AvBuyer Magazine March 2022

FC March ElliottJets red.qxp_FC December 06 22/02/2022 12:45 Page 1

Volume 26 Issue 3 2022

™

ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION

An Accurate Appraisal...is Invaluable See pages 17 & 83 for further details

THIS MONTH Satellite Communications Market: What’s the Latest?

Financing Tips for an Overheated Used Jet Market Turboprop Comparison: Daher Kodiak 100 vs Piper M500 www.AVBUYER.com

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Editor Welcome.qxp_JMesingerNov06 22/02/2022 14:45 Page 1

Guest Editor’s

VIEWPOINT

Andreea Moyes

Global Aviation Sustainability Director, Air bp

Rising to the SAF Challenge s a drop-in fuel, Sustainable Aviation Fuel (SAF) is one of the most promising solutions for decarbonizing the aviation sector in the shortterm and will play a key role in meeting the industry’s decarbonization goals. The SAF that Air bp supplies provides a lifecycle carbon reduction of around 80 percent compared to the traditional jet fuel it replaces.

Before being delivered to an airport, SAF is blended at up to 50 percent with traditional jet fuel. Certified as jet fuel, it can drop straight into existing infrastructure and aircraft.

Though the highest blend is currently 50 percent, there are initiatives which are ground- and flight-testing 100 percent SAF blends to determine if it will be safe in the future to increase the limits. For example, Rolls-Royce and Airbus announced testing of 100 percent SAF blends in November 2020, and Rolls-Royce confirmed its first tests in a business jet engine in early 2021.

Following Norway’s 0.5 percent SAF blending mandate, which was introduced in 2020, other countries have been following suit. In January this year, France introduced a one percent SAF mandate, while the UK and Germany plan their own mandates.

Meanwhile, the EU’s Fit for 55 package of regulatory proposals includes an obligation for aviation fuel supplied to EU airports to contain two percent SAF from 2025, increasing to 50 percent by 2040.

And, following the agreement of last year’s Glasgow Climate Pact during COP26 – which, according to United Nations Climate Change, aims to turn the 2020s into a decade of climate action and support – we can hope to see continued growth in industry collaborations in the coming years.

Air bp will continue to work alongside customers, fuel producers and trade bodies to develop and increase SAF supply and demand. In 2021, we were delighted to collaborate with NetJets Europe when it became the first customer to purchase our ISCC PLUS certified SAF in Spain.

In 2021, we also launched the pilot of a ‘book and claim’ system to provide wider market access to SAF, particularly for Business Aviation customers. This enables Air bp to deliver the SAF into the supply chain at one airport location, ‘booking’ the carbon reduction associated with it

A

into a registry. A customer at another location can then ‘claim’ those carbon reductions when purchasing their traditional jet fuel, along with the benefit of the lifecycle carbon reductions that have been registered.

Wider Choice of SAF Production Pathways

Although SAF is integral to aviation decarbonization, most of the current supply is from a pathway known as HEFA (hydrotreated Esters and Fatty Acids). With quantities of this feedstock limited, we’re focused on how we can expand them.

In February 2022, bp announced a ten-year strategic partnership with Nuseed to accelerate the expansion of its Nuseed Carinata sustainable production program.

Achieving the industry’s low-carbon goals will require a mix of different pathways to produce SAF, however.

One of the most promising pathways to ensure we can meet future demand is power-to-liquid (PtL) technology for eSAF (a synthetic fuel derived from renewable energy).

Legislation in Europe has already placed the development of eSAF at the forefront of aviation’s sustainability agenda.

Supplier Expertise

The Business Aviation sector is undoubtedly in a period of transition as it looks towards sustainable growth and reimagining the way we fly.

Business jets (due to their size) are likely to be the early adopters for innovations in electric and hydrogen-powered aircraft. However, these technologies remain some way off being commercially viable. By 2050 jet fuel is likely still to be the main source of energy for aviation, so SAF remains critical to meeting the industry’s 2050 goals.

The challenge now lies in scaling up SAF supply and demand. Air bp continues to play an ongoing role in researching and developing the technologies required to bring the different SAF production technology options to commercial production, and has an integral role to play in securing approvals for multiple SAF pathways.

A portfolio approach to the sourcing of SAF includes off-take agreements with third-party producers — investing in third-party production facilities, and in our own refineries and facilities. Meantime, we continue to work with customers to explore viable opportunities in the short-term. ❙

Andreea Moyes is the Global Aviation Sustainability Director, Air bp with a remit to access and create sustainable aviation fuel supply and solutions. She has 18 years of experience in the energy sector at bp, and six years in aviation at Air bp, for whom she was previously Global Account Director.

More information from www.airbp.com

4 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

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46 48 52 58 68

Market Indicators

Trends and Observations from Leading Business Aviation Analysts

Vol.26 Issue 3

Market Insights

2022

Satellite Comms Market: What’s the Latest?

Buying & Selling Aircraft

Aircraft Buyer Questions, Part 2: Building Budgets Buying a Plane? Important Avionics Considerations

Ownership

In-House Flight Ops? Set Up for Success (Part 1) How to Budget your Operating Costs

Finance

Financing Tips for an Overheated Used Jet Market

Aircraft Price Guide

Very Light and Light Jet Values

Turboprop Comparison

Daher Kodiak 100 vs Piper M500

Flight Department Management Three Cockpit Gadgets Pilots Want

72

Benchmarking Tips: Jet Fuel Discount Cards

76

Tips on Covid-19 Operations Management

80 86 90

Refurbishment

How to Balance Sustainability with Quality & Budget Three Low-Cost Upgrades for your Pre-Owned Jet

Avionics

eVTOL Avionics: What will be Different?

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

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Contents

EDITORIAL Commissioning Editor Matthew Harris +44 (0) 20 8939 7722 editorial@avbuyer.com

106 Advertisers’ Index

Next Month •

Selling a Plane? Important Avionics Considerations

•

Pre-Purchase Questions for Buyers (Pt 3): Amenities

•

Tips to Better Control Operating Costs

THE BEST AIRCRAFT FOR SALE SEARCH anywhere, everywhere on pc, smartphone and tablet

AVBUYER MAGAZINE Vol 26 Issue 3 2022

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AIRCRAFT SALES & ACQUISITIONS +1 402.475.2611 · www.DuncanAviation.aero/aircraftsales · 800.228.4277

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MarketIndicators.qxp_Layout 1 22/02/2022 09:50 Page 1

MARKET INDICATORS

Business Aviation Market Overview Pre-owned business jet transactions set a new sales record – even before the final tally was announced. Brian Foley reviews the situation…

A

t the time of writing, the final numbers hadn’t even been published, but from the data that was available, 2021 had already significantly outpaced any previous year for the number of pre-owned business jet sales.

The typical lag in 2021 transaction paperwork still being collected from all corners of the earth would only ensure that the number continues to climb for the rest of this year.

Doing a data grab from AMSTAT already revealed almost 3,000 worldwide transactions in 2021, easily surpassing the previous record set in 2020 by 27%, when ‘only’ 2,319 units were sold.

Further supporting the strength of 2021 was the year-end report issued by the International Aircraft Dealers Association (IADA), whose Accredited

12 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

Dealer members reported a 20% increase in closed deals in 2021, compared to 2020.

Sales by Category/Region

The market was evenly split between Light, Mid-Size and Large Jets sales (see Table A, right), with no clear winner. That is a change from 2020 when Large Jets accounted for a much smaller portion of overall sales, due, in part, to closed international borders which normally require long-range aircraft to get there.

North America once again accounted for the vast majority of sales, claiming more than threequarters of the volume (see Table B, right). That said, it wasn’t the highest growth area in the world. North America’s 24% growth in transactions between 2020 and 2021 were far lower than in Asia (+131%), the

Middle East/Africa (+78%), Western Europe (+62%), and South America (+38%).

While those are indeed high growth rates, they’re from a relatively small number of transactions.

Regardless, clearly the rest of the world is recovering and buying business jets again, helping to diversify the industry from too much dependence on North America.

One interesting dynamic in 2021 was the setting of a new transaction volume record despite pre-owned inventory plummeting from the typical 10-12% of the fleet, to just 34%. This would suggest that the excellent networking skills of the dealer/broker community was able to locate owners willing to sell, even before those aircraft hit the open market.

This capability will be further

www.AVBUYER.com

MarketIndicators.qxp_Layout 1 22/02/2022 09:50 Page 2

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/

tested in 2022, since the year began with just 2.5% of the fleet for sale (versus 5.8% in January 2021).

Regardless, I feel we are near the lowwater mark for inventory, which should start trending upwards, albeit slowly, very soon.

The Year to Come…

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So how will 2022 shape up for preowned business jet sales? I’ll defer that to the IADA dealers, who on a scale of 0 (worst-ever) to 5 (best-ever) predict sales activity over the next 6 months will be 3.8. (Keep in mind that this is the same group who, back in 2020, forecast that 2021 would only be a 3.7).

While I feel 2021 will be a tough, if not improbable act to follow, it will be a rather respectable one, nonetheless.

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MI www.brifo.com

www.AVBUYER.com



page 16

AVBUYER MAGAZINE Vol 26 Issue 3 2022

13

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MARKET INDICATORS

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Global BizAv Flight Activity - January January 2022 represented the busiest start to a year on record for global Business Aviation activity, says WingX Advance. Compared to locked-down January 2021, business jet sectors were up by 35%.

In January 2020 there was little impact from coronavirus, yet this January, with many countries still heavily restricted, business jet flights were 19% higher. January 2019 was as busy as any January in the previous decade, and January 2022 has seen 15% more activity.

Europe

Business jet activity in Europe eclipsed previous January records, recording 38,000 sectors, up 56% compared to January 2021, and up 10% and 13% compared to January 2020 and 2019, respectively. Naturally, the pace varied by country, with Spain (for example) slightly ahead, France on trend, and the UK and Germany well behind.

When it comes to business jets, France was the busiest business jet market in January, with 43% more demand than in January 2021, and 9% more than 2020. The UK leapfrogged Germany to rank as the second busiest market (flights within Germany trailed 13% behind January 2021).

16 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

Elsewhere, flights within Russia were down compared to January 2021, but were still up 52% compared to January 2019.

The current preference to fly smaller business aircraft remains, within Europe, currently, and the largest types – Bizliners and UltraLong-Range Jets – flew 46%, and 11% less than in January 2019, respectively.

North America

Demand for Business Aviation aircraft in North America during January also beat records. Over 321,000 business jet and turboprop sectors were flown, up 26% compared to January 2021, up 14% versus January 2020, and up 8% over January 2019.

The lighter end of the fleet was furthest ahead of pre-pandemic levels, with the Pilatus fleet 13% busier; Embraer aircraft 28% busier; Honda and Cirrus flight activity up by more than 200% compared with January 2019.

The larger aircraft fleets also flew more than ever, with January’s activity for Bombardier jets up 9% on prepandemic levels, and Gulfstream jets flying 17% more than they did two years ago.

Rest of the World

Business jet activity outside the busiest markets in North America and Europe was 11% higher than in January 2021.

Most of the impetus came from aircraft owners, with private flights up 21% over last year. By comparison, Charter activity was up 7% on prepandemic levels, but had cooled off since January 2021. Government activity was up 44% in January, compared to January 2019.

The busiest markets of China, Brazil, India, and UAE all saw more activity than in January 2019 but less than in January 2021. Business jet demand in China has been eroding for much of the last year, with this January 30% down on January 2019.

“Business jet demand was well ahead of the normal January low-point of the year, and the record margin increased towards the end of the month,” Richard Koe, Managing Director, WingX Advance summarized.

“This may reflect the remaining big gap in airline connectivity, and the ongoing concerns around Omicron.

