase contract between them, says Scott Burgess, Founder of Fort Lauderdale-based Aviation Legal Group.

One critically important point which must be specified in the contract is the identity of the facility which will carry out the pre-purchase inspection. www.AVBUYER.com

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In agreeing which facility that will be, the deal’s principals must ensure that the facility is fully certificated to perform the inspection and to carry out any repair work required to render the aircraft airworthy under the terms of the agreement, Burgess adds.

This is all the more important when the acquisition involves the aircraft being deregistered from one country’s registry, and then put on another nation’s register. For instance, if the aircraft is on the Mexican registry prior to its sale, but will be placed on the FAA registry in the US by its new owner, and the seller and buyer agree that the pre-purchase inspection is to be performed by a facility in the US, then both must ensure the facility is certified by the Mexican airworthiness authority to perform that inspection, and render the aircraft airworthy before it can be deregistered from the Mexican registry.

If the parties fail to ensure the facility is properly certified, later finding that it isn’t, then following the inspection the aircraft would be unable to return to service, since the Mexican authority would no longer consider it airworthy, Burgess warns. This would require the aircraft to be completely re-certified, at www.AVBUYER.com

considerable cost and time to the seller.

However, in most cases, transaction principals make sure the facilities they select to perform prepurchase inspections are properly certified by having OEM-authorized service centers carry out the work, says Jim Mitchell, an Executive Sales Director for Elliott Jets. And in many other cases, transaction principals choose large, highly reputable MRO shops to handle their pre-buy inspections.

With that said, it is still vital for transaction principals to confirm for themselves the suitability of the inspection facility they want to use. “They need to do due diligence, in terms of obtaining references regarding the quality of the work [the facility performs], even if it is certified by the FAA,” Mitchell adds.

The Scope of the Inspection

Another fundamentally important item the purchase agreement must cover is the agreed scope of the pre-buy inspection. This can vary, and the primary implication of the agreed scope of the inspection is the consequent cost it will involve — and repairing any airworthiness discrepancies it finds — to the buyer and the seller, notes Burgess.

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The buyer is responsible for the cost of the prepurchase inspection — the buyer always has to pay the facility in advance of it being performed — and the seller is responsible for the cost of repairing any discrepancies found which need to be fixed in order to make the aircraft airworthy.

Pre-purchase inspection scopes can vary from a Level 1 inspection — costing the buyer about $15,000 and the seller potentially $20,000 in correcting discrepancies found — to a Level 4 inspection, says Burgess.

The much more detailed and comprehensive Level 4 inspection will cost the buyer about $110,000 (which again the buyer must pay for upfront) and could result in the seller facing repair costs as high as

according to Lee Rohde, President and CEO of Essex Aviation Group, and an experienced aircraft technical inspector.

Rohde strongly recommends that each purchase agreement should include an exhibit in the form of a written, detailed proposal from the facility that will perform the pre-purchase inspection as to exactly what inspection work it plans to carry out. He says it is also important for the contract to include agreed definitions of the scheduled maintenance work that has been performed and/or needs to be carried out on the aircraft in order for the sale to close — a condition that requires negotiation by the principals and their intermediaries.

In addition to specifying the scope of the pre-buy

$300,000-$500,000, especially if the inspection finds substantial corrosion in any part of the airframe.

Most inspections typically run in the $25,000$50,000 range, according to Mitchell. Owing to their potential exposure to high repair costs, sellers tend to prefer the scope of the inspection to be limited.

On the other hand, if buyers can afford the extra cost, they prefer the scope of the inspection to be more comprehensive, unearthing repairs which are hard to find, but are necessary to remedy to ensure airworthiness.

Both parties must ultimately agree to a given inspection scope, but are aided by the fact that most business aircraft OEMs have developed standard recommended pre-purchase inspection tasks,

inspection to be performed (and covering the need for maintenance document inspection too, according to Mitchell), the contract must also identify any damage history attached to the aircraft, Rohde says.

It must detail any specific work the parties agree to have performed to inspect the previously-damaged areas, along with the associated repairs completed on those areas in order to make the aircraft airworthy previously.

While the terms and conditions specifying what must be inspected and repaired to ensure airworthiness can leave “gray areas”, Rohde says that if an issue arises over the scope of the inspection, the inspection facility will, in any case, have required both parties to execute the proposal containing the

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work scope the principals specifically agreed and the facility followed.

Once the inspection has been performed and the facility reports its findings, disagreements can arise between buyer and seller as to what constitutes a discrepancy that must be repaired, notes Burgess. If the parties remain unable to agree on the point, then the purchase agreement may default and the entire transaction unravel.

However, in most transactions, the parties agree for the inspection facility to be the deciding party in ruling on what is and is not an airworthiness-related discrepancy, says Rohde. This can help avoid potentially deal-compromising disagreements between buyer and seller on what the seller needs to

and engine internal corrosion and material damage, which, if found by inspection to be substantial as defined by the terms of the contract, can cause the entire transaction to unwind, according to Rohde.

If the buyer and seller don’t reach agreement on the definition of material corrosion and/or damage the transaction will allow for before triggering default, this forms another hurdle the deal may fail to clear.

Not only can the finding of significant corrosion cost the seller $200,000-$300,000 to repair, but the repair will also take up to six months to perform, Mitchell says. Just as important, the entry in the aircraft’s logbook covering the repair will be so extensive that it will appear to any future buyer that

have fixed in order to meet the airworthiness and delivery condition requirements of the transaction.

the aircraft previously sustained significant damage, making it harder to sell.

Airframe and engine corrosion is one of the very few causes — and is probably the leading one — of used-aircraft sale transactions failing to close, he says. Fortunately it is “fairly rare” for the pre-buy inspection to find an amount of airframe or engine corrosion so significant that it can cause the deal to unwind, he assures.

There are three major causes of corrosion in business aircraft. One is leaking of fluid from the aircraft’s lavatory. The second is frequent or prolonged operation in climatic environments containing high levels of salt and water (e.g. intercontinental, over-ocean flying). And the

Other Important Contractual Areas

Purchase agreements also need to cover several other important contractual areas — so it’s important that they are well defined in the initial LOI as well as in the formal contract itself, says Mitchell.

According to Mitchell, Elliott Jets is finding that the parties to proposed aircraft sale transactions are increasingly specifying at the LOI stage what rights each principal has to reject the deal, and defining the circumstances that create those rights.

Probably the most important area of all, however — even at the LOI stage — is the definition of aircraft 44 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

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third is inadequate sealing of aircraft surfaces, which can cause corrosion in critical structural parts such as the vertical stabilizer spar.

Burgess says the purchase agreement should also cover whether or not the pre-purchase inspection will include borescope inspections of the aircraft’s engines and — if it has one — it’s Auxiliary Power Unit (APU).

If the engines and APU are subject to an hourly maintenance program, the program’s administrator usually will not cover the cost of unscheduled borescope inspections, and probably also will not cover the cost of any repairs found during such inspections, Burgess says.

Borescope inspections allowed by hourly maintenance plans typically are limited to inspections of the front sections of the engine and its exhaust nozzle, and are intended to rule out the presence of foreign object damage, he explains.

Another important area the principals need to agree, and include in the purchase contract — and which Mitchell says crops up fairly commonly in situations where pre-buy inspections have identified repairs that need to be made — is whether any replacement parts required must be new or if the buyer will allow replacement with used, properly documented parts.

Allowing replacement parts at all, rather than specifying repairs be made to existing parts, is also a contract detail that can become a point of contention between seller and buyer, notes Rohde.

Approving the use of used, fully documented, serviceable parts as replacements can create massive repair-cost savings for the seller — more than half a million dollars in one recent case with which Mitchell was personally acquainted — but can prolong the duration of the transaction fairly significantly, given the time it can take to find suitable used parts.

Inspection Slots and Final Steps

In today’s overheated pre-owned aircraft market, all three experts interviewed for this article agree that one of the most important details of the deal — whether or not it is covered in the purchase agreement — is trying to obtain a slot in the near term for a certified facility to perform the pre-buy inspection of the aircraft.

No matter which facility is chosen, in today’s market it is very difficult — bar the unexpected cancellation of another inspection making a near-term slot suddenly available — to obtain an inspection slot within 60 days.

Mitchell notes that in the business-aircraft sales arena, a long-held maxim is that “time kills deals” — so being unable to find a near-term slot for a pre-buy inspection could potentially prejudice a deal being closed.

Last but not least, the contract should detail the final steps of the transaction after the pre-purchase inspection has been completed, after any required repairs have been made, and after the principals have agreed that the aircraft condition terms of the sale have been met, says Rohde.

These last steps should specifically cover whether or not a post-inspection final test flight is required, and if any other positioning flights — other than the final delivery flight — are allowable, he says. If the aircraft has 46 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

to be flown to another state or national jurisdiction for sales-tax reasons, the buyer usually bears the cost of that flight.

“The bigger theme is that, the more you lay out the specifics of what can and can’t happen, the better,” he says.

It is the buyer’s responsibility — usually handled by the technical inspector the buyer hires — to perform the technical acceptance of the aircraft, and approve acceptance following the pre-purchase inspection and remedial repair process, according to Rohde. However, “the larger percentage of sellers will be actively approving [required repairs] during the inspection,” he says, even though the seller isn’t legally required to approve anything until after the inspection ends.

Communication is the Key

Given all of the important required contractual details above, it may appear that transactions involving sales of used business aircraft frequently fail to close. But in reality www.AVBUYER.com

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“The inspection facility should communicate its findings from the inspection as it progresses.”

PHOTO COURTESY OF ELLIOTT AVIATION

it is rare for deals to fall apart, the experts interviewed for this article agree.

“Most people are so invested in the deal that they want the deal to close,” remarks Rohde. “It’s pretty rare for deals to fall apart if everything is covered in the purchase agreement.”

But while the principals’ mutual desire to complete the deal may be the most compelling underlying reasons why relatively few used aircraft sales fail to close, a successful outcome involves a great deal of hard work, coordination, and communication by the principals’ intermediaries to make sure the transaction proceeds to the close.

In every transaction there is always a need for the three major parties involved in the pre-purchase inspection process — the two principals along with their representatives, and the inspection facility — to communicate clearly and often, says Rohde.

The inspection facility should communicate its findings from the inspection as it progresses. “Having www.AVBUYER.com

people on-site on a regular basis helps the process too — it helps things move along,” he adds.

In fact, says Mitchell, the parties should “continuously communicate” during the pre-buy inspection process — particularly the service center performing the pre-purchase inspection. But it isn’t always easy for the principals and their representatives to make sure this happens.

“From the service center’s viewpoint, they are all extremely swamped [currently] and they are struggling with communication,” he says. “They are dealing with 10 to 12 of these projects at a time, some of them massive. So, from the buyer’s and the seller’s viewpoint, they have to be patient but also persistent.”

Usually, when areas of disagreement arise between the principals, they should let their expert intermediaries reach mutual consensus first on possible solutions and then — after the intermediaries advise them on what those solutions might be — agree on a final decision, Burgess suggests. “In my experience, some things are better for us lawyers to talk about and there are some things where it’s best for the principals to talk about,” he says.

The Best and Worst Courses

In most cases, the best course is “to allow the parties’ representatives to narrow the issues and find out the cost associated, so the principals can make the decision,” Burgess suggests.

Each principal’s legal counsel and/or technical representative “will notify the client there is an issue, and will work through it and present alternative solutions. There is always more than one way to

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resolve an issue, some more palatable than others.”

The least palatable option will be going to court to try to resolve a dispute, according to Burgess.

“Litigation is the least effective and least efficient means of resolution,” he stresses, taking time and lots of money. The result is very rarely appreciated by either principal. While the court case continues, neither party has the use of the aircraft.

Often it is best for the representatives to remind the principals that “there is cost to both parties if the transaction doesn’t consummate,” Burgess adds. Time mounts up; the aircraft isn’t available for service; and the transaction costs increase.

While each principal would like to feel they are the “winner” of the transaction, “sometimes the best solution is compromise when neither is particularly happy — but it will be behind you, and you will have certainty.”

If the deal fails to close because of a dispute over pre-purchase inspection findings, “the seller has got to

CHRIS KJELGAARD has been an aviation journalist for 40 years, with a particular expertise on aircraft maintenance. He has served as editor of ten print and online titles and written extensively on many aspects of aviation. He also copyedits most major documents published by a global aviation industry trade association.

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fix the aircraft anyway if the buyer walks away,” says Rohde. Unless the seller subsequently decides to keep the aircraft, the seller will have to begin the sale process all over again, incurring substantial new costs in doing so.

Transactions flow best when the seller is a “good” seller and “wants the buyer to have a good, clean airplane,” Rohde summarizes. At the same time, it also helps the deal for the buyer to demonstrate flexibility and understanding — a point a good technical representative and legal counsel will make to the buyer.

“We tell them there are costs involved in these transactions. If the seller has big [repair] costs, we ask the buyer to be sensible and fix small [nonairworthiness] discrepancies after the close,” at the buyer’s own cost, he adds.

Sellers should realize that “a ready, willing and able buyer who really wants the aircraft is a lot better than another buyer, even if that buyer is willing to pay more,” says Burgess. ❚

MAKE MORE INFORMED BUYING & SELLING DECISIONS with AvBUYER.com

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Used Helicopters: Matching Machine to Mission What are some top tips when finding a pre-owned helicopter to match your mission need? Dave Higdon shares some industry advice...

W

hile there’s a lot that is different between helicopters and fixed-wing business aircraft, there’s far less different about the chore of choosing the best match between the ship and its mission.

Both selection jobs depend on the best assessment of the mission and how well any given aircraft fits with that mission profile. For example, a helicopter set up for firefighting may have the payload needed for an executive transport. But the process of stripping out the firefighting equipment and refitting the interior for executive work will add costs, and extend the downtime between closing on the transaction and receiving the helicopter ready for operations.

Wading Through the Weeds

An aircraft sales specialist we spoke to compared the process of searching for the ideal aircraft to looking for a golf ball from a hooked drive off the tee: “You just have to get out there and wade through the weeds. The golfer may find a ball the moment they step off the fairway. But is it the right golf ball?”

The sales specialist noted that in normal times used inventory for sale would offer many candidates. “These are not normal times; inventories are at a low ebb, increasing the 50 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

importance of a thorough check of the paperwork and condition before shaking hands on a deal.”

The specialization of so many helicopters may complicate the search, but an experienced dealer or broker within the field of rotorcraft sales can help clear the ‘weeds’, narrowing the search by first eliminating candidates that will require significant refits to match the mission need.

Should the would-be buyer need a helicopter outfitted for specialized work, the experienced dealer or broker can find, and focus, on ships already equipped for that specialized work.

One broker speaking with AvBuyer asked rhetorically, “why buy an air ambulance when an executive helicopter is needed – unless, that is, the price is so good that the final costs after purchase and refit will be in the same range as buying one already equipped for the mission.

Focus on the Candidate’s Usage

As you narrow the choices down, remember that helicopters operate in every region of the world, which makes a specialized check for environmental damage a must. For example, if the helicopter spent its working life within a few miles of saltwater, extra steps to find – and remedy – saltwater corrosion should be an early step.

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“...remember that helicopters operate in every region of the world, which makes a specialized check for environmental damage a must.”

Indeed, some would-be buyers would do well to look for corrosion early enough to influence the price negotiations.

Long periods of operating near bodies of fresh water should also trigger deeper checks of any corrosion-prone areas, along with signs of the condition of the main-rotor blades and anti-torque blades. Even lacking corrosion, water can erode the surfaces and finishes of the rotating parts, as can high humidity lacking saltwater exposure.

Ultimately, buying a business aircraft – particularly one as complex and specialized as a helicopter – can benefit from the involvement of a professional, and ideally one well-versed in the aircraft type. A helicopter specialist will be ahead of the game, thanks to their knowledge gained from that focus.

Expertise in helicopters should be no less important for a company than specialization on the flight deck.

examination of the helicopter’s logs. This review will confirm whether the helicopter complies with all the ADs, and Service Bulletins too.

And examination of the logs also provides the technician with some insight into the way and regularity with which the helicopter receives maintenance, whether routine or unplanned work. It will be important to understand the cause for any unplanned maintenance work.

The airframe requires its own due diligence, as do the powerplant’s components, including the engine, transmission, and all the rotating parts.

Are the engines approaching a time limit for a hot-section inspection or full overhaul? Are they enrolled on a per-hour maintenance program? How about the airframe?

Beware Hidden Safety and Airworthiness Issues

Specialized knowledge in the buying and selling of business turbine aircraft is as important in the helicopter market as it is in fixed-wing sales, and you can find help by looking at many listings of dealers, brokers and sole practitioners in the aircraft marketplace.