More than ever, wealthy travelers are prepared to pay a big premium to have the flexibility and autonomy offered by business jet operators.” page 20 MI www.wingx-advance.com



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MarketIndicators.qxp_Layout 1 22/02/2022 09:53 Page 4

MARKET INDICATORS

AVBUYER.com

Table A

In-Service Aircraft Maintenance Condition & Marketability

Fleet Maintenance Condition $ Mil 5.40

5.177

5.20 5.10

$1.50 $1.40

F

M

A

Quality Rating

M

J

J

A

S

Maintenance Exposure

O

N

D

J

Quality Rating Trendline

Table B G650 ER 2.8% F7X 5.7% Boeing BBJ 5.8% Global 6000 6.9% F2000LXS 7.2% Learjet 70 7.4% Citation CJ4 10.6% Learjet 75 11.4% Citation Sovereign 14.0% Pilatus PC-12 15.4% Phenom 300 18.1% Citation Encore + 18.2% F2000EX EASy 18.8% Piper Meridian 19.1% CL-300 19.2% Citation XLS 19.4% Citation CJ2+ 19.6% TBM 850 22.7% F900EX 22.8% King Air B200, Post-2000 24.2% Citation CJ2 26.9% Caravan 208-675 27.5% Citation Encore 27.5% G550 28.6% Piaggio P-180 II 30.1% Hawker 4000 32.4% Citation Mustang 510 32.6% Caravan Grand 208B 34.2% Global XRS 34.8% Embraer Legacy 600 35.5% King Air 300 36.1% King Air 350, Pre-2001 36.4% F900B 37.5% King Air 350, Post-2000 38.1% GV 38.3% Learjet 60XR 38.5% Hawker 400XP 39.4%

Inventory Fleet Maintenance Condition

Buyers clearly focused on aircraft carrying low Maintenance Exposure in January.

• Quality Rating: Improved 0.6% in January to 5.177, following three consecutive 12-month low figures. The Rating represented a 3.3% reduction in Quality YoY, as the available assets remained within ‘Very Good’ territory.

• Maintenance Exposure: While the Quality Rating improvement signifies the listed fleet has fewer upcoming maintenance events, these will still be more expensive to complete. Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) increased/worsened 10.2% during the past two months, including 3% in January (8.8%, YoY), posting a 12-month high/worst figure.

Maintenance Exposure to Ask Price (ETP) Ratio

For January 2022, the ETP Ratio posted a second, consecutive all-time high (worst) figure, 82.1%. Keeping in mind the 12month high Maintenance Exposure, that result is not surprising.

Not all groups were negatively affected, but the figure statistically explains why the inventory fleet’s average Days on Market rose 11% during Q4 to a record-high 452. Clearly, some listed aircraft will continue to be operated by their current owners, absent a buyer who is seeking a disposable asset.

For anyone not familiar with the ETP Ratio, the statistic is a useful indicator of an aircraft’s marketability. It 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 Q4 2021, assets whose ETP Ratio was 40% or higher were listed for sale more than 59% longer (on average) than aircraft whose Ratio was below 40% (340 versus 541 Days on Market).

Nearly 52% of our tracked models, and 64% of all aircraft posted an ETP Ratio above the 40% mark.

Phenom 100 Citation X (MSG3) G200 Global 5000 Learjet 40 Citation Excel 560 Citation Ultra Citation CJ1 Caravan 208 King Air B200, Pre-2001 TBM 700A Premier 1A Hawker 800XP GIV-SP Hawker Beechjet 400A Learjet 60 Premier 1 Citation VII Hawker 1000A F50 Citation V 560 Citation VI King Air C90 Piaggio P-180 Learjet 31A Citation I SP 501 Hawker Beechjet 400 F20-5 GIV Hawker 800A CL-601-3A Citation II Citation III Learjet 55 Learjet 31 Learjet 35A Citation Bravo Hawker 125-700A GIII CL-601-1A

40.4% 40.6% 40.7% 41.0% 41.6% 43.8% 46.8% 49.1% 49.4% 56.4% 59.9% 62.6% 68.4% 69.2% 71.9% 76.5% 91.5% 97.4% 99.8% 100.8% 101.0% 105.0% 106.9% 109.0% 112.0% 114.9% 117.2% 119.6% 119.7% 120.4% 122.1% 131.9% 162.0% 185.0% 189.8% 204.5% 238.1% 293.4% 336.9% 384.1%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of January 31 2022

Market Summary

20 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

$1.60

5.30

January ended with a 16.1% reduction (142 units) to Asset Insight’s tracked business aircraft inventory. The 134 models that are tracked dropped to only 742 units for sale. The change equated to a 55.8% decrease from the peak number of assets listed for sale in June 2020…

Ask Prices for the listed fleet increased 5.8% in January as jet values climbed, even though the average remains down 12.3% year-over-year (YoY). The YoY average price decrease is not surprising if you keep in mind that availability consists of a heavily picked-over fleet.

Younger, lower-time aircraft (whenever they are listed for sale – many are selling without a formal listing), are capturing high transaction values thanks to numerous buyers competing for such limited assets.

Asset Insight’s tracked fleet posted a new record-low inventory figure in January, at 3.5%. If last January’s figure of 8.3% created

$1.58



page 24

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

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MARKET INDICATORS

Large Jets

Mid-Size Jets

Ask Price vs. Maintenance Exposure

Ask Price vs. Maintenance Exposure

$ Millions

$ Millions

$3.60

$15.02

$15.0

$1.33

$1.34 $1.32 $1.30 $1.28 $1.26 $1.24 $1.22

$3.50 $3.40

$13.0

$3.00 $2.55 $2.50

Jan-22

Dec-21

Oct-21

Nov-21

Sep-21

Aug-21

Jul-21

Jun-21

May-21

Apr-21

$2.00 Feb-21

Jan-22

Dec-21

Oct-21

Nov-21

Sep-21

Aug-21

Jul-21

Jun-21

Apr-21

$3.00 May-21

$9.0 Feb-21

$3.20

Mar-21

$11.0

Mar-21

$3.42

Asset Quality Rating

Asset Quality Rating

Scale -2.500 to 10.000

Scale -2.500 to 10.000

5.700 5.400 5.300

5.600

5.200

5.491 5.500

5.117

5.100

5.000 5.400

selection problems for buyers, the latest figure is bound to exacerbate them. From the June 2020 peak, inventory has now decreased for nineteen consecutive months, and nearly 56%.

As we noted last month, overall demand ended the year at a record-high 4.40, on our scale of 0.00 (lowest) to 5.00 (highest).

Airframe OEMs have stated their intent to increase production, but increases will be cautious, and will not truly impact total deliveries until 2023.

We expect demand to remain strong for the foreseeable future, keeping pre-owned availability low, and pricing higher – especially for younger, lower-time models.

Large Jets: Only 2.9% of the tracked 43-model fleet (an average of 2.21 aircraft per tracked model) was listed for sale at the end of January, compared to 6.9% in January 2021. That represented a 12.5% inventory decrease for the month (-21 units), and a 60.8% decrease since the June 2020 peak.

As with all groups in January, the Quality Rating for Large Jets improved, but the 1.2% increase was still below the 12-month average, and also 2.7% lower YoY. The group’s 5.491 Rating remained within the ‘Excellent’ range, although one should not confuse this figure, which focuses on maintenance, to mean that listed assets are excellent acquisition candidates. As we’ve stated many times, maintenance status is not directly related to aircraft age, nor does it account for the asset’s specification.

Maintenance Exposure increased 3.6% to a figure worse (higher) than the 12-month average, and it was also 10.8% higher (worse) YoY. After climbing 14.5% during Q4, Ask Price climbed another 15% in January to a 12-month high that was also 30.9% higher YoY. These pricing figures might seem impressive, but they were 24 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

Jan-22

Dec-21

Nov-21

Oct-21

Sep-21

Aug-21

Jul-21

Jun-21

May-21

Apr-21

Mar-21

Feb-21

Jan-22

Dec-21

Nov-21

Oct-21

Sep-21

Aug-21

Jul-21

Jun-21

May-21

Apr-21

Mar-21

Feb-21

4.900

insufficient to overcome the Maintenance Exposure degradation, thereby raising the ETP Ratio to 67.4% from December’s 65.7%.

Mid-Size Jets: Availability for Asset Insight’s 45-model tracked fleet decreased 22.5% (-52 units) during January 2022, receding more than 64% since the group’s 2020 peak figure. Inventory rested at 4.4% of the active fleet (3.13 aircraft per tracked model) compared to last January’s 10.1%. Demand has been very strong for this group, and by January’s end the inventory mix raised the Quality Rating 2.1% (although that was 4.5% lower YoY).

Scoring 5.117, the Rating kept the group squarely in the ‘Very Good’ range. With buyers opting for assets with lower Maintenance Exposure, that figure climbed (worsened) 2.2% to post a 12-month high number that was also 5.1% worse YoY. After closing out the year with a record-low Ask Price, the group’s figure improved 17.8% in January, but that was still 16.5% lower YoY, as well as below the 12-month average for Mid-Size Jets.

After closing out the year at a 12-month high of 83.6%, the group’s ETP Ratio for January improved to 82%, making the majority of listed assets far from sellable at a value-based price.

Light Jets: On average, approximately eight aircraft units were available for each of Asset Insight’s 29 tracked models when January ended, and the listed assets amounted to only 3.4% of the active fleet (less than half of the 8.9% accessible this time last year). The month saw total availability drop 10.1% (-27 units) bringing the figure nearly 56% below the June 2020 peak.

The group’s Quality Rating improved a nominal 0.6% but, at 5.052, remained just within ‘Very Good’ range, but was also 3.1% worse YoY. Maintenance Exposure increased (worsened) 2.2% to equal the group’s 12-month average, but the good news was a www.AVBUYER.com

MarketIndicators.qxp_Layout 1 22/02/2022 09:57 Page 6

AVBUYER.com

Light Jets

Turboprops

Ask Price vs. Maintenance Exposure

Ask Price vs. Maintenance Exposure $ Millions

$ Millions

$1.80 $1.70

$1.10

$1.75

$1.00

$1.65

$0.60 $0.57

$0.99

$1.60

$0.55

$1.50

$0.90

$1.55

$0.80

$1.45

$1.40 $0.50 Jan-22

Dec-21

Nov-21

Oct-21

Sep-21

Jul-21

Aug-21

Jun-21

May-21

Apr-21

Mar-21

$1.46 Feb-21

Jan-22

Dec-21

Nov-21

Sep-21

Jul-21

Aug-21

Jun-21

May-21

Apr-21

Mar-21

Feb-21

Oct-21

$1.34

$1.30

Asset Quality Rating

Asset Quality Rating

Scale -2.500 to 10.000

Scale -2.500 to 10.000

5.300 5.200

5.200

5.046 5.100 5.100

5.052 5.000

Turboprops: Offering more than 9.7 aircraft for each of the 17 tracked models, availability might appear to be good in the Turboprop category, but that figure equates to only 3.1% of the active fleet (it stood at 6.3% in January 2021). December saw listed assets decrease 19.3% (-42 units), equating to a 32.8% drop from the June 2020 peak.

Sales of higher quality units were patently evidenced by both the Quality Rating and Maintenance Exposure figure worsening.

The former decreased 1.5% (3.3% YoY) to a figure below the 12month average, but, at 5.046, managed to remain within ‘Very Good’ territory.

Maintenance Exposure increased (worsened) 2.9% for the month, and 11.7% YoY, to a value that closed in on the 12-month

Jan-22

Dec-21

Nov-21

Oct-21

Sep-21

Aug-21

Jul-21

Jun-21

May-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

high (worst) figure. As preferred assets continued to vacate availability, Ask Price for the remaining listings decreased 8.6% to a 12-month low that equated to a 7.9% drop YoY. Not surprisingly, all these changes negatively impacted an ETP Ratio that had, for months, barely exceeded the 40% excessive demarcation point. January’s 49.1% Ratio was the group’s 12-month high figure, and considerably worse than December’s 42.7%, but still poses limited concern for most sellers, who continue to hold the better hand.