Find a specialist to work with; preferably one with a proven track record, client references, and expertise in the type – and perhaps specifically the make and model helicopter you need. ❚

The pre-purchase inspection can help a buyer save significant amounts of money by eliminating surprise issues, which, when known, can influence price negotiations.

One of the typical first steps in the inspection process involves a search of FAA records for any airworthiness directives on the helicopter for sale. Making that list serves as the starting point for the maintenance technician's

DAVE HIGDON is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 36 years. Based in Wichita, he has several thousand flight hours, and has piloted pretty much everything from foot-launched wings to combat jets.

Contact him via Dave@avbuyer.com

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Search & Acquire – There’s Help out There

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OWNERSHIP

Is it Worth Chartering Out Your Jet? Are you looking to generate some revenue to offset operating costs when your business jet is not in use? René Armas Maes highlights how you can assess whether it’s worth your while…

I

f you own a business aircraft and want to offset a portion of your operating costs by generating income, you may want to evaluate whether placing your aircraft on an FAA Part 135 certificate is the answer.

Before making your jet available for charter, you will need to understand that Part 135 requirements are more rigorous than Part 91. For example, the requirements relating to weather minimums, pilot duty time, and landing distance requirements for wet 54 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

runway operations are more tightly controlled. And other safety and equipment requirements must be in place that would not otherwise be necessary for Part 91 operations.

There are also several other areas needing analysis before you can make an informed economical and operational decision. For example, it will be important to consider the cost of placing an aircraft on an FAA Part 135 operator’s certificate, and of maintaining the overall higher standards that Part 135 requires. www.AVBUYER.com

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the business aircraft when conducting charter operations. Moreover, it can expedite Part 135 market entry.

An established, reputable aircraft management company offers expertise, knowledge, and savings (for fuel, spare parts, insurance, pilot training, and more) through buying power leveraged with operating a large fleet of aircraft. These will usually be shared with the airplane owner.

In addition, aircraft management companies typically hire, and train their pilots to very high standards, and can lend expertise in other areas, such as maintenance, concierge services, flight planning and more.

And should the need ever arise, an aircraft management company is likely to provide access to supplemental lift if an unexpected Aircraft on the Ground (AOG) situation occurs, or if the need arises for multiple aircraft to meet special business requirements.

Benchmarking Aircraft Management Companies

Aircraft owners should also expect incremental maintenance costs associated with the extra wear-andtear that comes from chartering the aircraft out for additional, revenue-making flights.

So, what are the key areas that should be investigated to help owners understand whether it is economically and operationally viable to charter out their jet? Let’s consider some here…

How Will you Charter Your Jet Out?

Putting an airplane onto a Part 135 certificate is a lengthy, multi-step process, and it can take several months to achieve. Moreover, time, money and compliance with the regulations will be required for an operator to maintain an aircraft’s airworthiness under a Part 135 certificate.

While it is possible to charter your aircraft individually, the likelihood is that a turnkey aircraft management solution with a management company that already holds a Part 135 certificate will be the best solution. (After all, most airplane owners have businesses to run that are separate from selling charter hours.)

An aircraft management company can greatly alleviate the burden to an aircraft owner of managing www.AVBUYER.com

Bear in mind that aircraft management companies vary in their operations and service, from dedicated ondemand charter operation, to jet cards, block hours arrangements, wet and dry lease, and more.

• What do the services offered tell you about the expertise of the prospective management company, and how could this benefit you?

• What is the fleet size operated by the management company, and does it already operate aircraft of your make and model within its fleet?

• Is the management company based domestically, internationally, or does it have global reach through partnerships and joint ventures? (Different types of operations will offer different advantages or disadvantages, depending on your requirements.)

While benchmarking potential aircraft management companies, you should execute due diligence in terms of the operation’s safety record and accreditation (i.e., is it IS-BAO certified?), its financial strength, ownership, and market capitalization (if applicable).

Start your search locally working out from there. Be sure to understand the pros and cons of each option as they relate to the following areas: 1. Charter income is generated by the hour, but what portion of charter income is the management company offering to give you? Ideally, you should look to receive between 75% and 85%.

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OWNERSHIP

2. Be clear about what your Direct Operating Cost (DOC) is. Define a target contribution above that number that will cover both the DOC and a portion of your fixed costs.

3. Regarding the fuel cost, understand, negotiate, and lock-in a preferred fuel rate, ideally for a sixmonth period. Fuel price savings can make a positive impact on your financial target contribution.

4. Identify other potential savings areas, from spare parts, insurance (hull and liability), hangar space, maintenance, pilot sourcing, and training, among others.

How to Assess Which Management Company is Best…

Let’s assume a Bombardier Challenger 350 owner is considering placing their aircraft on the Part 135 certificate of an aircraft management company.

The owner has approached three potential aircraft management companies and requires the charter hourly rate to cover its variable costs and make a 20% contribution to its fixed costs per hour. The owner is not expecting any contribution to other ownership

56 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

AVBUYER.com

costs (such as financing charges).

Per AMSTAT data at the time of writing, we’ll assume a variable cost of US$4,075 per flight hour, and an average fuel price of $5 per gallon.

Now assume the three companies under evaluation are offering the same fuel price per gallon for their Part 135 operations. While Management Company A and B stipulate in their contracts that the aircraft owner will receive 85% of the charter income, Management Company C is offering 80%. (These amounts exclude any applicable Federal Excise Taxes.)

Each offers to pay a different charter rate per hour to the owner, with Management Company A offering $ 7,000, Management Company B paying $7,900, and Management Company C paying $8,200.

Armed with this information, the aircraft owner proceeds to investigate which of the companies meets its financial target contribution (see Tables A and B).

As illustrated in Table B, Management Companies A and C fail to meet the owner’s financial target contribution, despite Company A offering a higher percentage of hourly charter revenue to the operator.

By comparison, Management Company B meets, and exceeds the owner’s desired contribution.

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OWNERSHIP

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Having done due diligence on the three management companies, the case strengthens for Company B when the aircraft owner discovers it operates a large fuel farm and may be able to offer a better fuel price per gallon, because of bulk purchasing.

As part of the contract negotiation with that aircraft management company, the aircraft owner seeks to lock-in a preferred fuel price at between $4.8 and $4.9 per gallon (down from $5) over the following six months. Thus, the aircraft owner seeks to understand how fuel prices could impact its financial target contribution. To do so, the owner executes a sensitivity analysis on fuel prices (see Table C).

As shown in Table C, Management Company B’s contribution to the financial target contribution is 1.8% or $121 per hour at a fuel price of $5.0 per gallon, exceeding the owner’s requirements.

With a preferred (negotiated) fuel price of $4.8 per gallon, the financial target contribution grows from 1.8% to 2.8%; another 49% on top of the $121 per hour, generating a total $180 per hour more than the owner’s financial target contribution.

Other Key Areas to Assess

Naturally, other areas will need to be understood, including contractual matters and Part 135 conformity requirements; aircraft usage and availability; taxes; insurance; liability coverage; and accounting practices – including depreciation methods. Those items will be discussed in Part 2, next month. T

RENÉ ARMAS MAES is Vice President Commercial at Jet Link International LLC, an international aviation consultancy. He has built a successful track record for delivering Business Aviation consulting projects for Fortune 500 companies, Venture Capital firms, and HNWIs in North America, the Middle East, Europe and Latin America. His expertise includes corporate travel assessments, business aircraft analysis, aircraft financing and sales.

58 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

“An established, reputable aircraft management company offers expertise, knowledge, and savings (for fuel, spare parts, insurance, pilot training, and more)”

MAKE MORE INFORMED OWNERSHIP DECISIONS with AvBUYER.com

www.AVBUYER.com

Elliott Jets December.qxp_Layout 1 24/11/2021 12:40 Page 1

Confidence comes with a risk-free, money-back guarantee at Elliott Jets

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• Our team has been helping people find the right aircraft for 85 years.

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• Can’t find what you’re looking for? Contact us today, you’ve got nothing to lose!

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Can’t Find the Right Aircraft Today? Try Jet Cards There’s no need to buy the wrong jet out of necessity when Jet Cards can bridge the wait for the right aircraft to arrive on the market. David Wyndham illustrates… ollowing a tremendous year of pre-owned business aircraft sales during 2021, availability in the market is very slim. The recent Asset Insight Quarterly Market Report, released on September 30, 2021, says it all:

F

• • • • •

The sales volume increased 18% Year-over-Year (YoY) Inventory decreased 47%, YoY Demand from Q2 2021 to Q3 2021 increased almost 68% Only 5.6% of the active turbine business aircraft fleet remained for sale Of the aircraft listed for sale, the average days on the market exceeded 400 days (a new record).

As of this writing, the business turbine market has been picked clean of its most desirable aircraft. When quality aircraft come up for sale, they’re being sold for high market prices and may not even be listed for sale – most brokers have active clients waiting for aircraft.

As established already, many of the remaining aircraft have been on the market for well over a year and tend to be older models with higher times. Thus, those in the market for a good quality pre-owned aircraft should plan on waiting a while.

60 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

The Attraction of Jet Card/Membership Programs

Waiting doesn’t necessarily mean being grounded, however. For those unable to locate the right aircraft in today’s market, private air travel is still available through charter.

With the charter market also in hot demand right now, it may be preferable to focus on the available Jet Card and Membership programs, since one major benefit of these is guaranteed availability of your aircraft type.

With Jet Cards, owners pre-purchase a block of hours at a guaranteed price. Most Jet Card programs start at 25hours (Memberships have similar programs available).

If you plan to fly 300 hours annually, 75 pre-paid hours on a Jet Card program will last three months. While you search for the right pre-owned aircraft, you can continue to add or renew the Jet Cards while your broker searches for your right match. Even if a year passes before you conclude the purchase of your ideal aircraft, you can continue flying, quite possibly while saving money. Here’s how…

For higher rates of utilization, the financial equation supports whole aircraft ownership. Assuming you will not be chartering your aircraft out (and are thus 100% owner-flying), the break-even point where ownership has a lower total life-cycle cost is approximately 250-300 annual flight hours.

Those lower costs do not accrue immediately, but over

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OWNERSHIP

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the period of ownership. So, while a year of 300 charter hours, paid for via a Jet Card or Membership program, will cost more than the operating cost of your wholly-owned aircraft, the cost advantage of whole aircraft ownership relies on residual values (at resale) and perhaps tax depreciation.

“These expensive problems

It’s Worth the Wait…

can more-than wipe out

In today’s market, many buyers are not finding the aircraft they want. If you buy what is available, as opposed to what’s best for your requirements, you face two major issues: 1)

2)

the short-term higher

You likely will end up with an older aircraft that requires more upgrades and maintenance than the newer model that you wanted, both of which require downtime and money. Some of the following may be needed: Engine overhauls, paint and interior, new avionics.

In some cases, the asking prices of these older aircraft are higher than they historically have been. When you come to sell in a few years, it is likely the market will have rebalanced, and, having bought high you find yourself selling low.

hourly costs of Jet Cards for up to a year. ”

right aircraft and the right deal. They will come through for you.

Purchase blocks of 50- or 75-card hours at a time, flying all that you need to. Book early and add in some ad hoc charter if it makes sense. Repeat, as needed, while you get the deal done for the aircraft you want.

These expensive problems can more-than wipe out the short-term higher hourly costs of Jet Cards for up to a year.

Viewed this way, we leave you with the following recommendations:

2)

1)

Ultimately, a turbine aircraft acquisition takes time and money. Done right you will have a great experience for years to come. T

Work with a knowledgeable and reputable broker who knows the market for the aircraft that you’re looking for. Let them know you’re willing to be patient for the

DAVID WYNDHAM is the Founder of David Wyndham + Associates, LLC. He is a highly respected industry veteran having built up more than 36 years of aviation experience, including as president and co-founder of Conklin & de Decker. He is also Vice President, Asset Insight Consulting Services. https://www.linkedin.com/in/davidwyndham/

62 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

MAKE MORE INFORMED OWNERSHIP DECISIONS with AvBUYER.com www.AVBUYER.com

Project1_Layout 1 01/12/2021 11:41 Page 1

GULFSTREAM G550

SN 5328

GULFSTREAM G550

S N 5284

GULFSTREAM G280

SN 2026

GULFSTREAM G280

S N 2072

GULFSTREAM G150

S N 2 87

GULFSTREAM IVSP

S N 1445

FALCON 2000LXS S N

377

FALCON 2000LX S N

CHALLENGER 604 S N

5564

CHALLENGER 604 S N

KING AIR C90GTX

SN LJ

2167

AIRBUS EC 155 B1

1 85

5564

S N 6746

INFO@AVPROJETS.COM WWW.AVPROJETS.COM l Annapolis, MD 21401 l (410) 573-1515

900 Bestgate Road, Suite 412

Data Capture December.qxp_Layout 1 25/11/2021 12:09 Page 1

Values Intro.qxp_Finance 23/11/2021 10:45 Page 1

VALUES - TURBOPROPS

AVBUYER.com

Business Aircraft Values: Turboprops The top-selling turboprops tend to be aircraft that are continually popular among owners needing fuel-efficient, multi-mission types, as AvBuyer explores below…

W

hile exceptions exist, turboprop airplanes offer a common set of attributes that make them an attractive proposition. The powerplants are responsible for most of this – turboprop engines benefit today from propeller designs that are far more sophisticated than just a decade ago, resulting in lower maintenance costs; longer overhaul cycles; improved climb and cruise performance; and - in turn - reduced noise levels in the cabin.

In addition, specific fuel consumption numbers continue to improve – an attractive attribute given today’s depressed oil prices, with the practical effect of allowing the use of higher power-levels without suffering a proportionate increase in fuel consumption/costs. That, in turn, contributes to improvements in take-off and climb performance and cruise speed.

Another advantage offered by many turboprops is the single-pilot operational simplicity, engineered into even the multi-engine turboprops. The only exceptions to the sum total of these benefits exist among the unpressurized models that are available www.AVBUYER.com

and form a small, important and dynamic segment of the turboprop market.

Today’s turboprops offer a broad range of turbine performance, propeller cost-effectiveness (some with at - or near to - Light Jet cruise performance capabilities) with cabin and cockpit accoutrements that rival the best of the fanjet strata. And on trips of up to 300 nautical miles, the difference in travel time between a jet and a turboprop is negligible.

Turboprop Price Guide

The following Turboprop Retail Price Guide represents current average values published in The Aircraft Bluebook–Price Digest. The study spans model years from 2002 through Winter 2021 (20 year period). Values reported are in US$ millions, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the Beechcraft King Air C90GTx reported in the Winter 2021 edition of the Bluebook shows US$2.1m for a 2015 model, US$2.0m for a 2014 model, and so forth. Aircraft are listed alphabetically.