MI www.assetinsight.com ❙

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/

www.AVBUYER.com

Apr-21

Feb-21

Jan-22

Dec-21

Nov-21

Oct-21

Sep-21

Aug-21

Jul-21

Jun-21

May-21

Apr-21

Mar-21

Feb-21

YoY improvement (decrease) of 1.9%. Following December’s 12month low figure, Ask Price rose a mere 0.3%, leaving it 22.2% lower YoY. The overall impact to the ETP Ratio was positive, but at 111.6% the figure equates to $1.5m of embedded maintenance (Maintenance Exposure) per aircraft, based the group’s $1.34m average Ask Price. Such figures are unlikely to generate enthusiasm among savvy buyers.

Mar-21

4.900

5.000

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Market Insights.qxp_MARKET INSIGHTS 23/02/2022 08:59 Page 1

MARKET INSIGHTS

Satellite Comms Market: What’s the Latest?

Satellite communications is a fast-evolving sector within Business Aviation. Matt Harris caught up with Satcom Direct’s Chris Moore to discuss the latest developments and ask him about his predictions for the market…

C

elebrating its 25th anniversary this year, Satcom Direct is founded on an understanding of ‘the value of time, and the importance of maximizing it’. In accordance with that founding principle, the company has developed a range of cutting-edge technologies that enable connection, wherever a business aircraft is located.

Today, it provides communications solutions aboard more than 7,000 aircraft.

Harnessing a powerful combination of tools, Satcom Direct is industry-renowned for its consistent, reliable connectivity across the globe. A portfolio of proprietary software, hardware, terrestrial infrastructure, cybersecurity solutions, and award-winning customer services enable the company to offer tailored data services for each individual business aircraft customer’s mission.

In addition, the company delivers educational resources that range from simple entry-into-service workshops, right up to certified qualifications for aviation IT professionals and cabin crew.

According to Chris Moore, President of Satcom Direct, “The aim is to enhance the passenger experience, improve operational efficiencies, and give back precious time by providing connectivity solutions beyond all expectations.”

An experienced, dynamic, board executive with an engaging personality, Chris has contributed to the success of various renowned satellite, software, and aerospace organizations, by recognizing and maximizing commercial opportunities and applying strategic knowhow to optimize positive outcomes.

With 18 years’ experience in the global telecommunications and IT business space, his career began in product

28 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

management for Westcon, and, more recently, he served as Vice President of Sales at Horizon Mobile, as Vice President of Sales for Trading Apps, and Global Sales Director of Inmarsat for the aeronautical, maritime, land and government markets.

Chris has been with Satcom Direct since 2012, having originally joined as Vice President of Satcom Direct International. He enjoyed significant success in expanding the global footprint leading to a move to Satcom Direct’s World Headquarters in Florida in 2016, and promotion as the company’s President.

AvBuyer caught up with Chris Moore to get his, and Satcom Direct’s, perspectives on the Business Aviation satellite communications market today…

AvBuyer: With all of the incredible developments in cabin connectivity over the past decade, what is demand like from business jet users currently? Does it continue to increase, has it plateaued, or is it trailing off?

CM: Demand for connectivity for the business jet sector continues to grow at a rapid pace and has increased exponentially in the last few years. Customers expect the same connectivity experience at 40,000 feet as they have in their office or home, and with many more data-hungry apps being used, the data transmission rates are soaring.

With Covid driving increased use of business jets, and as more passengers are travelling, so the demand for data, and the applications it supports, is increasing. An aircraft will often transform from an office to a home environment, so will require connectivity that reliably and consistently supports work and leisure time.

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Market Insights.qxp_MARKET INSIGHTS 22/02/2022 09:14 Page 2

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In addition, aircraft are becoming digital platforms that are active from the moment they leave the OEM production line, so creating a digital heritage of the aircraft performance from its origin. The accuracy of this information supports asset value retention as it drives more efficient operations, more effective maintenance, and to-the-minute aircraft cycle times.

Data is becoming the heart of aviation, and the ability to aggregate, collate, analyse, and interpret it will change the aviation landscape for the better. We anticipate that this appetite for data consumption will continue to grow.

Though traditionally connectivity has been the domain of the Large Jets, we predict all sizes of aircraft will eventually require data connectivity. Over the next two years we expect greater demand from the smaller jet segments for the same levels of connectivity – and that is a significant market which is currently limited in its connectivity options.

AvBuyer: Tell us about some of the exciting developments in Satellite Communications relating to Business Aviation, as you see it. How will these change things for users of private aircraft going forwards?

CM: First, there’s third-party integration. Business Aviation is a highly regulated sector with industry standards defining operations. However, standards for connectivity are still in development. Yet we are seeing a convergence of products as the silos that once segregated products and services are being broken down.

Connectivity is about so much more than just communications, and we anticipate that the ability to simplify third-party integration into flight operations systems will add

www.AVBUYER.com

significant value to the Business Aviation supply chain.

Enabling access to, and synchronising information for, all members of a flight department operation will become more enhanced as decisions are made using accurate information.

This may be in the form of a pilot using risk assessment software to plan a flight, and making modifications to flight plans as a result of the real-time data provided. It could involve the integration of a financial module that supports better budgeting and spend management. Or it could be as simple as automatically filling out accurate-to-the-minute preand post-flight logs.

This simplifies and enhances all areas of the flight operation, improves safety, and supports asset value retention.

We will definitely see more integration and removing of silos between company departments during the next five years Second, as more satellite networks come online and the technology continues to advance, data transmission speeds will continue to increase. This is always high on the demand list, and will eventually support IoT (Internet of Things) functionality.

Satellite constellations are being updated, with new satellites being launched into LEO, MEO and GEO orbits. This will have the dual effect of providing more bandwidth for more aircraft, and eventually reducing the black spots that currently exist, ensuring more consistent connectivity globally.

Third is new hardware. For example, the SD Plane Simple Antenna systems represent a giant step forward in providing connectivity to more aircraft types around the world, and we anticipate that there will be further developments in the hardware and software sectors. As we know, aviation is highly regulated. Every time a new piece of equipment is introduced to the market it needs to be certified.

Looking to the future, we expect the upgrade path not to be hardware-dependent, but instead software-led, as the satellites enable upgrades through software. We’re very excited about the connectivity this will deliver to a much broader segment of the Business Aviation sector. A simple software upgrade will make life so much easier, reducing installation costs for the end-users.

And fourth, artificial Intelligence (AI) and machine-reading technology will enrich the value of data, as collected data is optimized using machine learning and AI algorithms to deliver vital information to crew, maintenance teams, and flight departments to further streamline flight operations.

AvBuyer: It’s difficult to ignore the arrival of 5G later in 2022.

Offering higher data speeds and lower latency, how can private jet owners provision their aircraft to start receiving the benefits of 5G? Is this likely to require significant cost and downtime when MRO shops are already in heavy demand?

CM: 5G is an interesting subject, as there is clearly concern about how it will work with aviation. There’s no question that 5G is going to be massively beneficial to terrestrial connectivity as it will enable greater speeds per device, and will support the massive growth of IoT devices.

Cellular connectivity has always been a key component of aircraft connectivity, and we do not see that changing. Though we’re seeing an increase in the adoption of satellite



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AVBUYER.com

connectivity, we’re also seeing an increase in how that connectivity is being utilized.

The cellular connection will be valuable for continuing to manage data on and off the aircraft while it’s on the ground.

That said, it’s unlikely that we’ll see an influx of products specifically geared around 5G. At Satcom Direct, we’re looking at options for upgrading the cellular radios within our router product lines to see if we can incorporate 5G capabilities without needing additional LRUs to be installed.

AvBuyer: It seems there are still some questions and concerns about 5G and aviation – i.e. the potential for 5G to interfere with some systems aboard the aircraft. How real would you say these are?

CM: It’s important that all of these are properly vetted to ensure that safety of flight is never compromised. There’s nothing more important than the safe carriage of an aircraft’s passengers and crew. While we think there will ultimately be a solution that allows 5G service to operate safely on Business Aviation aircraft, we support the need to fully test for any potential impacts.

Our expectation is that our next generation hardware will include 5G service, but for now we’re closely monitoring the situation.

AvBuyer: Ultimately, how do you see demand for 5G equipage playing out among Business Aviation users this year, and over the short- to mid-term?

CM: That’s very regionally-dependent. If the on-board satcom system is fulfilling the needs of the passengers and crew, and is available gate-to-gate, then the need for 5G is reduced. In that situation, the cellular system will likely be used more for operational and maintenance purposes, where the increased capabilities of 5G are less critical.

Yet, in many parts of the world, that scenario is not always an option. If the satellite coverage is limited, or if the regulators do not allow for ground operations of the satcom, then 5G may be critical in meeting the ever-increasing demands of the aircraft connectivity.

In the mid- to long-term, however, even the operational needs of the aircraft are going to increase as we strive to provide more data to ground systems, and 5G will become a necessary component of the aircraft.

AvBuyer: Another vital element of cabin connectivity in Business Aviation concerns cybersecurity. Is this an area you believe is still misunderstood by private jet owners and operators today?

CM: With the increased amount of data being transmitted, and the growing digitization of Business Aviation, it is really just a matter of ‘when’, not ‘if’, an aircraft experiences some form of cyber-event. There is definitely a clear and present danger.

Awareness within Business Aviation is improving, but with more entrants coming into the market since the start of the pandemic the need to highlight the importance of cyber

30 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

“In the mid- to long-term, however, even the operational needs of the aircraft are going to increase as we strive to provide more data to ground systems, and 5G will become a necessary component of the aircraft.”

resilience is still very much on the agenda.

Satcom Direct has promoted the need for cybersecurity for many years, offering a suite of cybersecurity services, from simply conducting site assessments and making recommendations to a flight department, through to advanced encryption which effectively cloaks the aircraft with its own Virtual Private Network, and at the highest level transmitting data through our own infrastructure which routes encrypted data to and from the aircraft without ever touching the public internet. This enables the application of corporate cyber protocols.

Protecting in-flight data requires an understanding of the dynamic nature of the cybersecurity landscape, and necessitates visibility into flight operations. This needs to be coupled with the right technologies, policies, procedures, and controls to implement solid security management systems.

Operators need to discuss all these elements with their connectivity provider to reduce risk. The in-flight connectivity must be paired with a robust, secure ground infrastructure that can support secure connectivity solutions.

The industry is definitely more aware than it was, but we will continue to work with our customers, and encourage the associations to work with their members to support cyberresilience. It is not something that can, or should, be ignored.



www.AVBUYER.com

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Market Insights.qxp_MARKET INSIGHTS 23/02/2022 15:45 Page 4

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SATCOM DIRECT'S PLANE SIMPLE ANTENNA INSTALLED IN A PRIVATE JET TAIL

AvBuyer: Finally, Satcom Direct offers a wide range of services and solutions to ensure business aircraft owners and operators have the level of connectivity they need. What are you most excited about as a company for 2022?

AvBuyer: Given the ever-changing threat from hackers, how can owners and operators of business aircraft stay on top of their own cybersecurity efforts?

CM: Since cybersecurity is always evolving, flight departments need to remain ever vigilant. As the saying goes, a chain is only as strong as its weakest link. You could have the best firewalls in place, but all it takes is for someone to click a link and bypass any security protocols you have in place.

Annual training, cyber assessments and audits are the only way to stay ahead of the curve. This is why Satcom Direct has created a cyber course geared towards flight operations, based on the challenges we’ve seen. While we are constantly investing in hardware and software improvements, training remains paramount.

CM: As we mark our 25th year in business, we’re thrilled to have qualified the first antenna in our Plane Simple Antenna series this January. Our aim with this antenna system is to provide the industry with a single resource for all Business Aviation connectivity needs; reduce the complexity of the connectivity acquisition process; and future-proof the connectivity investment.

In a nutshell, we are making the connectivity process ‘Plane Simple’.

The entry into service of the first of these antennas represents a major milestone for Satcom Direct, bringing all our services together in a modular way to support future-proofing the full potential of airframe connectivity.

The Plane Simple terminal consists of just two LRUs – the antenna and an SD modem which sits in the unpressurized part of the fuselage. This enables minimally invasive installation, which in turn leads to a seamless upgrade path as the customer requires change.

Our first terminal is compatible with the multi-layered Intelsat FlexExec Ku-band service, which supports the creation of flexible, high-performance plans to provide more aircraft owners and operators with improved access to broadband connectivity designed to meet their specific operational needs.

This game-changing approach supports asset value retention with its ability to be adapted to mission needs.

This first-of-a-kind terminal is designed specifically for Business Aviation – it has not been repurposed from existing technology. It’s smaller than most antennas, and any aircraft with a tail that can support the 12-inch antenna will benefit from high-speed data transmission when equipped.

While we saw a more immediate gap in the Ku-band tailmount terminal market, and our initial focus is working with the Intelsat FlexExec Ku-band network to ensure consistent reliable data all around the globe for our clients, there are common building blocks which protect the aircraft owner’s investment when it comes to connectivity upgrade pathways.

It is also band-agnostic, so can transition between Ka- and Ku-band with simple modification.

We believe the introduction of these premier connectivity services, delivered by cutting-edge technology solutions, is groundbreaking for the industry. The investment in the hardware series satisfies the broadening Business Aviation sector’s appetite for flexible, reliable, high-value connectivity solutions. We are very excited about the potential it’s bringing to the market.

More information from www.satcomdirect.com ❚

MATT HARRIS is commissioning editor for AvBuyer. He is an experienced General and Business Aviation journalist and has edited a variety of titles across the last two decades. These include AvBuyer, BizJet Advisor and GA Buyer Europe. https://www.linkedin.com/in/ matthew-harris-avbuyer/

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BUYING & SELLING AIRCRAFT

Aircraft Buyer Questions, Part 2: Building Budgets Those wanting to reap all the benefits Business Aviation offers will need to set up a budget before buying their airplane. With plenty of benchmarking, analysis, and research needed, René Armas Maes shares some pointers…

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stablishing the budget that will optimize the benefits of aircraft ownership requires an in-depth process. The difference between buying the right business jet and the wrong one could be millions of dollars – so it’s important to know where to start…

Before you can establish your aircraft ownership budget, you’ll need to benchmark the group of aircraft that you identified can fulfil your Trip and Mission profile (AvBuyer, February issue, 34 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

p36). Most likely, these will fall within the same cabin segment.

Is Purchase Price Everything?

Determining your ideal price range in advance for the aircraft you’re buying is a good idea, and helps funnel the higher-priced aircraft out of the equation. In the case of pre-owned aircraft, that could preclude more expensive, newer aircraft, helping determine an age range you should ideally be considering. www.AVBUYER.com

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CHART A: Direct Operating Cost vs. Range Analysis

SOURCE: CONSULTANT ANALYSIS

Although a pre-owned aircraft might meet the required price sticker and mission requirements, it is still important to consider whether a factorynew aircraft could provide more value.

For example, a new aircraft will have a lower maintenance cost, with various maintenance items covered by the warranty. And it is likely to have a stronger residual value at the time of resale. Clearly, there is far more to consider than purchase price alone, and price should always be viewed in parallel with value.

How can you Weigh the Direct Operating Costs?

In addition to the acquisition cost, consider the annual operating budget you can afford, and check what the estimated Direct Operating Cost per hour is for each of the aircraft on your shortlist.

This way, you can tell which of the aircraft meet your intended operating budget, removing the candidates with higher Direct Operating Costs from your shortlist.

You will need to establish how many hours you expect to fly annually in order to prepare a yearly www.AVBUYER.com

operating budget. Other metrics should be factored, too, such as the ‘cost per seat mile’, and the total variable and fixed costs of ownership, per flight hour.

Let’s consider a key cost performance indicator of Business Aviation when it comes to evaluating multiple aircraft options for budgetary purposes: A Direct Operating Cost (DOC) versus Range analysis will allow potential owners to understand where an aircraft sits among the comparative aircraft on the market.

Ideally, buyers should focus on one specific cabin segment, though Chart A (above) shows various cabin segment options with the aim of providing cost visualization across multiple categories. (The DOC data within the chart is from AMSTAT, and includes maintenance and engine costs, and miscellaneous trip expenses. It assumes a fuel cost of $4.25/gal.)

Considering only the Super Mid-size Jet segment, Chart A shows that the Cessna Citation Longitude offers the lowest variable cost within its cabin segment, compared to the Gulfstream G280 and Bombardier Challenger 3500.

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BUYING & SELLING AIRCRAFT

CHART B: Price vs. Range Analysis

SOURCE: CONSULTANT ANALYSIS

Price Versus Range

Another metric, a ‘Price versus Range’ analysis, will allow potential owners to better understand the different OEM price points, as highlighted in Chart B (above).

Within the Super Mid-size Jet segment, the Gulfstream G280 is shown to cost $24.5m (2021 price) – the lowest price in this field. Chart A showed the Citation Longitude had the lowest DOC per hour, whereas Chart B shows it costs $5m more than the Gulfstream G280.

This is a key budgetary information to be considered when running multiple financial scenarios, and benchmarking your options side-byside.

Another key metric to consider, by cabin segment, will be the cost of fuel per hour. Typically, fuel represents between 30% to 42% of the total variable cost per hour, and is the largest variable cost before maintenance and engine costs.

In Conclusion…

While the DOC and purchase price are key indicators when evaluating an aircraft acquisition, other metrics need to be considered if you are to establish which aircraft provides the highest return on investment.

Residual values, productivity index, and other KPIs – including cabin volume, maximum payload, fuel cost versus range, and more – will all combine to make one aircraft on your shortlist stand out above the others.

For those in the market for a factory-new plane, the level of warranty, service, and technical support offered by the OEM need to be factored into the equation, too.

And, finally, aircraft amenities, cabin technology, financing package, and delivery timeline (in the case of new aircraft) need to be considered as part of any purchase decision, and will be discussed in future articles within this series. T

RENÉ ARMAS MAES is vice president, Commercial at Jet Link International LLC and an international consultant with a broad experience in business aircraft sales. He has developed multiple analyses and studies for a number of US Fortune 500 companies and Venture Capital firms, and participated as keynote speaker at a number of business aircraft conferences. https://www.linkedin.com/in/ren%C3%A9-armas-maes-4935b842/

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BUYING & SELLING AIRCRAFT KEN ELLIOTT has more than 50 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.

Buying a Plane?

Important Avionics Considerations Ken Elliott delves into business aircraft transactions from an avionics perspective, highlighting some important considerations for buyers... hile the tight market for new and preowned business aircraft remains, buyers may not find the exact aircraft meeting all of their needs and desires, including the avionics installed, the interior, the paint, and more.

Focusing on avionics specifically, there is a strong likelihood that something will need to change, be added, or be upgraded during a transaction. It would therefore be helpful for buyers to know what the key areas are to focus on, both before and during a purchase.

There are two aircraft zones for avionics: Cockpit and cabin. Understandably, the cabin attracts the most scrutiny from the buyer, simply because the passenger experience is crucial. Underlying that experience, though, is the ability of the aircraft to complete the mission, which partially depends upon the workings of the cockpit.

As with any purchase, being a savvy buyer makes all the difference.

Being somewhat educated on the aircraft industry, or trusting someone to represent you, will allow for an easier aircraft search and a smoother purchasing process. It is not possible to be knowledgeable of the

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whole industry, but it is possible to focus on specific aircraft classes, quickly grasping the important buying information.

The Avionics Basics

From an avionics perspective, the basic systems are similar across all versions of business jet and turboprop, except for specific requirements covering transcontinental and regional flight routes, as well as operating certification classifications, such as Part 135 v 91/91K. Separately, smaller jets and most turboprops are certified for production and equipage under Part 23 (Normal Category), and larger aircraft are certified under Part 25 (Transport Category). The requirements of the avionics differ in design and operating requirements, but surprisingly the features offered by Part 23 avionics can often exceed those of Part 25.

As a buyer you will quickly note that the avionicssuite providers can be counted on one hand, to include Collins Aerospace, Honeywell Aerospace, Garmin, and Universal Avionics.

Many other providers exist who either do not manufacture the primary suite of avionics, or whose suites are not available as Part 25 versions. www.AVBUYER.com

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The manufacturers of aircraft (OEMs) will typically select the same avionics provider for their different models, but occasionally have been known to switch at least some avionics during production runs.

Looking at the major aircraft OEMs and their current aircraft, you will notice how the primary avionics are shared between three providers: • • • • • • • •

Bombardier – Collins Aerospace & Garmin Gulfstream – Honeywell Aerospace Dassault Falcon – Honeywell Aerospace Embraer – Collins Aerospace Textron Cessna – Garmin & Collins Aerospace Textron Beechcraft – Collins Aerospace Pilatus – Honeywell Aerospace HondaJet – Garmin.

When it comes to pre-owned aircraft, the field can look quite different. In general, the older the airframe is, the more likely the avionics will be a mixture of different products. For example, Garmin offers suite upgrades to aircraft that have different existing products. www.AVBUYER.com

Worth special mention here, and listed above as a major provider, is Universal Avionics. Originally, Universal specialized in Flight Management Systems (FMS) but has evolved by growing into flat panel displays, and now, as an Elbit Systems company, provides advanced low-vision solutions.

While not employed as a standard platform for any of the major aircraft manufacturers, Universal Avionics can be found in many pre-owned aircraft cockpits, and is highly regarded.

All the major avionics providers produce reliable avionics support, and offer approved service centers located around the world.

Aircraft Buyer Avionics Pointers

As a buyer and future operator of an aircraft, look out for the following: •

Standard factory warranty period remaining, and if the seller has extended the avionics warranty: Most avionics providers have extended warranty programs that apply specifically to their equipment, but not the aircraft or installation.

These are optional, so prospective aircraft buyers should check on this.

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BUYING & SELLING AIRCRAFT

“Focusing on avionics specifically, there is a strong likelihood that something will need to change, be added, or be upgraded during a transaction.”

•

•

Obsolescence of legacy systems: This could be anything from Cathode Ray Tube (CRT)-based cockpit displays to Cabin Management Systems.

Buyers should ask for a current equipment list of all the avionics, and run it by a trusted avionics shop to see what is close to retirement, or what is likely to require an upgrade soon.

Part numbers needing an upgrade: There is a subtle nuance of avionics in which you can have the same identical product but with different part numbers or software revision versions. Although all the equipment perform the same basic functions, part numbers and levels of software are a clue to the options available, additional functional capability, operational capability and upgradeability. While all of these are important, worth further mention are: a)

Operational capability – where the product may work perfectly well for where the aircraft operated for the seller but lacks the function necessary for where the buyer needs to operate. This could be moving from domestic to international flying; or from being based in

the US to Europe; or flying into runways where the buyer needs advanced Navigation capability. b)

Upgradeability – when for sale, if there’s an instance that a product in the aircraft has never been upgraded since delivery and is no longer able to be upgraded, the buyer could need to replace it to meet new mandates or operational changes.

In both cases, the existing part number and software status will inform the avionics shop whether the aircraft has outdated equipment, and the shop can then advise what it will take to resolve.

While most equipment lists provide model numbers and not part numbers, fortunately an additional review of the aircraft logbooks and flight manual should help the shop discover the necessary information.

During a pre-purchase inspection (PPI), there should be a review of the aircraft documents — including logbooks and flight manual — where the inspection should reveal part numbers (and possibly software status) that can be checked by an avionics shop. 

READ THE WHOLE ARTICLE ON AVBUYER.COM, INCLUDING: • Avionics considerations during the Pre-Purchase Inspection (PPI), and • How to take advantage of the PPI to upgrade the aircraft’s avionics before taking delivery.