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Retail Values.qxp_RPG 23/11/2021 10:49 Page 1

VALUES - TURBOPROPS

Turboprops: Average Retail Price Guide MODEL YEAR $

2021 US$M

2020 US$M

2019 US$M

2018 US$M

2017 US$M

2016 US$M

2015 US$M

2014 US$M

2013 US$M

6.0

5.0

4.1

3.9

3.6

3.3

3.0

2.9

2.8

5.3

4.0

3.5

3.1

2.9

2.7

2.6

2.5

2.4

2012 US$M

MODEL BEECH KING AIR 360

8.39

BEECH KING AIR 350i BEECH KING AIR 350 BEECH KING AIR 260

7.05

BEECH KING AIR 250 BEECH KING AIR B200

2.1

BEECH KING AIR B200GT BEECH KING AIR C90GTx

3.3

3.0

2.7

2.5

2.3

2.1

2.0

1.9

1.85

1.55

BEECH KING AIR C90GTi BEECH KING AIR C90GT BEECH KING AIR C90 CESSNA 208 CARAVAN CESSNA 208 CAR G1000/NXi

2.1

1.9

1.8

1.75

1.7

1.675

1.65

1.625

1.6

CESSNA 208 GRAND CAR EX

2.365

2.2

2.1

2.0

1.9

1.85

1.8

1.75

1.7

CESSNA 208 GRAND CAR

1.825

1.7

CESSNA 208B GRAND CAR CESSNA 208B SCM EX

2.1

2.05

1.95

1.85

1.75

CESSNA 208B SUPER CARGOMASTER DAHER (QUEST) KODIAK 100 (II)

1.65 2.668

2.1

1.9

1.8

DAHER (QUEST) KODIAK 100 DAHER TBM 940

4.575

4.0

1.7

1.6

3.2

1.5

1.4

2.9

2.6

1.3

1.2

2.2

2.1

3.8

DAHER TBM 930

3.7

3.6

3.5

DAHER TBM 910

3.5

3.4

3.3

DAHER TBM 900

3.0

DAHER (SOCATA) TBM 850 DAHER (SOCATA) TBM 700C2/EFIS DAHER (SOCATA) TBM 700B/EFIS PIAGGIO AVANTI P.180 PILATUS PC-12 NGX

5.443

PILATUS PC-12/47E NG

5.5

5.0

4.5

4.0

3.5

3.0

3.7

3.6

3.5

3.4

1.4

1.3

1.2

1.175

4.9 4.7

4.4

4.2

4.0

3.8

PILATUS PC-12/47 PILATUS PC-12/45 PIPER M600 (INC. M600 SLS)

3.112

2.7

2.5

2.2

2.1

2.0

PIPER M500

2.154

1.9

1.75

1.65

1.55

1.45

PIPER MERIDIAN PA46-500TP

AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM

66 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

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Retail Values.qxp_RPG 23/11/2021 10:55 Page 2

AVBUYER.com

What your money buys today

Winter 2021 2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

2006 US$M

2005 US$M

2004 US$M

2003 US$M

2002 US$M

MODEL YEAR $ MODEL BEECH KING AIR 360 BEECH KING AIR 350i

2.7 2.6

2.5

2.4

2.3

2.2

2.1

2.0

1.7

1.6

BEECH KING AIR 350 BEECH KING AIR 260 BEECH KING AIR 250

2.3 2.0

1.65

2.0

1.9

1.8

1.75

1.8

1.5

1.45

1.4

BEECH KING AIR B200 BEECH KING AIR B200GT

1.7

BEECH KING AIR C90GTi

1.6 1.5

1.225 1.45

1.55

BEECH KING AIR C90GTx 1.65

1.5

1.6

1.4

1.2

BEECH KING AIR C90GT

1.45

1.075

1.3

1.25

1.2

1.15

BEECH KING AIR C90

1.025

1.0

0.95

0.9

CESSNA 208 CARAVAN CESSNA 208 CAR G1000/NXi

1.3

CESSNA 208 GRAND CAR EX 1.6

1.525

1.475

CESSNA 208 GRAND CAR

1.35 1.325

1.275

1.2

1.075

1.025

1.0

0.95

CESSNA 208B GRAND CAR CESSNA 208B SCM EX

1.55

1.5

1.45

1.4

1.35

1.3

1.25

1.2

1.15

1.1

CESSNA 208B SUPER CARGOMASTER DAHER (QUEST) KODIAK 100 (II)

1.1

1.0

0.95

0.9

DAHER (QUEST) KODIAK 100

0.85

DAHER TBM 940 DAHER TBM 930 DAHER TBM 910 DAHER TBM 900 2.0

1.9

1.8

1.7

1.5

1.4

2.7

2.5

2.1

1.8

1.6

DAHER (SOCATA) TBM 850

1.4

1.5

1.35

1.45

1.3

1.4

DAHER (SOCATA) TBM 700C2/EFIS

1.25

1.35

1.2

DAHER (SOCATA) TBM 700B/EFIS

1.3

PIAGGIO AVANTI P.180 PILATUS PC-12 NGX

3.3

3.2

3.1

PILATUS PC-12/47E NG

3.0 2.7

2.6

PILATUS PC-12/47

2.5 2.4

2.3

2.2

2.1

PILATUS PC-12/45 PIPER M600 PIPER M500

1.125

1.075

1.05

0.95

0.85

0.75

0.7

0.65

0.6

0.55

PIPER MERIDIAN PA46-500TP

AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM

www.AVBUYER.com

AVBUYER MAGAZINE Vol 25 Issue 12 2021

67

AirCompAnalysis.qxp_ACAn 23/11/2021 11:02 Page 1

JET COMPARISON

Jet Comparison:

BOMBARDIER GLOBAL 6500 GULFSTREAM G600

Bombardier Global 6500 vs Gulfstream G600 How do the Bombardier Global 6500 and the Gulfstream G600 compare side-by-side?

What are the advantages offered by each model? Mike Chase analyses the performance and productivity parameters. ver the following paragraphs we’ll consider key productivity parameters for the Bombardier Global 6500 and Gulfstream G600 (including payload, range, speed, and cabin size) to establish which aircraft provides the better value in the Ultra-Long-Range and Large Cabin Jet market.

Does a higher purchase price with lower operating costs drive a purchase decision? It is hoped that the following jet comparison will help clarify.

O

Bombardier Global 6500

The Bombardier Global 6500 is a new member of the longestablished Global family of business jets, offering a range of 6,636 nautical miles and a high level of comfort cabin. The aircraft features a re-designed wing and new Rolls-Royce Pearl 15 engines to achieve its impressive range, and a top speed of Mach 0.9. The Global 6500 received Type Certification in September 2019 from Transport Canada, and in December 2019 from the US Federal Aviation Administration.

The Global 6500’s cockpit is the first in the industry to offer a combined vision system, seamlessly merging enhanced and synthetic vision images in a single view on the head-up display.

68 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

This simultaneously helps reduce crew workload and increase situational awareness.

As of this writing, there were 34 wholly-owned Bombardier Global 6500 business jets, and one in fractional ownership, giving a total of 35 jets in operation worldwide. Thirteen jets (37% of the fleet) were based in the United States.

Gulfstream G600

The Gulfstream G600 is also a very new business jet on the market, having entered service in 2019, replacing the Gulfstream G550. Powered by a pair of Pratt & Whitney PW815GA engines, the G600 can reach a maximum altitude of 51,000 feet, and a maximum operating speed of Mach 0.925.

The Gulfstream G600’s advanced ventilation system can replace the air in the cabin with 100% fresh air in just two minutes, helping reduce the effects of jet lag. In the cockpit, the G600 is equipped with the intelligence-by-wire flight system, providing highly calibrated flight controls, autothrottles and autobrakes and ensuring peak engine performance and smoother landings.

Meanwhile, the jet’s EVS is linked to a head-up display which projects the EVS view on to a transparent screen in the pilot’s www.AVBUYER.com

AirCompAnalysis.qxp_ACAn 23/11/2021 11:04 Page 2

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GULFSTREAM

BOMBARDIER Global 6500

G600

vs.

(Manufactured between 2019-Present)

(Manufactured between 2019-Present)

HOW MANY

EXECUTIVE

SEATS

16

13

$56 Million (2021 Model)

$58.5 Million (2021 Model)

WHICH OF THESE JETS WILL COME OUT ON TOP? HOW FAR

WHAT’S THE

HOW MUCH

PAYLOAD

CAN WE GO?

8 Pax with Available Fuel (nm)

CAN WE TAKE?

Bombardier Global 6500

6,636

Bombardier Global 6500

Gulfstream G600

6,630

Gulfstream G600

HOW MANY

UNITS IN

OPERATION?

35 52

LONG RANGE (Lbs) 5,770

6,540

HOW MANY NEW/USED SOLD

EACH MONTH?

2 (0%)

2 (1.9%)

CRUISING SPEED?

(Knots)

Bombardier Global 6500

488

Gulfstream G600

488

WHAT’S THE

COST PER HOUR?

Bombardier Global 6500 Gulfstream G600

$2,757 $2,708

12-Month Average Figure Sources used: JETNET, B&CA and Chase & Associates.

www.AVBUYER.com

(% = Global Fleet For Sale)

 AVBUYER MAGAZINE Vol 25 Issue 12 2021

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AirCompAnalysis.qxp_ACAn 23/11/2021 11:05 Page 3

JET COMPARISON

AVBUYER.com

Table A - Payload & Range Comparison forward field of vision.

At the time of writing, 51 wholly-owned Gulfstream G600 business jets, and one G600 in shared ownership, comprised the fleet of 52 jets in operation worldwide. Fourty-three jets (83% of the fleet) were based in the US.

Bombardier Global 6500 Gulfstream G600

44,715 41,500

99,500 94,600

5,770

Max Fuel (lb)

MTOW (lb)

6,540

Max Payload (lb)

Source: OEMs, B&CA

2,805

2,600

Avail Payload w/Max Fuel (lb)

5,954

5,665

Max Payload w/Avail Fuel IFR Range (nm)

1,312

Chart A - Cabin Comparison Gulfstream G600

6.2 ft

6.2 ft

Bombardier Global 6500

7.6 ft

7.9 ft Source: UPCAST JETBOOK

Chart B - Range Comparison Bombardier Global 6500 Gulfstream G600

6,636 (nm) 6,630 (nm)

8 Pax w/avail fuel 8 Pax w/avail fuel

Payload & Range Comparison

When comparing business jets, an important area for potential operators to focus on is payload capability, and especially the ‘Available Payload with Maximum Fuel’. Table A (left) shows the Bombardier Global 6500 ‘Available Payload with Maximum Fuel’ to be 2,805lbs, which is more than the 2,600lbs offered by the Gulfstream G600.

Cabin Comparison

As shown in Chart A (left), the cabin height, at 6.2ft is the same for both aircraft. However, the Bombardier Global 6500 cabin is wider than the Gulfstream G600 (7.9ft vs 7.6ft).

The Gulfstream G600 offers a longer cabin than the Global 6500 (45.2ft vs 43.3ft), which helps it provide more overall cabin volume at 1,884cu.ft, versus 1,720cu.ft. (These cabin volume measurements are the net main seating area, and do not factor the lavatory.)

Configured with executive seating, the Gulfstream G600 provides room for up to sixteen seats with four crew. By comparison, the Global 6500 offers room for thirteen seats, with four crew.

The Gulfstream G600 provides less internal luggage volume than the Global 6500 (175cu.ft vs 195cu.ft), with neither jet offering external luggage capacity.

Range Comparison

Using Wichita, Kansas, as the start point, Chart B (left) shows the Bombardier Global 6500 has a range of 6,636nm with eight passengers and available fuel – which is almost identical to the Gulfstream G600 at 6,630nm.

Note: For business jets, ‘Eight Pax Range’ represents the maximum IFR range of the aircraft at long range cruise. The NBAA IFR fuel reserve calculation is for a 200nm alternate. This range does not include winds aloft or any other weatherrelated obstacles.

Powerplant Details

Source: Chase & Associates

70 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

The Global 6500 utilizes two Rolls-Royce Pearl 15 engines producing 15,125lbst each.

These burn 456gal/hr of fuel. By comparison, the Gulfstream G600 flies with two Pratt & Whitney PW815GA engines, providing 15,680lbst each and burning 421gal/hr of fuel.



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Leading Edge new look December.qxp_Layout 1 24/11/2021 12:43 Page 1

Recent Transactions by Leading Edge Leading Edge has just completed its 58th aircraft transaction since the beginning of 2020

• 26 Gulfstreams • 9 Citations • 7 Global/Challengers • 4 Hawkers

• 4 Turbo Props • 2 Falcons • 6 Others

Leading Edge Aviation Solutions is one of the world’s premier private aviation brokers/dealers with 923 aircraft transactions, 50+ years of experience and over $10B worth of aircraft transactions. Not just aircraft brokers, we offer a deep suite of services that can be employed long before and long after any aircraft transactions are contemplated. Contact us to learn more about what Getting The Edge can do for you

AirCompAnalysis.qxp_ACAn 24/11/2021 09:04 Page 4

JET COMPARISON

AVBUYER.com

Chart C – Cost Per Mile Comparison Cost per Mile Comparison Bombardier Global 6500

Chart C (left) details the ‘Cost per Mile’, comparing the Bombardier Global 6500 and Gulfstream G600 and factoring direct costs with each aircraft flying a 6,000nm mission with a 1,600lbs (eight passengers) payload.

As shown, the Global 6500 has a higher cost per mile at $8.42 per nautical mile. This is 6.9% more expensive to operate than the Gulfstream G600 ($7.88 per nautical mile).

$8.42

Gulfstream G600

$7.88 $10.00

$5.00

$0

US $ per nautical mile Source: JETNET * Based on a 6,000nm mission

Variable Cost Comparison

The ‘Variable Cost’, illustrated in Chart D (middle, left), is defined as the estimated cost of fuel, Maintenance labor, scheduled parts, and miscellaneous trip expenses (e.g., hangar, crew and catering). These costs DO NOT represent a direct source into every flight department and their trip support expenses.

For comparative purposes, the costs presented are the relative differences, not the actual differences since these may vary from one flight department to another.

The Gulfstream G600 ($2,708/hr.) has a marginally lower variable cost than the Bombardier Global 6500 ($2,757/hr.).

Chart D – Variable Cost Comparison

Bombardier Global 6500

$2,757

Gulfstream G600

$2,708

$0

$1,500

Market Comparison Table

Table B (bottom, left) contains the new prices (per B&CA) for the Bombardier Global 6500 and the Gulfstream G600 ($56m and $58.5m, respectively). This is a difference of $2.5m.

Also, listed are the long-range cruise speed and range numbers (per B&CA). The number of aircraft in-operation, the percentage for sale, and average sold are from JETNET. There were 35 Global 6500 jets with none of the fleet ‘for sale’ at the time of writing. The average number of new/used transactions (units sold) per month over the previous 12 months was two for the Global 6500, and two for the Gulfstream G600 – which had 1.9% of the fleet for sale as of this writing.

$3,000

US $ per hour

Source: JETNET

Table B - Market Comparison Table

Maximum Scheduled Maintenance Equity

Bombardier Global 6500 Gulfstream G600

488

488

Long Range Cruise Speed (Kts)

1,720 1,884

6,636 6,630

Cabin Volume Cu Ft

8 Pax w/Avail Fuel IFR Range (nm)

$56

$58.5

2021 Price $USm

*Average Full Sale Transactions in the past 12 months, as of October 2021; Source: JETNET Data courtesy of B&CA; JETNET

35

52

In Operation

0%

1.9%

% For Sale

0%

22

2

New/Used Average Sold per Month*

Chart E and Chart F (overleaf) display the Bombardier Global 6500 and Gulfstream G600, respectively, and depict/project the Maximum Maintenance Equity each jet has available based on its age. Note: • The Maximum Maintenance Equity figure was achieved the day an aircraft came off the production line (since it had not accumulated any utilization toward any maintenance events).

• The percent of the Maximum Maintenance Equity that an average

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Action Aviation December.qxp_Layout 1 24/11/2021 13:58 Page 1

1996 Bombardier Challenger 604 • S/N: 5323 | REG: N420AJ

• TTAF: 7,323 Hours • Great Condition 1996 CL604 Aircraft • Recent 96 Month Inspection and Landing Gear Overhaul • Completed in Dec 2020 • Fresh 12/24 Month Check in November 2021 • Pininfarina Edition Interior • Cabin Configured for 12 Passengers • Engines Enrolled on GE OnPoint • APU Enrolled on Honeywell MSP • ADS-B Out v2

• TCAS 7.1 • Lightning Detection Weather Radar • Airshow Genesys System • Forward and Aft Bulkhead Monitors • Sony 10-Disc CD/DVD Player • Extended Cabin with 7 Rows of Windows • Gross Weight Increase Mod • Rosen Cockpit Sunvisor • Forward Crew Lavatory and Aft Passenger Lavatory

WANTED AIRCRAFT • Gulfstream G650 - forward galley • Gulfstream G450 - forward galley

• Bombardier Global 6000 - year 2013 or later, engine programs

• Gulfstream G-IVSP fwd & aft galley

• Embraer Legacy 650/600

• Bombardier CL604, Bombardier CL605

• Embraer Phenom 300

OFF MARKET AIRCRAFT AVAILABLE • Dassault Falcon 2000 • 2020 Pilatus PC-24 2014 • Gulfstream G450 • 2016 Gulfstream G650 • 2013 Global 5000 • Dassault Falcon 900EX

jetsales@actionaviation.com • Hamish Harding +1 760 793 1912

AirCompAnalysis.qxp_ACAn 23/11/2021 11:07 Page 5

JET COMPARISON

Chart E - Maximum Scheduled Maintenance Equity aircraft will have available, based on its age, assumes: - Average annual utilization of 470 flight hours (in the case of the Global 6500) and 420 flight hours (in the case of the Gulfstream G600); and - All maintenance is completed when due.

Bombardier Global 6500 Assumed Annual Utilization: 470 Flight Hours Average Maximum Maintenance Equity: $7,362,533 Pct of Avg Max Mtnc Equity vs. Aircraft Age 100% 90%

Pct of Max Mtnc Equity

80% 70%

The Bombardier Global 6500 shows $2.244m less average maximum maintenance equity than the Gulfstream G600, but is projected to show a substantial increase between Years 14 and 15.

60% 50% 40% 30% 20%

Depreciation Schedule

10% 0%

2

1

4

3

5

7

6

8

9

10

12

11

14

13

15

Aircraft Age (Years) Source: Asset Insight (www.assetinsight.com)

Chart F - Maximum Scheduled Maintenance Equity Gulfstream G600 Assumed Annual Utilization: 420 Flight Hours Average Maximum Maintenance Equity: $9,606,861 Pct of Avg Max Mtnc Equity vs. Aircraft Age 100%

90%

Pct of Max Mtnc Equity

80%

70%

60%

50%

40%

30%

1

2

3

4

5

6

Source: Asset Insight (www.assetinsight.com)

7

8

9

10

12

11

13

14

15

Aircraft Age (Years)

Table C - Bombardier Global 6500 Sample MACRS Depreciation Schedule 2021 Bombardier Global 6500 - Private (Part 91) Full Retail Price - Million $56.000 Year

1

2

3

4

5

6

20.0%

32.0%

19.2%

11.5%

11.5%

5.8%

Depreciation ($M)

$11.200

$17.920

$10.752

$6.451

$6.451

$3.226

Depreciation Value ($M)

$44.800

$26.880

$16.128

$9.677

$3.226

$0.000

Cum. Depreciation ($M)

$11.200

$29.120

$39.872

$46.323

$52.774

$56.000

Rate (%)

2021 Bombardier Global 6500 - Charter (Part 135) Full Retail Price - Million $56.000 1

2

3

4

5

6

7

8

14.3%

24.5%

17.5%

12.5%

8.9%

8.9%

8.9%

4.5%

Depreciation ($M)

$8.002

$13.714

$9.794

$6.994

$5.001

$4.995

$5.001

$2.498

Depreciation Value ($M)

$47.998

$34.283

$24.489

$17.494

$12.494

$7.498

$2.498

$0.000

Cum. Depreciation ($M)

$8.002

$21.717

$31.511

$38.506

$43.506

$48.502

$53.502

$56.000

Year Rate (%)

Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers can use accelerated depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period.

In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS), based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There is a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and, if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year recovery period, or under ADS using a twelveyear recovery period.

Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a seven-year recovery period. There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in any given year.

The US enacted the 2017 Tax Cuts & Jobs Act into law on December 22, 2017. Under the Act, taxpayers may be able to deduct up to 100% of the cost of a new or pre-owned aircraft purchased and placed in service before January 1, 2023.

This 100% expensing provision is a huge bonus for aircraft owners and operators. After December 31, 2022 the Act decreases the percentage available each year by 20% to depreciate qualified business jets until December 31, 2026.

Source: B&CA

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Table C (left) depicts an example of using the MACRS schedule for a 2021-model Bombardier Global 6500 in private (Part 91) and charter (Part 135) operations over fiveand seven-year periods. The price is as published by B&CA at the time of writing.

Table D (right) epicts an example of using the MACRS schedule for a 2021-edition Gulfstream G600 in private (Part 91) and charter (Part 135) operations over five- and seven-year periods. The price is per B&CA at the time of writing.

Table D - Gulfstream G600 Sample MACRS Depreciation Schedule 2021 Gulfstream G600 - Private (Part 91) Full Retail Price - Million $58.500 1

2

3

4

5

6

20.0%

32.0%

19.2%

11.5%

11.5%

5.8%

Depreciation ($M)

$11.700

$18.720

$11.232

$6.739

$6.739

$3.370

Depreciation Value ($M)

$46.800

$28.080

$16.848

$10.109

$3.370

$0.000

Cum. Depreciation ($M)

$11.700

$30.420

$41.652

$48.391

$55.130

$58.500

Year Rate (%)

2021 Gulfstream G600 - Charter (Part 135) Full Retail Price - Million $58.500 1

2

3

4

5

6

7

8

14.3%

24.5%

17.5%

12.5%

8.9%

8.9%

8.9%

4.5%

Depreciation ($M)

$8.360

$14.327

$10.232

$7.307

$5.224

$5.218

$5.224

$2.609

Depreciation Value ($M)

$50.140

$35.814

$25.582

$18.275

$13.051

$7.833

$2.609

$0.000

Cum. Depreciation ($M)

$8.360

$22.686

$32.918

$40.225

$45.449

$50.667

$55.891

$58.500

Year Rate (%)

At the time of writing, there was one Gulfstream G600 business jets available for sale on the used aircraft market that invited an offer. As mentioned already, there were no Global 6500 available for sale on the used market.

While each aircraft serial number is unique, the Airframe Total Time (AFTT) and age/condition will cause great variation in the price of a pre-owned specific aircraft – even between two aircraft from the same year of manufacture. The final negotiated price remains to be decided between the seller and buyer before the sale of an aircraft is completed.

The points in Chart G (right) are centered on the same aircraft. Pricing used in the horizontal axis is as published in B&CA. The productivity index requires further discussion since factors used can be somewhat arbitrary.

Productivity can be defined (and it is here) as the multiple of three factors: 1. Eight Passenger Range (nm) with available fuel 2. The long-range cruise speed flown to achieve that range 3. The cabin volume available for passengers and amenities Others may choose different parameters, but serious business aircraft buyers are usually impressed with price, range, speed, and cabin size.

The Higher Purchase Price With Lower Operating Costs Question

The two aircraft featured in this month’s comparison are very well matched. The Bombardier Global 6500 offers very similar

Source: B&CA

Chart G - Productivity Comparison $80.0

$70.0

Prices (millions)

Asking Prices & Quantity

2021 Gulfstream G600

$60.0

2021 Bombardier Global 6500

$50.0

$40.0

$30.0 0.000

2.500

7.500

10.000

12.500

Index (Index = Speed x Range x Cabin Volume / 1,000,000,000)

speed and range as the Gulfstream G600, while offering greater ‘Available Payload with Maximum Fuel’. However, the Gulfstream G600 cabin volume is greater.

The purchase price for a brand new Gulfstream G600 is higher than the Global 6500 ($58.5m vs $56m), but the hourly variable operating cost, and cost per mile are slightly lower.

Prospective buyers must weigh the capabilities of each jet very carefully against their specific mission need to determine which model is the best fit for their flight operation. A further consideration will come into play once these jets build a track-record

MIKE CHASE Mike’s analytical and consultancy services are highly valued within the Business Aviation industry. He is founder and president of Chase & Associates, and works closely with several respected sources to compile his unique Aircraft Comparative Analysis features. Contact Mike via mike@avbuyer.com

www.AVBUYER.com

5.000

in the pre-owned market, when it becomes possible to see how each model depreciates.

Within these paragraphs we have touched upon several of the attributes that business jet operators value, although there are other qualities, such as airport performance, terminal area performance and time-to-climb that might factor in a buying decision.

Ultimately, there is plenty for a prospective buyer to consider when deciding which performance criteria is better suited to them in an aircraft. Both business jets offer great value in the market today. T

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77

Flight Dept 1.qxp_Finance 23/11/2021 09:54 Page 1

FLIGHT DEPARTMENT MANAGEMENT

Airworthiness: Be Diligent as Flying Demand Grows If you’re experiencing increased activity in your flight department, it’s time to sharpen your alertness, particularly where airworthiness is concerned.

Andre Fodor shares anecdotes to illustrate why…

R

egardless of how much professional experience you might have, a career in aviation always challenges flight department personnel with new learning opportunities. Aviation has a habit of providing rude awakenings for the complacent, the less proficient, or those who fail to follow Standard Operating Procedures (SOPs).

Not long ago, I learned a valuable lesson when called upon to crew an airplane after one of the operation’s regular pilots was ill. Although I already knew the captain, this was the first time that we had worked together on board an airplane.

After a short briefing, I conducted a pre-flight inspection, connected the batteries, and verified that all covers and pins were removed. I proceeded to start the APU and prepare the airplane for its flight. The captain greeted passengers and settled the FBO bill.

After our return to the home airport, I powered down the airplane again and cleared up the interior. Upon exiting the airplane, I noticed that all landing gear pins had been installed, and so assumed that the other pilot had conducted the post-flight check.

Heading to the nose section of the airplane, I

78 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

disconnected the main battery and installed the pitot and AOA covers, before walking over to the FBO. Two days later, I received a call from the chief pilot asking whether I’d noticed a broken piece of flap trim that was found missing on a subsequent pre-flight check. This had caused the airplane to miss its next trip.

While I could truthfully have replied that I was not the one who conducted the post-flight check, I was truly embarrassed because I couldn’t even confirm whether the other pilot had conducted a post-flight check – and that put me at fault!

Going by the evidence of the pins, I had assumed a post-flight check had been completed, but I didn’t ask any questions (the answers to which would surely have triggered a post-flight walk-around).

Swallowing my pride, I shared this valuable lesson with everyone at my flight department’s weekly team meeting, and now I’m sharing it with you. I do so in the hope that none of us will ever repeat my mistake. If we fail to stay alert to situations within our flight operations, we may end up operating a non-airworthy aircraft.

To help us all remain alert in this regard, let’s illustrate with some simple ‘gotchas’. www.AVBUYER.com

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Understand the Op-Specs

The majority of our flying occurs under IFR regulations and at higher flight levels. As such, our self-made checklists should alert us that the aircraft may require a VOR monthly check (if this task is not integrated into a monthly or periodic compliance check) – particularly under Part 91 operations.

Moreover, RVSM monitoring and its documentation are requirements for full highaltitude operational airworthiness.

Working for a major OEM, I was once assigned to ferry an aircraft operated by a charter company back to the factory for rework. Checking the documentation revealed that the RVSM certificate was issued under a fleet license and was directly tied to the charter certificate.

Since I was not an employee of that company, and wasn’t trained under the company’s OpsSpecs, I was not entitled to utilize its Letter of Authorization for that operation. Thus, we ended up ferrying the airplane at FL290 and below for the entire journey.

Know Your Maintenance Cycles

Maintenance cycles represent a pesky opportunity for accidentally operating an un-airworthy aircraft.

The cycles of maintenance and inspections can be www.AVBUYER.com

confusing since aircraft have calendar and hourly inspections.

Aircraft managers and directors of maintenance do their best to align the calendar inspection to the hourly due times, minimizing downtime and accumulating as many tasks during one maintenance event, but it can be challenging to predict the accumulation of hours with an everchanging schedule.

To help manage this challenge, maintenance manuals may allow for some flexibility with the allowance of extra days or flight hours which help facilitate matching these events.

But, having a tight handle on your upcoming maintenance events is yet another essential tool in your management toolbox. Failure to do so may cause your airplane to become un-airworthy midtrip. If discovered during a ramp inspection, this could cause far greater issues than the annoyance of a cancelled leg.

Within our operation, the Director of Maintenance dispatches the aircraft only after reviewing all upcoming due items. Moreover, our electronic record-keeping system does a fine job in generating a due list that includes a written airworthiness report which we can carry on all international trips.

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“Charter operators are running at full capacity and can barely satisfy the demand.”

Caveat: As previously discussed in a past article, e-records only produce results as accurate as the data entered into the database.

Bad data input will equal bad data output!

Master your MEL Management

As we become busier once again in our flight operations, we’ll invariably find our aircraft being operated under the relief of an approved Minimum Equipment List (MEL) or a NonEssential Equipment Deviation List (which often covers items such as cabin trim, cabinetry and other non-essential items).

However, it is not uncommon for crews to lack mastery of MEL management, causing an aircraft to technically be flown when it is non-airworthy.

Consider that the MEL has several components: • First, the ATA chapter guides you to the item to be deferred.

• Second, who can defer – crew or maintenance?

What actions lead to deferment?

• Third, how long can the item be deferred?

• Fourth, what is the process to manage the deferral, and which indicators – such as tags and inoperative stickers – must be clearly installed?

To Summarize…

To illustrate airworthiness challenges, a friend recently called with an interesting issue: The airplane he flies operates under Part 91 for its owner, and Part 135 rules for hire. As he calculated the hours required to fulfil all upcoming flying obligations, he realized that there were more hours booked than there were available hours prior to an upcoming inspection.

There were two options: Either dispatch a mechanic to perform an inspection during a twoday downtime, or drop the Part 135 (revenue-generating) trips. The mechanic packed his bags and tools, and hit the road!

We are all experiencing a fast uptick in our trip requirements, currently. Charter operators are running at full capacity and can barely satisfy the demand. The chances of operational mishaps increase during peak demand times, and we should all be alert, raising our awareness, and sharpening the pencils for planning and forecasting.

Reinforce good habits within your flight department with regard to airworthiness. Be a great coach, increasing your team’s performance, proficiency, and good practices.

The payback is well worthwhile. ❚

ANDRE FODOR With a focused approach on global excellence and creativity, Andre Fodor has managed flight operations for the U.N. and Flight Options as well as being a senior demonstration pilot and instructor for Embraer Aircraft. He is the Aviation Director for his current employer. https://www.linkedin.com/in/andrefodor/

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Flight Dept 2.qxp_Finance 24/11/2021 11:55 Page 1

FLIGHT DEPARTMENT MANAGEMENT

Fly-by-Wire & Smart Throttle: The Benefits to BizAv Fly-by-Wire technology replaces the conventional manual linkages that connect cockpit controls and flight control surfaces with electronic cables.

Mario Pierobon explores the technology offered aboard today’s Dassault Falcon business jets…

A

ccording to Dassault Aviation, there are some significant reasons for having Flyby-Wire (FBW) systems on business aircraft. Among them is the fact that they link flight control surfaces to control sidesticks on the flight deck by means of electrical signals, rather than mechanical connections.

Electronic cables transmit the signals generated by the pilot’s sidestick to flight control computers.

“These then interpret the best combination of control inputs, and send the signals to actuators that move the control surfaces,” highlights Vadim Feldzer, Falcon Global Communications for Dassault Aviation.

“FBW saves weight and improves reliability – it makes handling more precise,” he continues. “It 82 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

reduces pilot workload, and, most critically, provides flight envelope protections that ensure a safer, smoother flight.”

As a business jet manufacturer, Dassault designs and builds its own FBW system. “Our latest aircraft have what we refer to as the Digital Flight Control System (DFCS), an advanced form of fly-by-wire system,” Feldzer explains.

“It is the belief of Dassault’s engineers that maintaining full control of the design and production process is the best way to integrate fast-evolving FBW technology into the design of our aircraft.”

Dassault seeks to provide the pilot with more precise flight controls, and easier hand-flying. For example, Dassault’s system trims control pressures automatically as speed changes. “By reducing pilot www.AVBUYER.com

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workload, pilots can focus on the big picture of managing a flight, and safety is therefore enhanced,” Feldzer notes.

“Moreover, the FBW system provides protections (‘guardrails’) to prevent stalls or over-speeds, or avoid overstressing the airframe. And it provides a smoother ride during turbulence, whether you’re flying with the autopilot, or by hand.”

Yet with the operational benefits, FBW does require some precautions, too; precautions that Dassault has been careful to take.

“Because the system is digital, as opposed to mechanical, there are multiple backups,” Feldzer highlights. “Three primary computers are backed-up by three secondary computers – which are, in turn, backed up by an analogue system.” www.AVBUYER.com

New Features

When it enters the market in 2022, the Falcon 6X will feature an advanced FBW system which controls all flight controls aboard the jet – “not only the primary controls, as aboard the Falcon 7X and 8X, but secondary controls like flaps and slats, as well,” Feldzer clarifies.

“The Falcon 6X’s DFCS will also control nose wheel steering, permitting safer runway handling in strong crosswinds, and in wet runway conditions.”

In February 2021, the company unveiled a series of additional advanced DFCS capabilities. These, Dassault says, could further enhance the flight performance and safety of Falcon business jets.

“Flight tested on a Falcon 7X testbed aircraft, these new advances include a smart mono-throttle

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that permits power on all three engines to be controlled with a single lever -a breakthrough derived from the mono-throttle on the twin-engine Rafale fighter jet.

“Additional advancements include an upset recovery mode that can return the aircraft to straight and level flight in the event of a wake turbulence upset, or other loss-of-control scenario, as well as a terrain collision protection system that calculates trajectory and automatically commands a recovery if terrain collision is imminent.”

Smart Throttle

According to Dassault, the first benefit of having a Smart Throttle compared to more traditional FBW systems is to simplify power management on a multiengine aircraft.

“One throttle can control two-engines, as on the new Falcon 10X, or even three engines as Dassault has demonstrated with the Falcon 7X serving as the testbed for the system”, Feldzer says.

“The Smart Throttle can set hard- and soft-stops into the throttle assembly for maximum climb power, meaning pilots spend less time monitoring temperature limits and fine-tuning power settings.

“It can automate a response to an engine failure

AVBUYER.com

when integrated with the DFCS, and it also performs the function of a conventional autothrottle, automatically adjusting power to maintain a desired speed,” he adds.

Just as DFCS works by interposing a computer between sidestick and flight controls, the Smart Throttle interposes a computer between power lever and engines, Dassault says. If an engine were to fail, the system could adjust power on the operating engine and signal the DFCS to compensate for lateral control, Feldzer explains.

Moreover, the Smart Throttle can help with regard to upset prevention and recovery. “The Smart Throttle is quite intuitive. After all, it is intended to simplify operations,” Feldzer continues. Training would be similar to a conventionally-equipped aircraft but made easier.