LINK TO THE FULL ONLINE ARTICLE VIA THIS QR CODE HOW TO SCAN A QR CODE: Most smart phones have a QR reader on their camera.

If not, you can download one for free from the Play/App Store.

Open the QR Code reader or camera app on your phone. Focus your device on the QR Code so it's clearly visible on the screen. Once scanned, follow link to web address, as prompted.

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Ownership 1.qxp_Finance 22/02/2022 11:19 Page 1

OWNERSHIP

In-House Flight Ops? Set Up for Success (Part 1) When a business airplane owner flies more than 250 hours annually, the economics tend to favor an in-house flight department. If that describes you, and you’re seeking to establish your own flight operations, René Armas Maes shares tips on setting up for success…

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aintaining an in-house flight department provides aircraft owners with the best levels of flexibility, security and control over their aircraft’s operation. But with these benefits comes responsibility for all aspects of the operation, including the paperwork and regulatory compliance.

When planning to buy a business aircraft the options are simple: Either you control the process, or you let someone else (i.e. an aircraft management company) do it for you. Both options offer pros and cons, as discussed previously in ‘Flight Department or Management Company: Which is Best?’ (AvBuyer, January issue, p76).

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Should you decide the pros of operating an in-house flight department outweigh the cons, you’ll want to set up correctly, right from the start. Here’s how…

Budget, Aircraft Selection & Timeline

Begin by establishing the operation’s annual budget, including the number of hours to be flown, the typical mission length, and estimates of the hourly variable and fixed costs, including fuel and maintenance costs.

There are several software solutions available to help analyze fixed and variable cost data. According to AMSTAT, for example, a 12-year-old pre-owned Dassault Falcon 7X, capable of flying 6,000 nautical miles, sells for approximately $16m. www.AVBUYER.com

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AVBUYER.com In addition, flight crew salaries and benefits for two pilots are estimated to be $335k, annually, and recurrent training is $105k annually. Annual hangar and office rental are estimated at $38k (varying, depending on airport location), while hull and liability insurance costs $45k, maintenance tracking and subscriptions are $40k, and navigation charts and aviation weather services all bring the total annual fixed costs to approximately $575k.

At an assumed $5 per gallon, fuel costs also need to be factored, along with maintenance costs, engine upkeep, and miscellaneous trip expenses, which accumulate at approximately $4,900 per hour. For the flight operation requiring 250 flight hours per year, the annual budget for that 12-year-old Falcon 7X comes to almost $1.8m, or $7,160 per hour, excluding any financing costs you may have agreed in order to purchase the aircraft.

The costs vary, of course, depending on the size of aircraft you’re considering. For example, a brand new 3,500nm Super Mid-size Citation Longitude costing almost $30m (2021 prices) has fixed costs estimated to be in the region of $336k per year, and $3,132/hour.

Assuming 250 flight hours per year, the annual budget is close to $1.1m, or $4,476 per hour.

If whole aircraft ownership is the chosen avenue, you should compare suitable aircraft, including preowned versus factory-new aircraft options.

While pre-owned aircraft can seem the more affordable option, and in many cases they are, OEM warranties and other benefits associated with a new aircraft should be factored into the analysis.

Factor depreciation into your budget, too, and estimate the resale value of the aircraft (if it is wholly-

owned). For this, you will need to have a plan for how long you will own the aircraft before selling it, and upgrading.

The budget should be comprehensive, projecting costs as far in advance as three to five years. Similarly, the budget should be reviewed at least twice yearly.

Finally, what do you need the aircraft to do? In addition to range and payload requirements, what level of comfort and equipment do you need for passengers and crew in the cabin and cockpit? It’s important to get this right so that you don’t buy too large, or too small for your operation (an expensive error to make), or require unnecessary downtime and expense upgrading your jet.

New to Aircraft Ownership?

As part of setting up a new in-house flight department properly, you will have two options. Besides whole ownership, an operating lease may suit a first-time aircraft owner. This way, you can start lean, while you learn the ropes of aircraft ownership (new or preowned).

Within the context of your own flight operation, this is likely to be a dry lease, in which the aircraft will be supplied without flight crew or management services.

It will therefore be your responsibility to contract pilots, as required, to run your operation.

Organizational Structure

Your operation can hire a third-party company to recruit personnel, if necessary, including the flight crew. And similarly, compensation and payroll can be offered through a third party. If you hire internally, though, plan to provide workers’ compensation,

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CHART A: Organizational Structure of a 1-2 Aircraft Flight Department

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OWNERSHIP

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including benefits such as a retirement plans, health insurance, and remit payroll taxes.

Managerial and/or technical qualification requirements for flight department personnel will vary, depending on the type of operation and aircraft.

To set your operation up to succeed, it should be staffed with full-time, dedicated employees, including a Director of Operations/Chief Pilot; Director of Safety and Quality Assurance; Director of Maintenance; and a Chief Cabin Attendant. The larger the operation, the more pilots, maintenance personnel, and flight attendants will be needed (see Charts A (previous page) and B, above).

qualified pilot who can take care of flying and basic maintenance tasks and upkeep.

For more remotely-located flight operations at airports with fewer (if any) dedicated maintenance facilities on site, hiring a Director of Maintenance/Mechanic makes good sense. Likewise, if shipping spare parts to your home airport will be difficult, due to location, consider having a minimum stock of critical parts on site.

To help operate with a lean management structure, supplemental contractors (i.e. contract pilots) can be hired to meet specific peak demand times, or cover sickness and vacations.

Chief Pilot: The person you hire as your Chief Pilot should not only have enough hours on the aircraft type, but also have experience of recruiting personnel and managing assets like aircraft and the related ground equipment.

The candidate should be qualified to assist with aircraft selection, pre-purchase inspection, and manage the department expenses (including contracts, maintenance, and travel experience).

And Don’t Forget…

Director of Maintenance: Hiring a suitable Director of Maintenance (and licensed mechanics) boils down to how remote your intended operation base is. For example, if your home airport offers maintenance capabilities for your aircraft type, you may elect not to hire a dedicated mechanic, instead hiring a

Processes and procedures will need to be implemented, including Standard Operating Procedures (SOPs), or standardization rules to enable a professional operation, and a Safety Management System (SMS), Risk Mitigation Plan (RMP), and more.

As in any other business, and for any industry, the success of your flight department will depend on finding, attracting, and retaining the right people with the right qualifications and soft skills to operate the right tool(s).

Next time, we will focus on facilities, infrastructure and training, safety and quality assurance, start-up costs, sustainability, and how to measure flight department success. 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.

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C&L Aviation February.qxp_Layout 1 23/02/2022 11:06 Page 1

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OWNERSHIP

AVBUYER.com

How to Budget your Operating Costs The ongoing costs of running a business aircraft should factor in the budget of any aircraft owner. But what comprises the operating costs of an aircraft, and how can owners control these? Dave Higdon provides some basic tips…

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imply put, a potential aircraft owner needs to know the operating costs of an aircraft in order to budget adequately, both on an hourly and annual basis.

Understanding the costs will also help anticipate where expenses are likely to increase or decrease over time, thus helping owners build and maintain medium-term operating budgets.

There's no substitute for knowledge in Business Aviation, and even the seemingly predictable elements of business aircraft ownership should be revisited, and reexamined. That’s because even items labelled as ‘fixed’ costs can change over a period of time.

Determining which ownership costs are ‘fixed’ and which are variable is essential to successful aircraft cost management. If you are a potential aircraft buyer or operator, knowing these can help determine whether an aircraft is affordable.

An aircraft’s fixed costs for a period remain the same no matter how many hours the plane flies. However, the ‘cost per unit’ of a fixed cost will increase (or decrease) depending on the level of activity of the airplane.

For example, if one of your fixed costs is insurance, you will pay the same rate irrespective of how much the airplane flies each year. If your insurance costs $1,200 per year, and

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you fly the airplane for 100 hours annually, your hourly insurance cost is $12 per hour, whereas if you fly the airplane 200 hours annually, then your insurance could be interpreted as $6 per hour.

Conversely, fuel – a variable cost – will increase with additional flying, or decrease if the aircraft flies less. And that doesn’t factor the swings in fuel costs per gallon (or liter).

What are the Fixed Costs?

Fixed costs can be identified relatively easily as those which don't change with the number of hours flown. Often, they’re covered with a single payment. Examples of fixed costs include: • Aircraft financing (whether it’s on a lease or loan payment basis) • Insurance • The cost of books, charts, and materials • Hangar rental • Taxes and FAA registration fees • Aircraft accessories • Crew salaries (assuming a fixed annual salary).

Adding all of these costs up can help identify the hourly costs of flying the company jet or turboprop. Add the www.AVBUYER.com

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individual numbers and divide the total by the number of hours you anticipate flying to calculate the fixed cost of operation per hour.

Variable Costs

As already mentioned, the other number that factors into aircraft ownership, the variable costs, will fluctuate depending on annual usage, and market forces. Variable costs generally include fuel and oil, maintenance, catering, crew expenses, carbon offsets, cleaning services, and cabin upkeep.

Though they fluctuate, there are strategies that can be utilized to help make the variable costs more predictable/controllable.

For example, let’s assume your business jet consumes 300 gallons of fuel per hour. If the average cost of fuel was $4.50 per gallon, the hourly cost of fuel would be $1,350. That would equate to $3,375 for a 2.5 hour one-way flight, and $6,750 for the round trip (five hours flying). For the company flying 200 hours over the course of a year, the cost of fuel would calculate as $270,000.

Of course, that annual fuel cost calculation assumes the same $4.50 price, per-gallon, throughout the year, which is wishful thinking at best. That’s where research into airport fuel prices plays a role. The one way to control the varying fuel cost is fuel cards or fuel accounts with specific FBOs at specific airports that will ensure a price as close to the projected $4.50 as possible. (Read more about Fuel Cards on p?? of this issue.)

Similarly, maintenance costs can be made more predictable with enrolment onto an hourly maintenance www.AVBUYER.com

program covering the engines, and perhaps the avionics and MPUs, too. These programs require an hourly fee to be paid into an account, based on the number of hours you fly, which accrues towards coverage of maintenance events.

Some of these programs, offered by the engine and avionics OEMs or by third-party providers, give single, comprehensive levels of coverage, while others have different levels, ranging from basic through comprehensive. The more comprehensive coverage you purchase, the fewer maintenance variables there will be.

Meanwhile, staying proactive in shopping for the best insurance price (and the many of the other variables) helps control the costs of operating the company jet.

‘Knowledge is power’ as they say. That’s certainly the case when it comes to understanding and controlling your aircraft’s operating costs.

Only by understanding the fixed and variables, benchmarking the normal costs, can you work towards shaving costs off your fixed operating costs, while controlling the variables. Only then can you fly confident that your jet is yielding the greatest value to you and your business. T 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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FINANCE

Financing Tips for an Overheated Used Jet Market In today’s overheated market, older and harder-to-finance business jets are being offered at unusually robust prices — and are still being snapped up quickly. Chris Kjelgaard asks what buyers can do to enhance their chances of obtaining financing in this market environment.

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t is clear in the early months of 2022 that the Covid-19 pandemic is continuing to fuel intense market demand for used business jets, whatever their age and category.

Many people now purchasing used business jets are first-time buyers who lack experience of dealing with the many complications inherent in investing in, and owning, such sophisticated assets.

One major complication (perhaps the most important one for many buyers) is ensuring that adequate and suitable financing is in place and available at short notice in order to close the aircraft purchase, in a market environment in which sellers are calling the shots. Many sellers are insisting buyers close deals quickly, and some sales are being unwound when the transaction encounters even short delays.

Some sellers are even advertising sales as being “as-is aircraft condition, which could mean ‘first come, first served, and high bid wins’,” says Christopher Lee, Vice President – Aircraft Division in 1st Source Bank’s Specialty Finance Group.