“The Smart Throttle is at its smartest in an upset recovery, automatically reducing power to prevent an over-speed, and increasing power as the aircraft returns to level flight,” he concludes. “For this reason, the Smart Throttle will be a required component of the Falcon 10X’s automatic recovery mode.”

More information from www.dassaultfalcon.com. ❚

MARIO PIEROBON is a safety management consultant covering both fixed- and rotary-wing operations. He writes broadly on safety-related topics, with expertise of air operations and crew training safety regulations. As a consultant, Mario helps companies improve procedures. His knowledge of safety is valued by several industry-leading publications, including AvBuyer.

More information from: https://www.linkedin.com/in/mario-pierobon-85991319/

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CABIN Electronics.qxp_Finance 23/11/2021 10:00 Page 1

CABIN ELECTRONICS

Can you Enhance Your Cabin Electronics?

Irrespective of the aircraft you fly, the cabin electronics options available to you are likely to be significantly improved compared to a few short years ago. Dave Higdon reflects on the market, highlighting a couple of interesting developments…

O

nce-upon-a-time, managing what few systems served the main cabin was largely the responsibility of the flight or cabin crew. There were no movies to watch, no Wi-Fi to use, no phone access, and not much more than a coffee cart and pre-packaged meals and snacks to enjoy on the flight.

With the dawn of the digital age, operators began to embrace options for in-flight connectivity (IFC) and inflight entertainment (IFE) systems. And with those systems came visions of one-day being able to do virtually everything it was possible to do back at the office on the ground.

Gradually the hardware and software needed to manage these new-to-the-cabin options arrived on the market; systems designed to simplify the job of controlling access to, and use of, both IFC and IFE systems.

And as the passengers embraced ever more electronic devices, the job of managing access became more complex. Indeed, passengers demonstrated a desire to access the devices they brought aboard, including their cell phones, tablet computers, and notebooks.

With so much technology to manage, it’s no wonder engineers today seem to constantly be working on newer, faster and simpler systems to control the access and use of all those devices. Throw in the variety of

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providers and it’s not difficult to see how challenging these design jobs have become.

Installation in General

The time and effort needed to install any of these systems – be it IFC or IFE – can vary widely, depending on the aircraft, the aircraft size, the size and space needed for antennae connecting the hardware to its data source, and any modifications needed to accommodate all the hardware.

Indeed, assuring that the antennae are properly spaced and shielded from other radio-frequency sources can be an issue dependent on what other hardware the aircraft already carries.

The smart solution, according to provider sources, is to schedule the installation for the downtime required by an annual inspection, or a C- or D-check.

Planning the installation around such downtime should give the maintenance technician ample time to gather the appropriate hardware, cabling, and to map the airframe’s other sources of radio-frequency emissions.

The Current State of IFC and IFE

How do you keep the executives and other passengers happy in the main cabin? By ensuring they have the access they’ve come to expect. Hopefully live television www.AVBUYER.com

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or blockbuster movies will alleviate the discomfort of a long flight.

Unlike previous-generation IFE, however, watching a movie no longer means staring into tiny, monochrome screens on stems at each seat. Increasingly, aircraft can accommodate larger bulkhead-mounted screens and monitors.

Moreover, today’s passengers often bring their own entertainment preferences, loaded into their tablet and notebook computers, often with more movies than most multiplex cinemas. Most passengers expect to use what they bring via wireless Wi-Fi connections to those monitors, with content even available from their smartphones.

But today, given the relatively short time it takes to fly the average business aircraft mission, access is about more than just movies or music. IFE and IFC systems now include internet connectivity, interactive maps, surround-sound audio and SMS messaging.

The Goji Box

The enormous scale of developments in this market have also brought some outside-of-the-box thinking to in-flight entertainment and cabin management. One such solution in the entertainment field that’s guaranteed to give passengers a truly unique in-flight experience is Goji’s Geotainment. www.AVBUYER.com

Arguably also the simplest solution for keeping passengers entertained, Geotainment comes in a small box with the dimensions much like those of a paperback novel – and barely the same weight, and serves as a repository for entertainment programming, and locationkeyed, video-accompanied stories about the landscape, and points of interest on the ground below.

The hardware can be installed as a standalone system, or integrate with existing IFE systems. An integral GPS receiver provides the Goji box with location information that informs it of programming to match the aircraft’s position.

Goji provides the only airborne audio channel in the world filled with a continuous narration of unique stories.

Thousands of visual stories display eye-catching images of the world below, each with a fascinating tale to tell.

And, thanks to the integral Wi-Fi, integrated into the hardware, passengers can pick and choose where and when to avail themselves of what Geotainment offers.

The brains behind Geotainment and its stored content is a group of entertainment producers, not avionics engineers – though staff engineers did handle the design, testing and approval for use in aircraft.

Once installed and activated, the passengers are in control using their own devices to play what the Geotainment provides. It works with virtually any device capable of accessing and displaying the output of the

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Goji box, including smartphones, tablets, and notebook computers.

The box can be set up to wirelessly access updates to its stored programs whenever the aircraft is on the ground. Simple, effective, and inexpensive to install and operate, Geotainment provides a great opportunity to enhance the cabin entertainment options aboard business airplanes.

More information from www.goji.aero

FDS Avionics Smart Cabin CMS

Meanwhile, while the concept of a CMS working to give passengers control over their use of IFE and IFC systems installed in the aircraft may sound fairly run-of-the-mill going by today’s market standards, a system flexible enough to be installed in everything from Very Light Jets and Turboprops, up to – and including – Large Cabin business jets, and helicopters, too, does stand out.

FDS Avionics’ CMS allows users of smaller aircraft to create an in-flight cabin experience mirroring the essence of their office or living room, using mobile technology to connect and control components throughout the cabin.

More information from http://fdsavionics.com

DAVE HIGDON is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 36 years. Based in Wichita, he has several thousand flight hours, and has piloted pretty much everything from foot-launched wings to combat jets.

Contact him via Dave@avbuyer.com

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“But today, given the relatively short time it takes to fly the average business aircraft mission, access is about more than just movies or music.”

In Summary…

The market for cabin electronics will continue to grow in sophistication and out-of-the-box thinking and, with it, the opportunity to tailor and enhance the cabin experience of passengers on even the smallest of business aircraft will increase exponentially. Keep a close eye on this sector – don’t blink, or you could miss something significant! ❙

MAKE MORE INFORMED AIRCRAFT OWNERSHIP DECISIONS with AvBUYER.com

www.AVBUYER.com

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What’s the Future of BizAv Engine Maintenance Training?

As new technologies spread throughout the aviation industry, A&P technicians must familiarize with how they are used to operate and maintain aircraft and their engines. Chris Kjelgaard looks at the future of engine maintenance training…

A

lmost nobody would claim that the global Covid-19 pandemic has provided a silver lining for humankind, or the world’s economic development. Yet, because the health crisis forcibly limited in-person interactions between people worldwide, its effects have helped hasten a near-revolution in aviation engine maintenance training within the same timeframe.

Before the virus spread globally, engine manufacturers (OEMs) mainly provided maintenance training for their civil aviation customers’ airframe and powerplant (A&P) technicians by means of hands-on residential training courses at the OEMs’ training centers.

In some cases, technicians would travel considerable distances to reach those training centers, spending weeks there learning about the intricacies of the engines on which they would be working, as well as the techniques by which they would maintain and overhaul the engines powering their employers’ aircraft.

Today, however, the situation is different. All the major civil aviation engine manufacturers have embraced remote learning as a fundamental teaching tool as they strive to ensure that, while travel restrictions and gatherings of large groups of people continue to be restricted in many parts of the world, their customers’ 90 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

technicians continue to receive the maintenance training they need.

“GE Aviation has offered more remote learning opportunities since the pandemic,” says Shannon Korson, Senior Customer Service Manager. In pre-Covid times, “normally, aircraft and jet engine mechanics would travel to one of GE’s or CFM International’s training centers for hands-on learning.

“Due to global travel and social distancing restrictions during the Covid-19 outbreak, more training is being delivered to where customers are – on their laptops and mobile phones.”

Korson notes that initially GE Aviation is focusing its development of new maintenance practices, such as remote learning, primarily towards the customers for its large commercial aviation engines, such as the GE90 and GEnx lines, rather than to customers for its Bizav engines.

One reason for this is that Business Aviation has not been affected by the pandemic to anywhere near the extent that commercial aviation has – in fact, the Covid19 crisis has stimulated some parts of the Bizav and General Aviation sectors, such as the market for used business aircraft. In contrast, many of the world’s airliner operators have had to park vast numbers of large commercial aircraft because of the near-complete ban www.AVBUYER.com

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PHOTO COURTESY OF ROLLS-ROYCE

on long-distance airline passenger travel.

“Now, more than ever, we’re anticipating our video demonstrations and online learning options can readily help aircraft mechanics of all skill levels manage large, unexpectedly grounded fleets with proper maintenance procedures to protect their engines,” says Korson.

But what is good for the goose is at some point likely to be good for the gander too – and he says GE expects to expand its use of state-of-the-art training techniques and technologies to the customers of its Business Aviation and General Aviation engines too.

Virtual- and Augmented-Reality Training

That also goes for virtual-reality and augmented-reality training technologies, the use of which GE Aviation and the other major BizAv engine manufacturers have been exploring. Increasingly, they are seeing VR/AR as important tools for future engine maintenance training requirements.

“Virtual-reality training integration is part of a longterm plan for GE’s Business Aviation engine maintenance,” Korson confirms. “VR has great benefits but there are cost and development challenges under consideration as we continue to build the business case.

“Over the last five years, GE Aviation has tested a combination of various Augmented Reality tools, most www.AVBUYER.com

notably Skylight from Upskill, Glass Enterprise Edition smart glasses, and a Wi-Fi-enabled Atlas Copco Saltus MWR-85TA torque wrench.”

Skylight provides a series of customized apps which clients can use to display pertinent information – such as maintenance instructions, required tasks and relevant documents – on the screens of smart glasses, smartphones, tablets, and augmented reality devices in use by A&P technicians as maintenance aids.

Glass Enterprise Edition smart glasses – now offered in the Enterprise Edition 2 generation – were specifically developed by Google for use by businesses, as part of its Google Glass range.

Atlas Copco’s internet-connected Saltus MWR-85TA torque wrench, meanwhile, is part of the Mechatronic MWR tool system. Controlled by Atlas Copco Focus 60 and Focus 61 electronic controllers, the MWR-85TA combines the handling of a click wrench with the controlled-tightening possibilities offered by electronic wrenches.

An optional barcode scanner on the wrench allows the mechanic to add further information on the current task after beginning the work. The Mechatronic system provides feedback through LEDs on the wrench or a separate optional stacklight.

The Focus 60 controller can manage two operators

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and assign up to 10 MWR wrenches at a single station, as well as providing data collection of all necessary tightening information, while the Focus 61 offers additional functionalities for assembly processes. Users can manage the process via Atlas Copco’s Open Protocol and the results are transferable to the company’s ToolsNet 8 data collection and processimprovement software system.

Value & Student Benefit of VR

Rolls-Royce takes virtual-reality maintenance training for its Business Aviation engines very seriously. “We see real value and student benefit in utilizing virtual reality,” says James Prater, Rolls-Royce’s Vice President Customer Support, Business Aviation. “We see the use of virtual reality filling the gap between familiarizations and lineand base-maintenance courses.

“While there can be no substitute for hands-on learning on a real engine, VR is an effective tool for introducing systems description, operation, and servicing,” Prater adds. “It conveys the learning concepts very effectively, while reducing production time loss and travel costs and risks.

“Today, we offer BR725 scheduled servicing and advanced troubleshooting, using VR as the delivery vehicle. Going forward, we plan to use virtual reality on 92 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

all Business Aviation engines.”

VR has become a key tool for Rolls-Royce for training engine maintenance technicians in interpreting and using the massive amounts of engine condition data provided by the many sensors inside modern BizAv turbine engines.

“We use virtual reality to create synthetic environments such as aircraft flight decks, and we are now able to ‘bring’ the flight deck to the student in the classroom, where we can simulate faults and train students in the use of the central maintenance computer,” Prater explains.

“This ability creates a safe and extremely efficient environment for students to make correlations between the engine, the computer, and the flight deck indications. This level of comprehension is vital, particularly with the modern level of integration and communication between the aircraft, the engine, and the maintenance computer system.”

For instance, the Engine Vibration Health Monitoring Unit (EVHMU) in each Rolls-Royce Pearl business jet turbofan engine monitors 9,000 different operational parameters in the engine and its LRUs – though not all simultaneously. The various software filters used by the artificial intelligence (AI) algorithms at the core of the EVHMU can select many different sub-sets of parameters

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“VR is an effective tool for introducing systems description, operation, and servicing...”

PHOTO COURTESY OF ROLLS-ROYCE

to monitor, one sub-set at a time.

The AI then looks for data patterns within each parameter subset being monitored, and it can match those patterns with specific engine health conditions or issues. This is quickly relayed to the operator’s maintenance department to allow recommended maintenance actions to be performed proactively – in many cases before the issue which the EVHMU has identified has become physically evident within the engine or affected its performance.

cross-section of choice.

“Versions of the Virtual Engine Trainers are purposely built to simulate an engine inspection used during FSI’s popular borescope courses,” he continues.

“These specific virtual engines have been synthetically damaged to represent various degrees of damage found in a turbine engine. The students will practice assessing these damages as they virtually explore the engine and will be assessed on their proper evaluation of engine health and dispatchability.”

Developing a Virtual Engine

Other New Maintenance Tech

Pratt & Whitney Canada is also becoming heavily invested in using VR technologies and techniques to train A&P mechanics in maintaining its Business Aviation engines.

In combination with engine maintenance training partner FlightSafety International (FSI), which, at its Wichita Maintenance Learning Center, provides a wide range of maintenance courses for P&WC’s entire PT6A range of turboprop and turboshaft engines, and most P&WC BizAv turbofan engine models, P&WC has developed a further wrinkle on virtual-reality maintenance training.

“Working in conjunction, Pratt & Whitney Canada and FSI have developed a virtual engine that allows the technician to explore it down to the component level,” says Scott McElvaine, P&WC’s Vice President of Customer Programs. “This virtual engine also allows for maintenance tasks to be simulated in a step-by-step process.”

As one might expect, FSI has developed enginemaintenance simulations to make use of P&WC’s virtual engine. “FlightSafety…has pivoted into utilizing gamingengine technology to provide real-time, interactive animation of the engine,” McElvaine explains. “Its Virtual Engine Trainers allow instructors and students to view the engine in a new way to improve comprehension of component interaction.

“The virtual engines can be virtually disassembled to perform various Line Replaceable Unit change simulations, and they can also be X-rayed to view any 94 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

Again emphasizing that it is initially focusing its development and application of new engine maintenance training technologies and techniques on its larger, commercial aviation engine models (but expects to flow them to its BizAv engines in due course), GE Aviation has adopted a range of different methods to enhance its training capabilities.

As is the case with Pratt & Whitney Canada, some of GE’s latest maintenance training methods use simulation techniques.

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“Our engine maintenance training includes a variety of approaches to ensure learning success, including enhanced classroom, hands-on and 2D/3D interactive digital training modules,” says Korson. “These 2D simulations, [which are now] moving toward 3D content modules, provide an experience that you cannot get with static informational slides and printed handouts.”

Meanwhile, “GE Aviation’s Customer Technical Education Center (CTEC), with locations and partnerships around the world, is providing more virtual options to help meet airline [and BizAv] maintenance needs during this unprecedented time”, he says.

GE Aviation’s CTEC provides training to customers with licensing agreements to perform services on GE, CFM and GE/Honda engines. In addition to commercial and military engines, training is also available for GE Aviation Systems customers for maintenance of electrical components.”

The training partnership between Pratt & Whitney Canada and FlightSafety International is also looking at new ways of providing engine maintenance training in the future, and may adopt them if the training methods under study prove to be effective. Together, the two companies “are always working on emerging

technology, and innovation has been a large part of the collaboration to bring our training to the next level,” says McElvaine.

“We are always working with our training collaborators to improve and implement cutting-edge technology to aviation maintenance professionals.”

Similarly, for its future engine maintenance training needs Rolls-Royce is looking beyond its existing wide embrace of virtual-reality and simulation technologies.

The company’s Innovation Group “is constantly looking at new technologies” which could be useful for its training needs, says Kevin Fletcher, Rolls-Royce’s Sector Head of Customer & Product Training, Defense & Civil for the US. “We balance the potential student benefits against the investment required,” says Fletcher. “Our engine shops are experimenting with utilizing robots for inspection and repair techniques of engine components.

Here again, benefits of factors such as consistency, precision, fatigue prevention, etc. are weighed against the cost and complexity of the technology.

“Once robots are incorporated into the maintenance process, obviously there will need to be appropriate training developed for technicians.”

Apart from its experiments in using robots for engine maintenance tasks, and the need to offer A&P mechanics training in operating repair robots should their use become routine, Rolls-Royce is also experimenting with the use of technologies such as augmented reality and remote visual inspection – probably using drones – in engine maintenance.

Should these technologies prove fruitful – remember that GE Aviation and Pratt & Whitney Canada are also studying most, if not all, of the same technologies that Rolls-Royce is studying, as potential new training aids – then the maintenance technician of tomorrow will be someone who is far more than an A&P mechanic.

She, or he, will have to be as comfortable in operating a robot and/or a drone, in working with smart tools, in using databases of parts and maintenance records, and in interpreting engine health monitoring data, as they are in tightening a bolt and flush-driving a rivet. ❙ More information from: GE Aviation: www.geaviation.com Pratt & Whitney Canada: www.pwc.ca Rolls-Royce: www.rolls-royce.com/ products-and-services/ civil-aerospace.asp

CHRIS KJELGAARD has been an aviation journalist for 40 years, with a particular expertise on aircraft maintenance. He has served as editor of ten print and online titles and written extensively on many aspects of aviation. He also copy-edits most major documents published by a global aviation industry trade association.

PHOTO COURTESY OF ROLLS-ROYCE

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Understanding BizAv Avionics: Interactive Within the field of cockpit avionics, a core category of instruments and functionality covers those that are interactive. Ken Elliott takes a closer look.

T

he cockpit is the location where the interactive flight workload is undertaken. That workload involves attentive activity from inside and outside the aircraft, including other aircraft and air traffic control (ATC).

Nevertheless, when it comes to purchasing aircraft, whether it’s new or pre-owned, limited attention is paid to the cockpit compared to the aircraft’s performance and the suitability of its cabin.

In this month’s article, we deviate from aircraft equipage and concentrate on the interaction of pilots with the aircraft’s equipment and tools available for manipulation, monitoring and informing. As we move toward touchscreen displays and modular system computing, there will be a reduction in remote equipment.

In the far future ‘points of interface’ will be connected

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via a triplicated redundancy network to the ‘aviation cloud’. Most functions conducted onboard today, will be handled offboard by the aviation cloud in the future.

For now, however, we rely on remote equipment, installed on board the aircraft. Such equipment is termed Line Replacement Units (LRUs), or Modular Avionics, and is installed as electronic cards – all of which are controlled by pilot using dedicated cockpit control devices.

LRUs are found all over the aircraft, hidden under the floor, in dedicated equipment bays, behind cabin trim, in the tail, attached to engines, and in the nose, and each has a purpose. It can communicate, navigate, surveil, convert, sense, collect, push-pull data inside, and move information on and off the aircraft.

In the specific case of airframe and engine flight controls, these LRUs provide an added ‘digital to

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AVIONICS FIGURE 1: Interactive as an Avionics Category

analogue’ capability, shifting and capturing the status of the aircraft’s moving parts.

All this dynamic action must be monitored and controlled by the pilot(s).

The complexity alone is so involved that it deserves its own ‘Interactive’ category within avionics. The movement of data across the aircraft systems, to and from ATC and between other aircraft, has a tremendous impact on pilot workload if it is not handled and managed correctly. Data that is sorted, integrated, and prioritized at super speeds and bandwidth can handle the system demands, while human factors is the guidance managing pilot interaction.

‘Interactive’, as a category, slots in with the other four primary avionics categories that include Communication, Navigation, Surveillance, and Cabin.

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Cockpit Evolution

Traditionally, pilots responded to information presented by rows of instruments, dials and lights, using switches, control units, headsets, and flight controls for interaction. Later, cockpits added hybrid instrumentation, using a mix of digital and analog functionality, with some data provided on mono-color Cathode Ray Technology (CRT) displays.

Later still, color was introduced into cockpits offering an extra dimension to the pilot. Then a combination of electronic advancement, through chip innovation and display technology evolution, enabled the integration of multiple data sources into single flat-panel displays. The more recent displays add touchscreen capability.

Throughout, human factors have played an increasingly important role. First, in the priority of colors, and then in the order and layering of presentation data.

With the increase in data sorting, and display priority, across independent cockpit displays, it became apparent that to prevent confusion, a pilot decision matrix was necessary. This was made easier through decluttering.

The danger in the transition from a cluttering of instruments to interactive displays was that the clutter would move from physical instruments to electronic data, where there was still too much distraction, but now from the use of cockpit displays. As a result, equipment manufacturers have spent many hours designing cockpit displays that are more intuitive and aligned to the phase of flight underway.

Therein lies the most exciting and realistic mediumterm evolution of cockpit design. “What if we only see, and interact with information that is pertinent to the current flight profile?”

If there is a need to override an emergency or any relevant priority, then the ability to act is either permitted or automatically assumed. To this end, aircraft manufacturers collaborating with avionics manufacturers and other providers, will model, simulate, and then demonstrate complex cockpit scenarios in virtual aircraft 100 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

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long before the first prototype test aircraft taxis to the runway.

To make it easier to apply human factors, the avionics themselves have greater capability and functionality when it comes to the available options. Along with capability and options, displays and remote systems are self-monitored for accuracy and reliability, ensuring safety.

A significant contribution to such advancement is the introduction of Integrated Modular Avionics (IMA), replacing traditional LRUs. The concentration of data, processed in fewer modules and transferred on highspeed data buses, has transformed the look of the modern aircraft. It has also enabled greater flexibility in the selection and integration of information within the cockpit.

As with all avionics and other equipment, Size, Weight and Power with an eye on cost (SWAPc), is very important. In the cockpit this is no exception and flat panel displays are a great evolution that reduce SWAPc impacts.

Cockpit Display Systems

It is worth mentioning cockpit architecture and design.

Several forces are at play in cockpit planning. Just two of them are the leveraging of ‘Commercial-Off-TheShelf’ (COTS) technology, and the use of open-source architecture.

The former means designers do not need to reinvent the wheel while also maintaining competitive pricing.

The latter has a similar effect, because different equipment developers can share the same hardware and software development.

In fact, the whole idea of modern cockpit www.AVBUYER.com

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AVBUYER.com FIGURE 2: Reactive vs Predictive Systems

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development is to standardize pilot expectation as they move across different aircraft platforms. What both aircraft and avionics manufacturers can do is to provide a different look and feel.

Seeking differentiators, equipment providers offer unique features and higher performance, while sticking to the standard basic design that all developers use.

Avionics manufacturers can also garner an edge by becoming the standard platform across all aircraft models from a single provider. Examples include: • • • • • •

Bombardier – Collins Aerospace Dassault Falcon – Honeywell Aerospace Embraer – Collins Aerospace Gulfstream – Honeywell Aerospace Pilatus – Honeywell Aerospace Textron Beechcraft – Collins Aerospace

These different partnerships between aircraft and avionic OEMs allow for large variations in the look and feel, and features and performance, while sharing common baseline platform design. The partnerships apply to suites of avionics, including primary bus data that’s central to the aircraft.

There are still major sub-systems, such as third flight management systems, flight recording, and Enhanced Flight Vision Systems (EFVS) that are from other manufacturers, such as Universal Avionics, and do an amazing job of filling in the equipage gaps across many aircraft platforms.

Cockpit architecture aims to include control, display and advisories in terms of key elements to the instrument panels. These are guided by various standards, not only from engineering societies (such as www.AVBUYER.com

SAE), but from airworthiness authorities too.

Following are some of the guidance standards used in cockpit design (with the point being, that when you next sit in a cockpit, you can appreciate the depth of engineering, ergonomic and human factors that occurred prior to its assembly): • • • • •

SAE ARP 4761 - Guidelines and Methods for Conducting the Safety Assessment Process on Civil Airborne Systems & Equipment.

SAE ARP 4754A – Guidelines for Development of Civil Aircraft Systems & Equipment.

ARINC 664 - Aircraft Data Network.

ARINC 661 - Cockpit Display Systems.

AC 20-170 – Integrated Modular Avionics Development, Verification, Integration, and Approval Using: - TSO C153 - Integrated Modular Avionics Hardware Elements.

- DO 297 - Integrated Modular Avionics (IMA) Development Guidance and Certification Considerations.

Predictive Technology in the Cockpit

Human factors in the cockpit includes situational awareness, and that varies based on the actual flight conditions. The pilot(s) must be comfortable with the real-time environment and even slightly ahead of it – hence the presence of predictive technology.

More aircraft systems are becoming predictive, moving away from reactive. Predictive aircraft know the current situation, based on sensors and connections to the outside world, through ATC, other aircraft, and the in-flight internet.

AVBUYER MAGAZINE Vol 25 Issue 12 2021

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AVIONICS

AVBUYER.com FIGURE 3: Phases of Flight

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Intelligent avionics collect and integrate data to predict what is ahead and provide that crucial lead-time for the pilot to react. In some cases, the aircraft will automatically respond, but for good reason there will be a confirmation required by the crew.

Reactive systems are not intuitive or dynamic. They are linear in design and require much more button pushing and data setting by the pilot. The pilot reacts to serial information as it is received, one byte at a time.

A great example of prediction is the latest weather radar systems that can provide doppler turbulence information at a distance, predict lightning, or depict the vertical characteristics of storms. Another is the Traffic Collision Avoidance System (TCAS) that predicts and advises corrective actions regarding the trajectory of other aircraft.

Not only are there sensors like radar that can predict, but there are advanced technologies that provide pilots with information in order to make predictive decisions, such as Enhanced Flight Vision Systems (EFVS) which, when coupled with a database-derived Synthetic Vision System (SVS), can become a Combined Vision System (CVS).

The use of multi-spectral cameras and database terrain provide a pilot with a vision that the naked eye cannot see. From that additional sensing, the pilot can predict actions with confidence, safely.

The Phases of Flight Innovation

Different systems are used during each phase of flight, and Figure 3 (above) breaks down the phases. More usual is that aircraft systems enter discrete modes for each phase – or they organize, emphasize, and display the same information in distinct formats.

102 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

What if the avionics intelligence, based on sorting and integrating data, ensures only the information the pilot needs is automatically displayed for each phase? That information can then become primary with other related data displayed as secondary.

Of course, the pilot may still search and select any information relating to any phase of flight, as an override or additional capability. System-wide artificial intelligence must also be attuned to the current or live conditions outside of the aircraft.

New aircraft cockpits and their integral systems are being designed with the phases of flight as a template to the overall flow of data. One example, currently being used by at least one manufacturer, is the use of charts linked to the active flight plan. One way to track the progressive change of charts is to select and transition using geo-referenced GPS information.

System Tools for Interaction

Table A (overleaf) lists ‘System Tool Groups’ that initiate cockpit-to-aircraft flight interaction. If you are not a pilot, the next time you climb into the cockpit, see if you can identify controls and displays that relate to these.

You will quickly realize the enormity of the flying task and develop immediate respect for air crews who must intuitively locate, manipulate, monitor and control the sub-systems within the groups.

Tools for Managing the Cockpit

To manage the cockpit, pilots are provided with multiple aids and many of those are electronic, doing away with copious documents in file folders. Modern cockpits are fitted with ports capable of USB and Ethernet, paired with power outlets, to plug in the various management tools.

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www.AVBUYER.com

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AVBUYER.com

However, checklists, charts, aircraft health and other information is also displayed on multifunction or secondary displays, either from systems that are internal to the aircraft, or externally via satellite or Wi-Fi. Some management tools such as the aircraft flight manual, and its associated supplements, are required to be in paper form.

Pilots also have many support services to take advantage off, including those from ARINC, Satcom Direct, Honeywell GoDirect Flight Support Services, Jeppesen and Universal Weather & Aviation.

Advances Toward a More Intuitive Cockpit Experience

With few equipage mandates, aircraft and equipment manufacturers can focus on new and novel features to differentiate themselves, in the modern cockpit. They can also introduce features from one airframe type across to another, especially regarding Large to Midsize, and Mid-size to Light jets, and Turboprops. Here are a few examples: • • • • • •

Fly-by-wire across a wider range of platforms.

Joysticks introduced by more aircraft OEMs. Data Comm introduced to Light Jets and Turboprops.

Autothrottles into Turboprops.

Flight Path Vector commands, leveraged from Head-Up Displays into Head-Down systems across a wide range of platforms.

Head-Up Displays to Miz-size and Light Jets.

As well as the cross migration of technologies, there are recent improvements to existing technologies that include, for example: • • • •

Digital Pressurization.

Digital Flight Controls (note new Dassault Flaperon).

Head-Up Displays that combine vision systems and offer more features (note Collins Aviation HGS6000).

Head-Up Displays with multiple sensors, cool lamp detection and wide field of view (note UniversalElbit Falcon Eye).

In Summary…

The main purpose of this article was to introduce Interactive as a primary category of avionics, alongside CNS and Cabin systems. Why is this so important?

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“Interaction on this new scale puts human factors to the test.

Now there is so much information to sort and display, not in sequence, but multi-tasked in parallel.”

Cockpits are trending toward multiple touch screen interaction for most functions, including standby instruments. That development is great for the industry but introduces new dynamics and much more behindthe-scenes activity within the cockpit.

Interaction on this new scale puts human factors to the test. Now there is so much information to sort and display, not in sequence, but multi-tasked in parallel.

Human factors must ensure the cockpit remains ‘clean’, ergonomic, decluttered, efficient, with redundancy, and safety. Above all, the pilot workload should be less, not more, and pilots should never be confused.

Cockpits are moving from reactive to predictive systems that are dynamic and intuitive. Pilots work with so many variables from ‘gate to gate’. Prioritizing and deciding on what should be displayed and monitored is not easy, but linking cockpit activity to the phases of flight is one effective way to optimize the view of an aircraft’s flight. ❙

KEN ELLIOTT has 52 years of aviation experience focused on avionics in General and Business Aviation. Having a broad understanding after working in several countries on many aircraft types and avionics systems, he has contributed to several work groups and committees, including for NextGen, Airport Lighting, Human Factors, Unmanned Aircraft and Low Vision Technology. In retirement, he is striving to give back the knowledge gained with an eye on aviation’s future direction.

104 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

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Community News.qxp_Layout 1 23/11/2021 09:23 Page 1

COMMUNITY

OEM Bites

Embraer Reveals Zero Carbon Emission Concept Aircraft Embraer recently announced the Energia family of aircraft, which would use renewable energy propulsion technology, as the company explores ways to help the industry achieve its goal of net zero carbon emissions by 2050…

T

he details of the Energia family, the latest in Embraer’s Sustainability in Action initiative, were broadcast live via YouTube from Embraer’s manufacturing facility in São José dos Campos, Brazil.

The company partnered with an international consortium of engineering universities, aeronautical research institutes, and small and medium-sized enterprises to better understand energy harvesting, storage, thermal management, and their applications for sustainable aircraft propulsion.

The Energia Family is comprised of four concept aircraft of varying sizes that incorporate different propulsion technologies – electric, hydrogen fuel cell, dual fuel gas turbine, and hybridelectric. These include:

Energia Hybrid (E9-HE) • Utilizing hybrid-electric propulsion • Offers up to 90% CO2 emissions reduction • Nine seats • Rear-mounted engines • Technology readiness – 2030 Energia Electric (E9-FE) • Full electric propulsion • Zero CO2 emissions • Nine seats • Aft contra-rotating propeller • Technology readiness – 2035 Energia H2 Fuel Cell (E19-H2FC) • Hydrogen electric propulsion 106 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

• • • •

Airbus delivered an ACH145 recently with a fully vegan interior. Fitted with the ACH Line interior configuration, the leather elements essential to its luxury feel were replaced with Ultraleather, which captures the visual and tactile leather experience with comparable durability. Items specially designed and fabricated in the replacement material include the passenger seats, central storage cabinet, rear partition and cockpit controls cuffs. www.airbus.com

Zero CO2 emissions 19 seats Rear-mounted electric engines Technology readiness – 2035

Energia H2 Gas Turbine (E50-H2GT) • Hydrogen or SAF/Jet A turbine propulsion • Up to 100% CO2 emissions reduction • 35 to 50 seats • Rear-mounted engines • Technology readiness – 2040.

Each aircraft is being evaluated for its technical and subsequent commercial viability. “We see our role as a developer of novel technologies to help the industry achieve its sustainability targets,” said Luis Carlos Affonso, Embraer’s Senior Vice President of Engineering, Technology, and Corporate Strategy.

“There’s no easy or single solution in getting to net zero. New technologies and their supporting infrastructure will come online over time. We’re working right now to refine the first airplane concepts, the ones that can start reducing emissions sooner rather than later.

“Small aircraft are ideal to test and prove new propulsion technologies so that they can be scaled up to larger aircraft. That’s why our Energia family is such an important platform,” he concluded.