Some sellers advertising such sales are insisting that buyers do not conduct pre-purchase inspections of the aircraft on offer, he says — a requirement that experienced buyers would consider an absolute deal-breaker.

In such an environment, having financing already in place and being able to move rapidly to close the aircraft purchase is paramount. However, just as important for the buyer is not to rush into an ill-advised purchase which could cause significant financial and operational headaches after the closing.

Business jets are too expensive to buy, to operate and to maintain for new owners to risk ‘buyer’s remorse’ lightly (not to mention lumbering themselves with potentially unsellable assets). So what can buyers of business jets, particularly firsttime buyers, do to be able to move quickly on a potential deal and at the same time try to ensure they’re not buying a lemon?

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Involve your Bank from the Start

The most basic piece of advice experienced aircraft financiers have for buyers in today’s very hot pre-owned aircraft sales market is “come very early in the process” to your chosen financial institution to source the loan required in order to buy the aircraft.

It behooves buyers to seek out institutions which are very experienced in financing business aircraft, who will know all the potential pitfalls that could aircraft purchase transactions, and can advise buyers how to avoid pitfalls that could occur. But even if a buyer is pre-approved for financing before agreeing to purchase a specific aircraft, in today’s market the inventory of available used aircraft is lower than it has been for a long time.

As a result, there is considerable pressure on buyers to close their purchases quickly before sellers are influenced to cancel transactions in order to accept new, higher bids from elsewhere.

Even after obtaining pre-approval for financing, “You still need to close quickly,” says Lee. “Even timing can be the edge on securing a deal. You need a lender who is quick to act”, he advised, adding that his company’s speed has helped a number of customers in the past 12 months.”

Come Prepared, and Seek Expert Help

Would-be buyers should approach financial institutions fullyarmed with extensive documentation of their personal financial situations and asset holdings, for the bank to examine.

“Ultimately, every potential buyer is going to have to present a complete financial package,” says Keith Hayes, Senior Vice President and National Sales Manager for PNC Aviation Finance. “They should present this material proactively, and include as much detail as possible, so that the financial partner can offer the best rates and most aggressive structure” for the financing. www.AVBUYER.com

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At the same time, each buyer should seek to “assemble an entire team of aviation experts” to support his or her efforts to secure the right aircraft, Hayes adds.

Experienced aviation financial institutions such as PNC Aviation Finance and 1st Source Bank’s Aviation Division will assist the buyer in this process, advising the buyer first as to who might be a potentially suitable aircraft broker to source a suitable aircraft.

Other Experts you Need

The buyer’s advisory team should also include an experienced aircraft technical inspector, a specialist aviation attorney and a tax professional who is highly familiar with the particular taxation regulations and implications for aircraft sales transactions, says Hayes.

This team will ensure that the buyer doesn’t make elementary mistakes, such as allowing the purchase to go ahead without the technical inspector having closely examined the aircraft and its maintenance documentation in a pre-purchase inspection (PPI). Buyers shouldn’t accept ‘as-is’ transactions purely on the seller’s say-so regarding aircraft condition.

Only by having an expert technical inspector conduct a full PPI can the buyer become aware of any past damage history attached to the aircraft, the state of its maintenance records (it can be hugely expensive to rectify maintenance records if they are incomplete), and the extent of any metal corrosion affecting the aircraft.

“All [metal] aircraft have some corrosion,” says Lee. “Ideally you will be able to identify any meaningful corrosion in the prepurchase inspection.” What inexperienced buyers most need to know is if the aircraft has advanced corrosion, and by conducting the PPI an experienced technical inspector will find if this is the case. www.AVBUYER.com

In terms of both money and time, advanced corrosion can be prohibitively expensive to repair, greatly increasing the buyer’s required financial investment in the aircraft and also potentially reducing the aircraft’s resale value, even after repairs are completed.

Typically, the aircraft most at risk of incurring advanced corrosion are those which are based or stored near the coast or which do a lot of operations near bodies of salt water, according to Lee. Despite the market being overheated, “the days of good deals haven’t ended — they’re just getting farther apart,” Lee explains. However, “in a seller’s market, you have to be more careful regarding due diligence.” In this regard, the buyer’s specialist team — and particularly the financial institution — will be highly helpful, all the more so if the buyer is a first-time purchaser.

“We will provide sound advice that gets [the buyer] to ask the right questions,” he says. “We do this simply by asking questions, to protect the client as well as the bank.”

Bank Requirements and Restrictions

Every buyer’s chosen financial institution will quickly make the buyer aware of the various restrictions and requirements it has for the particular loan or lease in question.

The buyer should realize up-front that every bank treats every business aircraft financing transaction as a unique, one-off deal: “The amortization [of any loan the bank provides] is dependent on that particular aircraft,” says Hayes.

When deciding the amount of financing it will offer the buyer, the amount of time over which it wants the loan to be amortized, and the proportion of the overall purchase price it will provide to the buyer in debt financing, the bank considers various important factors. Some are specific to the aircraft and



AVBUYER MAGAZINE Vol 26 Issue 3 2022

49

Finance.qxp_Finance 23/02/2022 09:24 Page 3

FINANCE

AVBUYER.com

"For the bank to advance any funds... the aircraft’s engines must be covered by an hourly maintenance plan."

some are reflective of the market conditions pertaining at the time the buyer purchases the aircraft, according to Hayes.

In reaching its financing decision PNC Bank, for instance, always takes into account the aircraft’s age; its cabin size; its previous operating, damage, and corrosion history; whether the aircraft is currently in production; where and for how many hours annually the buyer plans to operate the aircraft; and the particular use(s) the buyer is planning for the aircraft.

However, when considering requests to finance business jets, all financial institutions today have one common, virtually nonnegotiable requirement to which their customers must agree for the bank to advance any funds. This is that the aircraft’s engines must be covered by an hourly maintenance plan.

Some experienced aviation finance lenders — 1st Source Bank is one such — are willing to finance aircraft which have a deferred-maintenance plan when the buyer has budgeted enough in the way of reserves to pay for the engines’ next major maintenance event, according to Lee. Experienced lenders are also usually willing to finance aircraft which require the purchaser to pay a buy-in amount in order to activate for the new owner the engine-maintenance plan in place under the aircraft’s previous owner.

From the bank’s viewpoint, the required engine-maintenance plan needn’t be a fully comprehensive one, notes Hayes. The aircraft “can be on a light engine-maintenance program — we’re OK with a partial program.”

But in almost every financing PNC Bank agrees, the purchaser of the aircraft must agree to have an engine plan in place. “It is all-but a requirement: The vast majority of planes we finance are either [already] on [a plan], or are put on it at closing.”

50 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

Current Market Conditions

Every financial institution has its own unique parameters in judging whether or not it will agree to finance a given aircraft.

For instance, while PNC Bank is generally unwilling to finance business jets which are to be used purely for Part 135 charter operations, it is okay with financing aircraft for owners who intend to charter the aircraft out occasionally to redeem some operating costs. Likewise, it may be more difficult to finance aircraft which are to be configured and used for special missions, though 1st Source Bank says it is comfortable in financing both of those categories of aircraft.

Ultimately, today’s market is overheated, and at some point it will experience some market correction, says Hayes, who notes that at present used-aircraft prices are inflated anywhere from 10% to 25%, depending on the aircraft.

Many banks are adopting a conservative approach to their financing offers, in terms of the percentage of the overall purchase price they are prepared to advance as a loan, and the period over which they will make the loan available.

In PNC Bank’s case, “We work with clients to ensure that they have some type of equity in the aircraft on Day One,” Hayes says.

Additionally, while a client might seek a very long-term loan, and a loan advance amount that represents a very high percentage of the total aircraft sale price, the fact that today’s high prices will be adjusted downward at some point means “the plane might not have significant-enough [resale] value to retire the loan when the client sells it,” he adds.

As has happened in the past, “inflated values will come back down, and if you don’t amortize it in anticipation of the market correcting, you could be in a position where the value www.AVBUYER.com

Finance.qxp_Finance 23/02/2022 09:25 Page 4

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www.morecompany.net 1 the amount owed on the of MORE_POSTCARD_4-1/4x6.indd the airplane would be less than loan,” says Hayes.

On average, most business jets are resold or re-financed every 42-to-54 months, so “we do our best to structure each transaction so the debt can be retired in four years.”

Experienced aviation finance lenders, such as PNC Aviation Finance, will adjust the amount they will advance for an aircraft purchase based on factors such as how the buyer plans to use the aircraft, and for how many hours annually the buyer plans to fly it.

Banks will advise each would-be buyer on how a pre-approved financing can best be structured both to meet the bank’s required amortization profile, and also to provide the buyer with as much flexibility as possible in terms of aircraft choice, to maximize the pool of used aircraft potentially available.

For instance, says Lee, 1st Source Bank might advise a buyer to put more equity into the purchase if the customer chooses an aircraft with a larger cabin than they were originally considering.

Enhancing Your Options

Customers shouldn’t view the restrictions — such as a hard aircraft age limit and a hard annual usage limit — negatively.

These are restrictions many banks impose on the4/10/13 aircraft 12:21 they PM are willing to finance, according to Lee, and they can actually benefit customers by effectively limiting the pool of aircraft from which they can select, making their choice easier.

But if a would-be buyer wants to maximize his or her chances of obtaining bank financing for the purchase, it is important for the buyer to be “realistic with the expectations of the collateral”, says Lee. Buyers shouldn’t be so blinded by a particular aircraft’s charms that they ignore (for instance) its age, operating history, damage history and production status.

Wherever possible, buyers should remain flexible in terms of the aircraft size and type they are willing to consider, and in today’s over-priced pre-owned aircraft market they should even leave themselves open to considering buying a new aircraft if they can afford it, says Lee. In a market where off-market deals are common and customers must move fast to close purchases, he says would-be buyers should also be willing to “get creative and work to find an alternative lift solution”, such as fractional ownership, a jet card, or an owner partnership, to give them more time to find the right aircraft to buy, at the right price, with suitable financing in place. T

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.

www.AVBUYER.com

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AVBUYER MAGAZINE Vol 26 Issue 3 2022

51

Values Intro.qxp_Finance 22/02/2022 12:48 Page 1

VALUES - VERY LIGHT & LIGHT JETS

AVBUYER.com

Business Aircraft Values: Very Light & Light Jets Where performance and value are dominant factors for a mission need, remember this: there’s nothing lightweight about the value and flexibility of the Very Light & Light Jets.

A

s business jets increase in size from Very Light & Light jets to the low end of the Large Cabin models, six to eight seats generally remains the standard configuration across size-category lines. And while cabins increase in volume generally (enabling more productive workspace for those traveling longer distances), full-fuel payload doesn’t seem to grow proportionally in most cases.

As jets get bigger and heavier their runway needs increase, with no appreciable gain in how many people or equipment can fly – and thus we touch upon the key advantages of the Very Light & Light jet category - the value and flexibility offered to those who typically fly shorter legs.

Fully-fuelled, an Very Light or Light jet can often barely carry the typical passenger load of three persons, unless one or two of them doubles as a crew member. Nevertheless, with the average mission length below 750 miles and the nominal maximum-range of Light jets around 1,200 miles, the crew enjoys the option of flying lighter and saving fuel. Fueling for the mission with NBAA reserves allows larger cabin loads, making three or four - plus crew - possible.

The time difference between Very Light & Light jets and Large jets to fly a typical 750nm mission is small (about 10 to 12 minutes, overall) and is not a large time-saving for costs that may be considerably higher for the larger aircraft. Further, beyond these speed-range-payload operational 52 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

basics, the Light jet crew will have the option of far more airports, often closer, more convenient and less expensive than what’s needed for the Medium and Large jets. Thus, it’s hard to escape the heavyweight value of the Very Light & Light jet.

So what exactly is a Light jet? Today we consider a jet “light” when its MTOW falls between 10,000 and 20,000 pounds. About a decade ago the Light segment represented the bottom rung of the business jet ladder. That was before the Very Light Jets entered the market, differentiated by weights below almost everything ever built at less than 10,000 pounds.

Very Light & Light Jet Price Guide

The following Very Light & Light Jets Retail Price Guide represents current average values published in The Aircraft Bluebook – Price Digest. The study spans a twenty year period, from 2002 through Winter 2021, and covers 29 models. Values reported are in US$m, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the Nextant 400XTi average value reported in the Winter 2021 edition of Bluebook shows $3.1 million for a 2016 model, $2.9 million for a 2015 model and so forth.

Note: We have included 29 aircraft models in the following Very Light & Light Jets average price guide.

 www.AVBUYER.com

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Retail Values.qxp_RPG 22/02/2022 12:50 Page 1

VALUES - VERY LIGHT & LIGHT JETS

Very Light & Light Jets: 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

2012 US$M

MODEL BEECHCRAFT PREMIER IA

2.0

BEECHCRAFT PREMIER I BOMBARDIER LEARJET 31A CESSNA CITATION ENCORE+ CESSNA CITATION V ENCORE CESSNA CITATION BRAVO CESSNA CITATION CJ4

10.0

9.0

8.0

7.8

7.4

7.0

6.7

6.4

CESSNA CITATION CJ3+

8.5

7.3

6.8

6.2

5.8

5.6

5.4

5.2

5.0

CESSNA CITATION CJ3

6.1

5.8

4.8

4.6

4.4

4.4

4.2

4.0

3.8

CESSNA CITATION CJ2+ CESSNA CITATION CJ2 CESSNA CITATION CJ1+ CESSNA CITATION CJ1 CESSNA CITATION M2

5.0

4.2

3.9

3.7

CESSNA CITATION MUSTANG CIRRUS VISIONJET SF50

3.2

3.0

2.8

2.6

3.5

3.3

3.1

2.9

2.7

2.8

2.6

2.4

2.2

2.1

2.0

2.3

2.0 1.4

1.3 1.2

1.1

6.1

5.7

2.3

2.1

2.0

1.6

ECLIPSE 550 ECLIPSE 500 EMBRAER PHENOM 300E

10.0

EMBRAER PHENOM 300 EMBRAER PHENOM 100EV

4.4

9.5

9.0

8.5

8.5

8.2

7.7

7.4

4.0

3.8

3.6

3.4

EMBRAER PHENOM 100E

3.2

7.2

6.8

6.6

3.0

2.7

2.5

EMBRAER PHENOM 100 HAWKER 400XP HAWKER BEECHJET 400A HONDAJET HA-420 ELITE

5.2

4.9

4.2

HONDAJET HA-420

3.5

NEXTANT 400XT/XTI

3.1

2.8 3.1

PILATUS PC-24

11.0

10.5

9.7

2.9

2.5

9.5

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

54 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

www.AVBUYER.com

Retail Values.qxp_RPG 22/02/2022 12:51 Page 2

AVBUYER.com

What your money buys today

Winter 2021 2011 US$M

1.9

2010 US$M

2009 US$M

2008 US$M

2007 US$M

2006 US$M

1.8

1.7

1.6

1.5

1.3

2005 US$M

5.6

3.8

2003 US$M

2002 US$M

MODEL YEAR $ MODEL BEECHCRAFT PREMIER IA

1.1

4.1

2004 US$M

1.05

1.0

0.95

BEECHCRAFT PREMIER I

1.15

1.1

BOMBARDIER LEARJET 31A

3.5

CESSNA CITATION ENCORE+ 3.2

3.0

2.8

2.6

2.4

CESSNA CITATION V ENCORE

1.8

1.7

1.6

1.5

1.4

CESSNA CITATION BRAVO

5.4

CESSNA CITATION CJ4 CESSNA CITATION CJ3+

4.2

4.1

4.0

3.9

3.8

3.7

3.6

3.6

3.4

3.2

3.0

2.8

2.6

2.5

2.4

2.3

1.9

1.8

2.4

2.3

2.2

2.1

2.0

1.7

3.5

CESSNA CITATION CJ3 CESSNA CITATION CJ2+

2.2

2.1

2.0

CESSNA CITATION CJ2 CESSNA CITATION CJ1+

1.6

1.5

1.4

CESSNA CITATION CJ1 CESSNA CITATION M2

1.9

1.8

1.7

1.6

1.5

1.4

CESSNA CITATION MUSTANG CIRRUS VISIONJET SF50 ECLIPSE 550

1.0

-

-

0.9

0.7

0.5

ECLIPSE 500 EMBRAER PHENOM 300E

5.5

5.3

5.2

EMBRAER PHENOM 300 EMBRAER PHENOM 100EV EMBRAER PHENOM 100E

1.9

1.7

1.6

1.5

1.85

1.75

1.65

EMBRAER PHENOM 100 1.55

1.45

1.35

1.25

HAWKER 400XP 0.85

0.8

HAWKER BEECHJET 400A HONDAJET HA-420 ELITE HONDAJET HA-420

1.4

NEXTANT 400XT/XTi PILATUS PC-24 AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM

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+1.636.751.3987

56 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

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The Private Jet Company March.qxp_Layout 1 24/02/2022 10:05 Page 1

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AirCompAnalysis.qxp_ACAn 22/02/2022 14:37 Page 1

TURBOPROP COMPARISON

DAHER KODIAK 100

Turboprop Comparison: Daher Kodiak 100 vs Piper M500 PIPER M500

In this month’s aircraft comparison, Mike Chase provides information on the Daher Kodiak 100 and Piper M500 single engine turboprops…

O

ver the following paragraphs we’ll consider key productivity parameters (including payload, range, speed, and cabin size) and the current market for the Kodiak 100 and the Piper M500.

Which is the better option for a buyer to take for transporting passengers? Greater range, or a faster long-range cruise speed? This is one of the questions that will be considered.

Daher Kodiak 100

The Kodiak 100, first produced in 2007 by Quest Aircraft, is designed to operate out of short fields and in rugged conditions.

Powered by a Pratt & Whitney PT6A-34 turbine engine, it can take off in less than 1,000 feet at full gross take-off weight, and climb at 1,300 feet per minute. A Garmin G1000 integrated avionics suite with three 10-inch displays is standard on the Kodiak 100.

In 2018 the Kodiak Series ll debuted offering a number of enhancements to the aircraft’s systems, and today, following

58 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

Daher’s acquisition of Quest Aircraft, the Series lll is being produced. The Series lll brought enhanced safety through a high, sturdy landing gear built for very demanding backcountry operations.

Float-ready, the Kodiak 100 ultimately aims to offer a combination of cabin comfort and utility.

Piper M500

The Piper M500, meanwhile, is fourth in the line of PA-46 pressurized cabin-class, single-engine models produced by Piper Aircraft, and utilizes a Pratt & Whitney PT6A-42A turboprop engine flat-rated to 500 horsepower.

In 2015 Piper rebranded the PA-46 model line to the M Class series, and the Piper Meridian was reintroduced as the M500, which, according to Piper, combines state-of-the-art technology and safety features with stylish luxury.

Among other things, the M500 features a sophisticated Garmin G1000 NXi avionics suite, and improved air-stair door.

www.AVBUYER.com

AirCompAnalysis.qxp_ACAn 22/02/2022 14:37 Page 2

www.AVBUYER.com

PIPER

DAHER Kodiak 100

M500

vs.

(Manufactured between 2007-Present)

(Manufactured between 2015-Present)

HOW MANY

EXECUTIVE

6

$2.633 Million (2021 Model)

SEATS

4

$2.297 Million (2021 Model)

WHICH OF THESE TURBOPROPS WILL COME OUT ON TOP?

HOW FAR

Full Fuel with Available Payload (nm) 1,005

Daher Kodiak 100 834

Piper M500

WHAT’S THE

HOW MUCH

PAYLOAD

CAN WE GO?

HOW MANY

UNITS IN

OPERATION?

CAN WE TAKE?

Daher Kodiak 100 Piper M500

2,073

1,216

HOW MANY NEW/USED SOLD

EACH MONTH? 3 (1%)

101

LONG RANGE (Lbs)

5 (1.8%)

279

CRUISING SPEED? Daher Kodiak 100 Piper M500

(Knots) 164 179

WHAT’S THE

COST PER HOUR?

Daher Kodiak 100 Piper M500

$478 $390

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

www.AVBUYER.com

(% = Global Fleet For Sale)

 AVBUYER MAGAZINE Vol 26 Issue 3 2022

59

AirCompAnalysis.qxp_ACAn 22/02/2022 14:38 Page 3

TURBOPROP COMPARISON

AVBUYER.com

Table A - Payload Comparison Fleet Data Daher Kodiak 100 Piper M500

7,255

5,092

2,144

1,160

Max Fuel (lb)

MTOW (lb)

2,073

1,216

Max Payload (lb)

Source: OEMs, B&CA

744

340

Avail Payload w/Max Fuel (lb)

1,236

834

Max Payload w/Avail Fuel IFR Range (nm)

1 312

Chart A - Cabin Comparison Piper M500

Daher Kodiak 100

As of this writing, there were 279 Daher Kodiak 100 business turboprops in operation around the world, 276 of which were wholly owned, while three were under shared-ownership. A total of 14 units had been retired.

North America was home to the largest Daher Kodiak 100 fleet percentage (57%), as of January 2022, followed by Asia (18%), giving a combined 75% of the total fleet.

By comparison, there were 101 Piper M500 business turboprops in operation, 95 of which were wholly owned, while six were under shared ownership. North America was home to the largest Piper M500 fleet percentage (53%), as of January 2022, followed by South America (32%), for a combined 85% of the total fleet.

Payload Comparison

As we have established previously, a potential operator should focus on payload capability as a key factor in selecting the right aircraft for their need. Table A (top, left) shows the Daher Kodiak 100 ‘Available Payload with Maximum Fuel’ is 744lbs., which more than twice the 340 lbs. offered by Piper M500, reflecting it’s attraction as a utility aircraft.

Cabin Cross-Section Comparison Cabin Cabin Cabin Cabin Model Height Width Length Volume ft. ft. ft. cu. ft.

Daher Kodiak 100 4.8 4.5 15.8 248 Piper M500 3.9 4.1 12.3 164

Source: UPCAST JETBOOK

Chart B - Range Comparison Kodiak 100 Piper M500

1,005 (nm) 834 (nm)

Full Fuel w/avail payload Full Fuel w/avail payload

Chart A (left) shows the UPCAST JETBOOK cabin cross-section comparison of the Daher Kodiak 100 and the Piper M500. As noted, the Daher Kodiak 100 has more cabin width, height, and length compared to the Piper M500 resulting in more cabin volume at 248cu.ft (versus 164cu.ft).

Range Comparison

As depicted in Chart B (left) using Sandpoint, Idaho as the origin point, the Daher Kodiak 100 (1,005nm) shows more range coverage than the Piper M500 (834nm) with full fuel and available payload.

For business turboprops, full fuel and available payload represents the maximum IFR range of the aircraft at long range cruise with NBAA IFR fuel reserve calculation is for a 100nm alternate. This range does not include winds aloft or any other weather-related obstacles.

Powerplant Details

Source: Chase & Associates

60 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

The Daher Kodiak 100 is powered by a Pratt & Whitney Canada PT6A-34 engine with 750 shaft horsepower (shp). The Piper M500 is powered by a 500shp Pratt & Whitney Canada PT6A-42A engine.

The certified flight ceiling for the Piper M500 is 30,000 feet compared to 25,000 feet for the Daher Kodiak 100.