More information from https://embraercommercialaviation sustainability.com

Bell Textron says its Bell 525 Relentless completed its first flight using Sustainable Aviation Fuel (SAF) in the summer. “The Bell 525 continues to demonstrate unprecedented performance as it progresses through flight testing,” noted Doug May, Vice President of Flight, Bell. Bell is currently engaged with the FAA on Type Inspection Authorization (TIA) flight testing, and is submitting certification artefacts to the FAA in parallel. www.bellflight.com

Daher delivered the first TBM 940 from an order of four to DGA-EV, France’s government-run Flight Test organization.

The handover occurred at the TBM final assembly line in Tarbes, France. Nicolas Chabbert, Senior Vice President of Daher’s Aircraft Division, provided the keys to General Arvind Badrinath, Director of the Flight Test organization for the DGA procurement agency. www.daher.com www.AVBUYER.com

Community News.qxp_Layout 1 23/11/2021 09:24 Page 2

AVBUYER.com

OEM Bites

Dassault Falcon Jet, in partnership with Duncan Aviation, has developed Supplemental Type Certificates (STCs) and installation packages for the Aviation Clean Air (ACA) ionization system for three Dassault Falcon models – the 7X, 2000/2000EX and 900/900EX, including all EASy variants. www.dassaultfalcon.com or www.duncanaviation.aero

FIVE Buys Airbus ACJ TwoTwenty From Comlux FIVE, a Dubai-based Group with interests in Real Estate, Hospitality, Investments and Philanthropy, has purchased the first Airbus ACJ TwoTwenty from the Comlux Group…

S

tarting next month, Comlux Completion, based in Indianapolis, will build the interior of the VIP cabin selected

by FIVE from among the multiple cabin arrangements and options that the ACJ TwoTwenty offers.

The “dare-to-be-different” interior will incorporate 16 seats, a dining table for eight passengers, a Master Suite with a king-sized bed and shower, electrochromatic window shades, and full LED lighting. In addition, it will offer a fully equipped kitchen, non-stop streaming high-speed connectivity, and two ultralarge 55-inch screens. Ultimately, when complete the ACJ TwoTwenty will offer a state-of-the-art flying experience.

With its new ACJ TwoTwenty, FIVE aims to provide its diverse and loyal customer base with a “unique journey with FIVE Flair, blending its signature award-winning gourmet cuisine from home-grown venues such as The Penthouse, Maiden Shanghai, Cinque, and Soul Street”, along with music from FIVE’s famed and popular in-house DJs, and a world-renowned level of guest services amidst a sumptuous, tailor-made setting in the skies.

www.AVBUYER.com

As with FIVE’s other properties on the ground, the ACJ TwoTwenty cabin invites guests to experience a fresh new entertainment experience, allowing passengers to dine, entertain, and invigorate in the most opulent and private environment.

Comlux to Operate the Jet

FIVE has also selected Comlux Aviation to operate its ACJ TwoTwenty commercially through an exclusive charter agreement under Comlux’s Maltese AOC. The aircraft, registered 9H-FIVE (to be pronounced “Nine-Hotel-FIVE”), could enter into service in early 2023.

“With a substantial fleet of large-cabin, long-range VIP aircraft, Comlux has positioned itself as a leading provider of luxurious group travel,” noted Richard Gaona, Executive Chairman and CEO, Comlux. “It is an honour to partner with FIVE on their thrilling new project - from aircraft acquisition, to cabin interior completion, as well as aircraft operations.”

More information from https://comlux.com

Gulfstream signed the World Economic Forum’s Clean Skies for Tomorrow 2030 Ambition Statement, becoming the first business aircraft manufacturer to do so.

Developed by the Clean Skies for Tomorrow Coalition Steering Committee, the ambition statement is a declaration of intent to accelerate the supply and use of SAF technologies to reach 10% of global jet aviation fuel supply by 2030. www.gulfstream.com

Savback Helicopters (Sweden) and GHT (Italy) are working together on a unique two-seat helicopter they say will excite the ultralight aircraft ownership and training markets. Equipped with FADEC, the new ultralight delivers both turboshaft efficiency and reliability, with performance. It will offer a speed in excess of 100 knots, and a 255 nautical mile range. https://savback.com/

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Gulfstream Picks Empire Aviation Group as India Rep Gulfstream Aerospace Corp. has appointed Dubaibased Empire Aviation Group as its authorized International Sales Representative (ISR) for Gulfstream business aircraft sales activities in India.

U

(L to R) Paras Dhamecha, Empire Aviation nder the Group and Nic Robinson, Gulfstream agreement, Empire Aviation Group will be responsible for promoting and supporting Gulfstream with customers and prospects throughout India.

“As interest in the Gulfstream family of aircraft grows throughout India, we wanted to ensure we have local representation that not only possesses significant experience dealing with Gulfstream aircraft, but can also deliver a personal approach…” said Scott Neal, Senior Vice President of Worldwide Sales, Gulfstream.

“Empire Aviation Group will provide Gulfstream with both as we continue to expand our presence in this important market.”

“Empire Aviation is honored to have been selected by Gulfstream,” added Paras P. Dhamecha, Founder and Managing Director of Empire Aviation Group. “We have been doing business in India since our inception, and we continue to be very optimistic about the unique opportunities for private aviation in the subcontinent.”

Empire Aviation Group provides all the major services associated with private aviation — aircraft management, flight operations and charter, as well as aircraft sales and Continuing Airworthiness Management Organization (CAMO).

“There's a growing interest in aircraft acquisition, and we are already working on prospective transactions in India, where we act as a trusted advisor to owners and potential buyers with a highly personalized approach,” said Dhamecha. “We will use our local presence, customer reach, experience, and expertise to support Gulfstream’s success in India.”

More information from www.empireaviation.com

P&WC Carbon Offset Service Extended to Rotorcraft Pratt & Whitney Canada has expanded its year-old carbon offset service to include operators of the company’s helicopter engines enrolled in the Eagle Service Plan (ESP) and Fleet Management Program (FMP) pay-per-hour maintenance programs.

A

cross all of the diverse missions served by its helicopter customers – from search and rescue to corporate passenger transport – Pratt & Whitney Canada is seeing growing demand for products and services that promote sustainability in airborne operations, says Scott McElvaine, Vice President, Customer Programs for Pratt & Whitney Canada.

“Our carbon offset service provides a fully transparent and cost-effective solution to address this demand, so that operators easily compensate for their carbon emissions footprint.”

Pratt & Whitney Canada’s carbon offset service automatically aligns operators’ flight hours with offset purchases, in collaboration with South Pole, a globally recognized carbon offset provider. Carbon offsets that are purchased are invested in accredited schemes for reducing CO2 emissions, such as initiatives focused on renewable energy or forest conservation.

The service was introduced in December 2020 for Business Aviation operators enrolled in the ESP program. Along with continually advancing engine efficiency and increasing the use of sustainable aviation fuels (SAFs), carbon offsetting plays an important role in reducing aviation’s environmental footprint.

More information from www.pwc.ca

Industry Appointments Jay Bushouse was appointed by Mente Group as Managing Director – Midwest recently. He has an office in Kansas City.

Prior to joining Mente Group, Bushouse was a sales director for Textron Aviation, selling new Beechcraft and Cessna Citations.

Randy Miller is the new Manager of Duncan Aviation’s Paint Shop in Battle Creek, Michigan.

Miller was appointed to the position having previously performed maintenance on

Randy Miller

108 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

aircraft at Duncan Aviation for the last eight Ricky Vongsiprasom is the new years.

Maintenance Director for Stevens Aerospace and Defense Systems’ AOG Melanie Prince was promoted to the new division. He joined Stevens in early 2018 as role of Head of Innovation at F/LIST with immediate effect. Ms. Prince is responsible a technician on the AOG Team, quickly advancing to AOG team for identifying prospective coordinator. new materials, advanced Vongsiprasom brings to techniques, and innovative Stevens a decade of concepts that result in experience maintaining original products to corporate aircraft from enhance F/LIST’s product manufacturers such as portfolio and improves the Textron, Embraer, Pilatus, customer in-flight Ricky and more. T experience.

Melanie Prince

Vongsiprasom

www.AVBUYER.com

Clip Group 2020 Bell 505 Jet Ranger X August.qxp_Heeren Cit Ultra sep 24/11/2021 14:19 Page 1

S H O W C A S E

2020 Bell 505 Jet Ranger X Serial Number: Registration: Airframe TT:

65253 SP-MRW 26

 As owner, we are proud to present  this BRAND NEW Bell 505  Price from Bell in this configuration  (including ferry to EU) was $1,85M  Now reduced to $1,72M Airframe Delivery hours: 26 hours Dual Pilot Controls Wire Strike protection Engine Dual-channel FADEC engine control system Auxiliary Control Unit (backup for HMU) Automatic startup Surge and flame-out protection Engine parameter recording for maintenance (BOOST compatible) Automatic cycle and flight hour counting

ADS-B GPS / WAAS receiver VHF COM transceiver VHF NAV and glideslope receivers Exterior Painted 2020 Metallic Black with Dynamic White Bell 505 logo Interior 2020 Premium interior with black leather seats Floor protectors: Baggage bay, Cockpit & Cabin A20 Bose headsets w/Bluetooth Air-Conditioning Location Swarzędz Gmina, Greater Poland, Poland Contact: Agnieszka Hips

Avionics ADS-B Equipped Garmin G1000H™ avionics suite Integrated on PFD / MFD Traffic Information System (TIS) Moving Map Fuel and NAV range HTAWS, and Synthetic Vision System

STS Centrum Dystrybucji Samochodów Sp. z o.o.

Swarzedz, Poland

www.AVBUYER.com

Tel: +48 663 792 802 E-mail: agnieszka.hips@clip-group.com

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Desktop Aircraft Appraisals / On-Site Asset Verification and Logbook Review Residual Values / Customized Analysis 110 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

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P111-113.qxp 24/11/2021 14:24 Page 1

2013 Gulfstream G650

The Ritchie Group Price:

Please call

Year:

2013

S/N:

6015

Reg:

-

TTAF:

1,509.8

Location: USA, CA

M A R K E Tel: +1 (314) 409-4791 T E-mail: sales@jet-transactions.com P L LOW TIME, EXCELLENT PEDIGREE. Inquire Today! U.S. Registered, A Professionally Maintained and Operated, Excellent Pedigree.

C Engines & APU Enrolled on JSSI Platinum Program 100% Coverage.

96-Month Inspection Completed April 2020. Block Point 2’ (ASC E 902A & ASC 038A Incorporated). ADS-B Version II (DO-260B). CB 162 FMU and Fuel System Upgrade Completed. ASC 093 Flight Control Computer software (V7.1). REU and MEC Reliability Updates. ASC 098 Horizontal Stab Control Unit Mod 4. Main Entrance Door Lock, Latch Actuator and Rigging Improvements.

Avionics: The Gulfstream G650 is Equipped with the Gulfstream PlaneView™ II /Honeywell Primus Epic Avionics Suite

www.jet-transactions.com

BELL 412EMS

Leonard Hudson Drilling Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Full EMS Medical 4 patient and 4 attendant interior.

Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours.

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

Bombardier Global 5000

Price:

For Lease

Year:

2013

S/N:

-

Reg:

-

TTAF:

4350

Location: United Arab Emirates

Agusta A109A MK II

Stunning Bombardier Global 5000 immediately available for 12 month ACMI lease anywhere, worldwide. Min 50bh/month, 12 month contract, contact us to discuss a rate for your needs.

Excellent condition throughout, exceptionally well cared for aircraft. Forward fully equipped galley with wet bar, oven, coffee maker, fully equipped gold place settings & cutlery. Crew rest area with tv and crew WC. Rear WC. Direct access to baggage hold. Excellent condition throughout. Available immediately. Fwd cabin 4 seat double club with pull out side tables. Mid cabin 4 seat double club with dining table 2 seat sofa. Aft cabin 2 x 3 seat sofas convertibole into queen size bed with wall mounted TV

Anibal Martinez Varde

Tel: +34 (0) 651 951 951 Email: info@machhelicopters.com

Price:

€480,000 Excl. VAT FANTASTIC HELICOPTER, ENGINES AND COMPONENTS WITH A

Year:

1987

S/N:

7384

Reg:

EC-MSF

TTAF:

4350

Location: Spain

www.AVBUYER.com

Tel: +44 (0)207 0432 447 Email: jetmanagement@flyelitejets.com

Fly Elite Jets

BIG POTENTIAL. EXCLUSIVELY USED FOR VIP OPERATION. OPERATED ON AOC, MAINTENANCE AND CAMO. NO DAMAGE HISTORY. 2 x VHF 8.33, 8 seats, air conditioning/heating, new hub and main rotor head, new leather interior. Ready for immediate delivery.

Motiveted seller. Airframe Total Time: 4.350 Hours. Powerplant (Left): Allison 250-C20B SN CAE-835841 with 4.340 Hours. Powerplant (Right): Allison 250-C20B SN CAE-833755 with 2.539 Hours. - Interior 10/10: The interior has been renewed in grey leather in 2021.

Headsets provided to all seats. - Exterior 10/10: Immaculate condition, repainted in 2021 in black paint with a silver grey stripe.

AVBUYER MAGAZINE R Vol 25 Issue 12 2021 R

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M A R K E T P L A C E

McDonnell Douglas 902 Explorer

DynamicPitch Ltd Price:

Make offer

Year:

2002

S/N:

900-00103

Reg:

G-CIOS

TTAF:

2900

Location: United Kingdom

McDonnell Douglas 902 Explorer

DynamicPitch Ltd Price:

Make offer

Year:

2007

S/N:

900-00121

Reg:

G-HMDX

TTAF:

3600

Location: United Kingdom

McDonnell Douglas 902 Explorer

DynamicPitch Ltd Price:

Make offer

Year:

2000

S/N:

900-00074

Reg:

G-SASR

TTAF:

6621

Location: United Kingdom

McDonnell Douglas 500E

Bill Woods Price:

$1,749,000 No VAT

Year:

2009

S/N:

369E-0594E

Reg:

N421KY

TTAF:

665

Location: USA & Canada

McDonnell Douglas 500E

Anthony Draper Price:

Make offer

Year:

2002

S/N:

0563E

Reg:

G-MDDE

TTAF:

4465

Location: United Kingdom

112 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

Tel: +44 (0)794 359 1121 Email: bobby@dynamicpitch.net A well specified MD902 Explorer helicopter in excellent condition.

PWC PW207E Engines. Category A, Single Pilot. IFR Certified.

NVIS Certified. EMS/Multirole Configuration. The aircaft can be specified, painted or modified to the new owners exact specification. A Spares package and ongoing maintenance/spares support also available.The MD902 Explorer posseses No Tail Rotor (NOTAR) Technology, an ultra smooth rotor system with plenty of ground clearance, spacious cabin, and powerful Pratt & Whitney engines. All resulting in a supremely capable and cost effective helicopter. The true definition of a multi-role helicopter, this MD902 Explorer is a worthy addition to your helicopter fleet

Tel: +44 (0)794 359 1121 Email: bobby@dynamicpitch.net This distinctive looking, later serial number MD902 Explorer helicopter is in excellent condition and ready to fly. The aircaft can be specified, painted or modified to the new owners exact specification. A Spares package and ongoing maintenance/spares support is also available.

PWC PW207E Engines. Single Pilot, Category A IFR Certified. NVIS Certified. Utility / Air Medical Interior. The MD902 Explorer posseses No Tail Rotor (NOTAR) Technology, an ultra smooth rotor system with plenty of ground clearance, spacious cabin, and powerful Pratt & Whitney engines. All resulting in a supremely capable and cost effective helicopter. The true definition of a multi-role helicopter, this MD902 Explorer is a worthy addition to your helicopter fleet.

Tel: +44 (0)794 359 1121 Email: bobby@dynamicpitch.net A great example of an MD902 Explorer in excellent condition.

Available to purchase now. The aircraft is presented in attractive British Racing Green adorned with a striking swirl of Super White, complimenting those classic Explorer lines.•PWC 206E Engines •Cat A, Single Pilot Day/Night VFR Certified• NVIS Certified • Utility / Air Medical Interior. The aircaft can be specified, painted or modified to the new owners exact specification. A Spares package and ongoing maintenance/spares support also available. The MD902 Explorer posseses No Tail Rotor (NOTAR) Technology, an ultra smooth rotor system with plenty of ground clearance, spacious cabin, and powerful Pratt & Whitney engines. Get in contact to discuss your requirements.

Tel: +1 (541) 957 2000 E-mail: skyking@douglasfast.net Only Two Owner's Since New, NDH, All Logs, Always Hangared, Fresh Annual April 2021. The Nicest 500E Anywhere In The World.

Never Worked. No Damage History, Owned & Flown Privately. No Expense Spared. Will Consider All Trades. Blades Factory Refurbished About 40 Hours Ago. 10-Year Driveshaft Couplings Have Been Completed. This Machine Needs Absolutely Nothings For Many, Many Years To Come. The MD500E Has A starting Price Of $3.25-Million & Keeps Going Up From There. . That Is If You Can Even Get One From The Factory. Then, If You Can Get One, Delivery Can Take As Long As 2-Years. Due To MD Being So Busy Building These Ships For The Militaries Around The World.

Tel: +44 (0)787 680 1006 Email: anthony.draper@me.com Beautifully refurbished MD500e. Completed in 2018 with custom designed paint and interior. Always hangared and well maintained.

The aircraft has been valued at $1.45m, however we are accepting sensible offers. Airframe: Equipment Dual Controls. Bristol Wire-strike Kit (Upper and Lower). Passenger Flight Steps. Sliding Vent Windows (Front). Avionics: Aspen EFD1000H with traffic unlock. Garmin GTN750H GPS/nav/com 1. King KY 196B com 2. Garmin GTX345 ADS-B transponder. Int: Beautiful Internal Farnborough Interiors Luxury Interior - Completed 2018. Ext: External New Porsche Crayon and Agate Grey Paint Scheme - Completed 2018. Helicopter is in immaculate condition, always hangared and well maintained

www.AVBUYER.com

P111-113.qxp 24/11/2021 14:24 Page 3

M A R K E Tel: +1 (516) 658 1847 T P L Bristell LSA 915 Turbo - 141 A HP C E 1500 FPM Climb - 160 KTS

Bristell LSA

True Airspeed at 18,000 feet Order Now and avoid the

9% Price Increase!

Call Lou

www.sportflyingusa.com

Airbus/Eurocopter AS 350B-3

Price:

$1,980,000

Year:

2012

S/N:

7503

Reg:

RA-07221

TTAF:

1942

Location: Worldwide

Airbus/Eurocopter AS 350B-3

Tel: +7 913 775 7513 Email: kislovskayav@mail.ru

Victoriya Kislovskaya

Top speed: 287 km/h. Cruising speed: 235 km/h. Cabin dimensions L * W * H (m): 2.42 * 1.65 * 1.35 meters. Flight duration (hour): 4.31. Crew: 1-2 pilots. Passenger capacity: 5-6 people. Engines: Arriel 2B. R855A1 emergency radio. Inscriptions in russian. Metric altimeter. Honeywell KCS 55A gyrocompass with Honeywell KI525A position indicator. Avionics: Avionics master switch - avionics main switch panel. - GYRO HORIZON KCS55A - avionics horizon with glide gauge - STAND-BY COMPASS - magnetic heading indicator gyro-directional - gyrocompass - Course Deviation Indicator. Int: Internal designations and markings: in accordance with IAC AR type certificate data card for AS350 B3 helicopter

Tel: +43 (0) 664 819 3682 E-mail: hermann.eder@sennair.at

Hermann Eder Price:

Make offer

Year:

2001

S/N:

3414

Reg:

-

TTAF:

4330

Location: Austria

We are offer our utility/passenger/VIP AS350 B3 Helicopter which is currently in use for sightseeing and VIP flights.

Carefully stored in hangar only and very well maintained. - This AS350 B3 comes wiht a 5 passenger configuration. - Cargo hook and swing - Floats fix - VIP leather interior - Great component times - New Enginge - on SPH contract - Cockpit floor window - New Starflex - New Tail Rotor - Newly painted With 600 hrs 24 months inspection currently done - Engine flushing w/out removal of cowlings - Pilot’s windshield wiper Dual Controls - Emergency Floatation Gear – Fixed parts If you have any question, please do not hesitate to contact us

Tel: +41 (0) 796 321 116 Email: tprospero@europavia.ch

Helitrade AG

Airbus H125

Price:

Please email

Year:

2016

S/N:

8211

Reg:

-

TTAF:

3704

Location: Switzerland

Aircraft Spare Parts

Wheels, Starters, Brakes, etc.

Outright and Exchange

The H125 (previously named the AS350 B3e) outclasses all other single-engine helicopters for performance, versatility, low maintenance, and low acquisition costs, while excelling in high and hot and extreme environments. It is a member of Airbus’ Ecureuil family, which has accumulated almost 36 million flight hours worldwide. Our Helicopter is equipped for Aerial Work & pax missions, full swing, mirrors and floor window, equipment list availabe on request. Aircraft immediately operational. Engines: ARRIEL 2D. Total Run Hours : 3608 Hrs 21 mn. Cycles N1 : 14813 10 - Cycles N2 : 3252. FM Radio, Upper/Lower Cargo for long line ops.

Par Avion Ltd

Cessna, Learjet, Hawker, Westwind, Falcon, Gulfstream, Global Express

FALCONS • HAWKERS • LEARS

Tire Inflation Cage, Hydraulic Wheel Dolly, Lav Cart Brake Bleed Kits, O2 & N2 Single Bottle Carts, Socket Kits Mobile A/C Cart, Oxygen Fill Adapter, Jack Adapters

www.paravionltd.com

Manufacturer of Select GSE & Speciality Tooling Preowned GSE also available

www.AlberthAviation.com www.AVBUYER.com

Buy * Sell * Trade

SALES • ACQUISITIONS • CONSULTING

832-934-0055 AVBUYER MAGAZINE R Vol 25 Issue 12 2021 R

113

P114 AIRCRAFT INDEX.qxp 25/11/2021 10:25 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRBUS

A318 Elite . . . . 5 A319 VIP . . . . . 5

BAE

Avro RJ100 . . .

BOEING/MCDONNELL DOUGLAS

BBJ . . . . . . . . . 8, 49, 116 BBJ2 . . . . . . . . 33 BBJ3 . . . . . . . . 116 767-300ER . . . . 5, 6, 7 737-700 . . . . . . 20 787-8 VIP . . . . . 9, 49, 116 787-8 . . . . . . . 5 787-9 . . . . . . . . 8

BOMBARDIER

Global 5000 . . . 8, 73, 111, 116 Global 6000 . . . 8, 9, 116 Global 7500 . . . 9, 116 Global Express. . 5, 24, 116 Global Express XRS. 5, 9, 116

Challenger

300 . . . . . . . . . 9, 116 350 . . . . . . . . . 9, 116 601-3AER. . . . . 8 604 . . . . . . . . . 8, 43, 63, 73 605 . . . . . . . . . 21 Learjet . . . . . 61 45XR . . . . . . . . 9, 29, 33, 116 60 . . . . . . . . . . 9, 39 75 . . . . . . . . . . 9

BRISTELL

LSA . . . . . . . . . 113

AIRCRAFT

Citation

PAGE

AIRCRAFT

CESSNA

AIRCRAFT

GULFSTREAM

II . . . . . . . . . . . 37, 43 III . . . . . . . . . . . 61 X . . . . . . . . . . . . 20, 39 XLS . . . . . . . . . . 9, 20, 33, 116 XLS+ . . . . . . . . . 39, 97 CJ3+ . . . . . . . . . 37 CJ4 . . . . . . . . . 21 Bravo . . . . . . . . 20 Sovereign . . . . 9, 39 Ultra . . . . . . . . . 21 182S Skylane . . 37 182T Skylane . . 37

CIRRUS

SR22 . . . . . . . . 37 Vision Jet. . . . . 53

DASSAULT FALCON

6X . . . . . . . . . . 1, 12 7X . . . . . . . . . . 9, 116 10X . . . . . . . . . 16, 17 50-40 . . . . . . . . 115 50EX . . . . . . . . 12 900EX . . . . . . . 9, 73 900EX EASy. . . 24, 33, 39 900LX . . . . . . . 9 2000 . . . . . . . . 45, 63, 73 2000 EX . . . . . . 39, 115 2000LX . . . . . . 63

EMBRAER

PAGE

IV SP . . . . . . . . 63, 97 V . . . . . . . . . . . 97 150 . . . . . . . . . 63 200 . . . . . . . . . 5 280 . . . . . . . . . 29, 63 450 . . . . . . . . . 9, 73, 97, 116 550 . . . . . . . . . 5, 25, 63, 97 650 . . . . . . . . . 9, 73, 111, 116 650ER . . . . . . . 9

HAWKER BEECHCRAFT

King Air

250 . . . . . . . . . 116 350i . . . . . . . . . 45 B200 . . . . . . . . 97 C90GTi . . . . . . 97 C90GTX . . . . . . 63 F90-1 . . . . . . . . 29

Beechcraft

1900D . . . . . . . 12

Hawker

400A . . . . . . . . 61 400E . . . . . . . . 15 400XP . . . . . . . 20 800XP . . . . . . . 97 900XP . . . . . . . 97 4000 . . . . . . . . 29

NEXTANT

400XTi . . . . . . . 15

Legacy 500 . . . 9, 33, 116 Legacy 650 . . . 9 Phenom 300 . . 20, 97

PIAGGO

PAGE

PILATUS

PC-12/47E . . . . 9, 116 PC-12 NG . . . . 21 PC24 . . . . . . . . . 73

PIPER

PA46-350P . . . . 12

HELICOPTERS AIRBUS/ EUROCOPTER

AS 350B-3 . . . . 113 EC 120B. . . . . . 12, 15, 97 EC 130-B4 . . . . 15 EC 135T2 . . . . . 97 EC 155 B1 . . . . 63 H125 . . . . . . . . 113

AGUSTAWESTLAND

AW109A MKII . 111 AW109E Power . 21

BELL

206 . . . . . . . . . 21 212 . . . . . . . . . 111 412EP . . . . . . . 97 412EMS . . . . . . 111 505 Jet Ranger X. .109

MCDONNELL DOUGLAS

902 Explorer . . 112 500E . . . . . . . . 112

P180 Avanti . . 53

Advertiser’s Index 1st Source Bank ........................................ 77

Duncan Aviation ........................................ 33

Jet Values ................................................ 110

Action Aviation ........................................... 73

Eagle Aviation............................................ 37

Leading Edge .............................................71

AeroBuyNow ...................................... 12 - 13

ElliottJets .................................................. 59

Lone Mountain Aircraft Sales .................... 53

Aircraft Blue Book ................................... 110

Engine Assurance Program....................... 23

OGARAJETS............................................. 51

Airline Transport Professional.................... 99

Freestream Aircraft ................................... 49

Par Avion ................................................... 39

Aradian Aviation ........................................ 97

General Aviation Services ......................... 45

Pratt & Witney............................................ 93

Assent Aeronautics...................................103

Global Jet Capital ..................................... 57

Rosen Visor .............................................. 99

Avpro ........................................................ 63

Global Jet Monaco ................................. 5 - 7

Satcom Direct ........................................... 85

Bose ...........................................................81

Gogo Business Aviation............................. 89

Singapore Airshow .................................... 76

Carolina GSE ............................................ 77

Hatt & Associates ...................................... 29

Sparfell & Partners ............................. 20 - 21

Central Business Jets ............................. 115

JetBrokers ................................................ 61

Stevens Aerospace ................................... 19

Clip Aviation ............................................ 109

Jetcraft Corporation .........................8 - 9, 116

The Jet Business................................ 24 - 25

Concorde Battery ...................................... 95

JetHQ ....................................................... 15

The Private Jet Company .......................... 43

Dassault Falcon Pre-Owned ...1, 2 - 3, 16-17

JETNET ................................................... 105 PROUD MEMBERS OF

British Business & General Aviation Assoc. • British Helicopter Assoc.• European Business Aviation Assoc. • International Aircraft Dealers Assoc. • National Aircraft Finance Assoc. • National Business Aviation Assoc.

AvBuyer (USPS 014-911),December 2021, Vol 25 Issue No 12, is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 672033517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

114 Vol 25 Issue 12 2021 AVBUYER MAGAZINE

www.AVBUYER.com

CBJ October.qxp_CBJ November06 24/11/2021 14:25 Page 1

Germany Office

General Offices

TEL: +49 151 15295243

Minneapolis / St. Paul TEL: (952) 894-8559

E-MAIL: julian@cbjets.com

FAX: (952) 894-8569 E-MAIL: INFO@CBJETS.COM

Falcon 50-40 SN25

2003 Falcon 2000EX SN14

COLLINS PROLINE 21 AVIONICS PACKAGE, AGT-5000 GoGo WIFI, Extended Altitude S.B. 49,000 FT capable, 3rd Collins VHF, Baker LCD Cabin Control System w/ 10 Panels, One 15” LCD Monitor, Artex ELT w/ NAV Interface, XM Weather, Baker Cabin Video System (4 ea. 5.6” Slim Line Plug in Monitors), Fire blocked foam with Fabric Protection

ProLine 21 Avionics Upgrade, All new soft goods throughout with Led wash lights, all plating is new.

The interior of all drawers were redone to match new colors throughout the aircraft. Synthetic Vision System, Electronic Charts, FANS 1/A, CPDLC, ADS-B Out V2, WAAS/LPV, Gogo Advance L5 WIFI, ESP Gold, MSP Gold, CASP, 10 PAX Configuration (Preferred)

D L SO

D L SO

2004 Falcon 900C SN199

2012 Gulfstream G450 SN4263

Primus 2000XP Avionics Suite, Triple IRS, Aircell ATG 4000, Honeywell SATCOM, FANS-1A/CPDLC, WAAS/LPV, ADS-B Out

Gulfstream Maintained – 8C Heavy Check 07/20, RRCC, HAPP, ASC 912C – PlaneView software update, ASC 037B – Synthetic Vision System 2.0, Near Perfect Paint & Interior, GOGO Wi-Fi, HD710 High Speed Data, 8 Monitors with DVD & Blu Ray

D L SO

D L SO

Citation X SN281

2005 Lear 60SE SN282

Honeywell Primus Elite DU-875 LCD Displays, Engines on Rolls Royce Corporate Care, Winglets, WAAS (Wide Area Augmentation Service), ADS-B Out, XM Weather, Airshow 4000, AGT-4000 GoGo with Talk & Text, Aircell Axxess II Iridium Satcom System

Artex 406 ELT w/ Nav Interface, WX 1000E Stormscope, Lightning Detection System, Ice Detection System, Extended baggage space, WAAS/LPV, Collins ADS-B Out

Aircraft wanted: Gulfstream G450 • Gulfstream G550 • Falcon 7X • Falcon 2000LXS Falcon 900EXy • Falcon 50EX • Lear 75 • Challenger 350

www.cbjets.com

The smoothest connection to your next aircraft.

2015 BOMBARDIER GLOBAL 5000 S/N 9679 • 3,182 Hours; 954 Landings • Inviting Best Offers • Motivated Seller

A passionate team of aviation experts, our strategic approach and action-oriented thinking have made us the global leader for aircraft sales and ownership services.

With our worldwide network and inventory, industry connections and regional presence, we are the difference between getting an aircraft… and getting your aircraft.

2000 BOMBARDIER GLOBAL EXPRESS S/N 9023 • 7,227 Hours; 2,351 Cycles • FANS 1/A+ and ADS-B Out • Fresh 240 Month Inspection

2020 BEECHCRAFT KING AIR 250 S/N BY-377

2016 DASSAULT FALCON 7X S/N 268

• 102 Hours; 56 Landings • Engines Enrolled on ESP • Airframe Enrolled on ProParts

• 2,038 Hours; 1,481 Landings • Engines and APU Enrolled on JSSI • 12 Passengers

ALSO AVAI L ABL E

2015 BOEING BBJ S/N 61040

2008 BOEING BBJ3

S/N

• 3,230 Hours; 984 Landings • Fresh 12 Year Inspection • ADS-B Out & FANS 1/A Compliant

I N FO @ JETC RAF T. CO M

12-2021_AVBuyer_Back Cover_Smoothest Connections.indd 1

2006 CITATION XLS 2007 CITATION SOVEREIGN 2016 FALCON 7X 2016 LEARJET 45XR 2017 LEGACY 500 2008 GULFSTREAM G450 2014 GULFSTREAM G650 2016 PILATUS PC12/47E

37560

ALSO AVAILABLE

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

2015 BOEING 787-8 VIP 2008 CHALLENGER 300 2018 CHALLENGER 350 2001 GLOBAL XRS 2013 GLOBAL 6000 2015 GLOBAL 6000 2018 GLOBAL 6000 MULTIPLE GLOBAL 7500s

• 809 Hours; 205 Landings • Split Scimitar Winglets • 8 Auxiliary Fuel Tanks

JETCRAFT HAS ONE OF THE LARGEST INVENTORIES IN THE INDUSTRY. Use the QR code or visit Jetcraft.com/Inventory to view our full list of available aircraft.

+ 1 9 1 9 9 4 1 8 4 00

J ETC R AF T. CO M

11/17/21 9:50 AM