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Jet HQ inventory FP March.qxp_Layout 1 23/02/2022 11:24 Page 1

Your Headquarters for Global Aircraft Sales

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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

2005 PREMIER 1

D L O S

• Serial Number: RB-133 • TT: 3,004 • Total Landings: 2,292 • Engines and Avionics on Programs • One Owner Since New • Collins Pro Line 21 w/ADS-B Out & RVSM • Always Hangared

AirCompAnalysis.qxp_ACAn 23/02/2022 09:37 Page 4

TURBOPROP COMPARISON

AVBUYER.com

Chart C – Daher Kodiak 100 vs Piper M500 Usage Comparison (per January 2022) 8%

17% BUSINESS

6% 10%

KODIAK 100 N = 279

18%

PERSONAL

1% CHARTER

PIPER M500 N = 101

OTHER

73%

67%

Turboprop Usage Comparison

Chart C (left) shows the usage of the two turboprops broken into market groupings. As shown, the largest defined usage for the Daher Kodiak 100 is ‘Business’ (67%) followed closely by Charter (10%) and Personal (6%). By comparison, the most popular defined usage for the Piper M500 is ‘Business’ (73%), Personal (18%), and ‘Other’ (8%).

A higher percentage of users utilize the Piper M600 for Business and Personal use, than for the Kodiak 100, whereas a higher percentage of users utilize the Kodiak 100 for Charter and ‘Other’ purposes.

Cost Per Mile Comparison Source: JETNET

Chart D – Cost Per Mile Comparison

Chart D (left) details the ‘Cost per Mile’ for our comparative turboprops (per JETNET data), factoring the direct costs (no depreciation), and with each aircraft flying a 600nm mission.

The average US Jet A fuel cost used for February 2022 was $5.19 per gallon.

The Piper M500 shows a lower cost per nautical mile, at $2.21, than the Daher Kodiak 100 ($3.50); a difference of 36.9%.

Total Variable Cost Comparison

Kodiak 100

$3.50

Piper M500

$2.21 $0

$2.00

$3.00

$4.00

US $ per nautical mile

The ‘Total Variable Cost’, sourced from JETNET and illustrated in Chart E (bottom left), is defined as the cost of fuel expense, maintenance labor expense, scheduled parts expense, and miscellaneous trip expense (hangar, crew and catering).

The Total Variable Cost for the Daher Kodiak 100 computes at $478/hour compared to the Piper M500’s $390/hour – a difference of $88 per hour (or 18.4%) in favor of the Piper M500.



* Based on 600nm mission costs (No Depreciation) Source: JETNET

COMPARE, Chart E – Variable Cost Comparison Kodiak 100

$478

Piper M500 $0 Source: JETNET

62 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

$400

US $ per hour

DECIDE with

$390 $200

CONTRAST,

$600

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AirCompAnalysis.qxp_ACAn 22/02/2022 14:40 Page 5

TURBOPROP COMPARISON

Table B - Market Comparison

Market Comparison Table

Daher Kodiak 100 Piper M500

164

179

Long Range Cruise Speed (Kts)

248

164

834

1,005

Full fuel w/Avail Payload IFR Range (nm)

Cabin Volume Cu Ft

279

$2.633 $2.297 New Price (2021) per B&CA

101

1.8%

1%

52

In Operation

*Average Full Sale Transactions in the past 12 months, as of January 2022; Source: JETNET Data courtesy of B&CA; C&D; JETNET

3

New/Used Average Sold per Month*

% For Sale

0%

Table B (left) contains the new 2021 equipped prices, long-range cruise speed, and ranges, per B&CA, for the Daher Kodiak 100 and the Piper M500. The cabin volumes are from JETNET, as are the number of aircraft inoperation, percentage ‘For Sale’, and average sold.

The Daher Kodiak 100 showed 1.8% of its fleet was for sale as of the end of January 2022, while the Piper M500 had 1% for sale.

The average number of new and used transactions (sold) per month was five for the Daher Kodiak 100, and three for the Piper M500 over the past 12 months.

Depreciation Schedule

Table C - Daher Kodiak 100 Sample MACRS Depreciation Schedule 2021 Kodiak 100 - Private (Part 91) Full Retail Price - Million $2.633 Year

1

2

3

4

5

6

Rate (%)

20.0%

32.0%

19.2%

11.5%

11.5%

5.8%

Depreciation ($M)

$0.527

$0.843

$0.506

$0.303

$0.303

$0.152

Depreciation Value ($M)

$2.106

$1.264

$0.758

$0.455

$0.152

$0.000

Cum. Depreciation ($M)

$0.527

$1.369

$1.875

$2.178

$2.481

$2.633

2021 Kodiak 100 - Charter (Part 135) Full Retail Price - Million $2.633 1

2

3

4

5

6

7

8

Rate (%)

14.3%

24.5%

17.5%

12.5%

8.9%

8.9%

8.9%

4.5%

Depreciation ($M)

$0.376

$0.645

$0.461

$0.329

$0.235

$0.235

$0.235

$0.117

Depreciation Value ($M)

$2.257

$1.612

$1.151

$0.823

$0.587

$0.353

$0.117

$0.000

Cum. Depreciation ($M)

$0.376

$1.021

$1.482

$1.810

$2.046

$2.280

$2.516

$2.633

Year

Source: B&CA

Table D - Piper M500 Sample MACRS Depreciation Schedule 2021 Piper M500 - Private (Part 91) Full Retail Price - Million $2.297 1

2

3

4

5

6

Rate (%)

20.0%

32.0%

19.2%

11.5%

11.5%

5.8%

Depreciation ($M)

$0.459

$0.735

$0.441

$0.265

$0.265

$0.132

Depreciation Value ($M)

$1.838

$1.103

$0.662

$0.397

$0.132

$0.000

Cum. Depreciation ($M)

$0.459

$1.194

$1.635

$1.900

$2.165

$2.297

Year

2021 Piper M500 - Charter (Part 135) Full Retail Price - Million $2.297 1

2

3

4

5

6

7

8

Rate (%)

14.3%

24.5%

17.5%

12.5%

8.9%

8.9%

8.9%

4.5%

Depreciation ($M)

$0.328

$0.563

$0.402

$0.287

$0.205

$0.205

$0.205

$0.102

Depreciation Value ($M)

$1.969

$1.406

$1.004

$0.718

$0.512

$0.308

$0.102

$0.000

Cum. Depreciation ($M)

$0.328

$0.891

$1.293

$1.5579

$1.785

$1.989

$2.195

$2.297

Year

Source: B&CA

64 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

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) where depreciation is 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 six-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 new Act, taxpayers may be able to deduct up to 100 percent of the cost of a new or preowned aircraft purchased after September 27, 2017 and placed in service before January 1, 2023.

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Asking Prices & Quantity

The current used market for the Daher Kodiak 100 aircraft shows a total of five turboprops ‘For Sale’, with three showing asking prices ranging from $1.15m to $2.695m and two inviting offers. For the Piper M500, one aircraft is listed for sale with an asking price of $1.65m.

While each serial number is unique, the Airframe Total Time (AFTT) and age/condition will cause great variations in price. Of course, the final negotiated price remains to be decided between the seller and buyer before the sale of an aircraft is completed.

Productivity Comparisons

The points in Chart F (above, right) are centered on the same aircraft. Pricing used in the vertical axis is as published in the Vref Pricing Guide. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors: 1.

2.

3.

Full Fuel Range (nm) with available payload The long-range cruise speed flown to achieve that range The cabin volume available for passengers and cargo.

Others may choose different parameters, but serious business aircraft buyers are usually

Chart F - Productivity Comparison $6.0

Price (millions)

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 turboprops until December 31, 2026.

Table C (previous page) depicts an example of using the MACRS schedule for a 2021 Daher Kodiak 100 in private (Part 91) and charter (Part 135) operations over fiveand seven-year periods.

Table D (previous page) depicts an example of using the MACRS schedule for a 2021 Piper M500 in private (Part 91) and charter (Part 135) operations over five- and seven-year periods.

$4.0

$2.0

$0.0 0.000

0.020

0.040

0.060

0.080

0.100

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

impressed with price, range, speed, and cabin volume.

The Daher Kodiak 100 demonstrates a higher level of productivity at a higher price, and with a higher operating cost. The Daher Kodiak 100 edged out the Piper M500 in terms of cabin volume, and ‘Available Payload with Maximum Fuel’ range.

In Summary

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

Operators should weigh up their mission requirements precisely when picking which option is the best for them.

The answer to the question of which is

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

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2021 Daher Kodiak 100

2021 Piper M500

better for a buyer for transporting passengers – greater range or faster longrange speed? – is not clear-cut, and ultimately is dependent on the requirements of a particular owner.

The Kodiak 100 can carry more passengers, has a roomier cabin, and covers more range, but is slower than the Piper M500. And, as stated at the start of this article, the Kodiak 100 is designed to offer a combination of cabin comfort with utility, whereas the Piper M500 cabin is defined by Piper as providing “stylish luxury”, with each appealing to a different buyer profile.

There are undoubtedly other differences for buyers to consider when choosing the right airplane for them but, regardless, each aircraft is a strong contender on today’s market, and should continue to sell well for the foreseeable future. T

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Three Cockpit Gadgets Pilots Want

What’s at the top of your wish list when it comes to upgrading the flight deck of your private jet? Andre Fodor shares his top three cockpit enhancements…

T

he world of cockpit upgrades and retrofits is a fascinating one, opening up a plethora of possibilities for enhanced operations in aircraft, whether large or small. With so many options, it’s easy to develop a long list of gadgets you’d like to have installed in the jet - but what’s really worth having right now?

Having never planned to own an airplane, a fellow corporate pilot and close friend approached me with the idea of resurrecting a 1962 Beechcraft Musketeer that had been parked in a hangar for the past seven years.

Nicely preserved, it needs a new engine and a full avionics upgrade. The latter not only requires mandated upgrades (such as ADS-B Out), but we 68 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

have also generated a long wish list of items that extends far beyond our pockets. But then, it’s well known that aviators love toys!

Visiting avionics websites and vendors to learn about what technologies are available to retrofit in older aircraft proved to be eye-opening. Flying the latest, most-modern jets, I had become disconnected from the thriving upgrade and modifications market that breathes new life and capabilities into older airplanes, extending their operational lives.

Also illuminating was the fact some of these retrofits offered greater functionality than the modern cockpits coming fresh off the OEMs’ assembly lines. www.AVBUYER.com

Flight Dept 1.qxp_Finance 22/02/2022 12:03 Page 2

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available on the market for transmitting ADS-B data, I found myself arguing with an OEM that it delivered a Large Jet to our flight department lacking a fully-functioning system. Long, difficult negotiations ensued over who would pay the cost to remedy the problem. Since ADS-B In was not mandated, it was not included in the aircraft, even though STC’d systems already provided ADS-B In solutions to owners and operators of older models of the same jet.

When committing to upgrades, it’s essential to be diligent. Ask questions. Verify that the upgrade complies with your aircraft’s registry, and is applicable and legal within the airspace you will operate in. Is it already STC’d for your aircraft make and model? Don’t allow yourself to be dazzled; simpler, cheaper options, providing similar benefits, may be available.

The BizJet Pilot’s Wish List…

Having provided a word of caution, it’s an inevitable fact of flying that crews love the ‘bells and whistles’ of technological advancement in their cockpit. Following, in no specific order, are what I believe to be the three most-desirable upgrades today...

1. Moving Map Technology:

There is, of course, a reason for this. The aircraft OEMs face challenges to deliver the most advanced equipment in a timely manner. However, due to the complexities of aircraft certification, they must develop and integrate equipment that meets the latest and most stringent certification guidelines.

Because of the complexity of the process, the full potential of new technologies may be limited to what can be certified within a certain timeframe and budget by the OEM. In contrast, there’s an entire industry of postdelivery and aftermarket providers who, though faced with stringent certification guidelines, enjoy greater latitude to deliver advancements through STCs that are often quicker to be approved.

As an example, when the ADS-B Out mandate approached in 2020, there was a rush to certify equipment that complied with the requirement.

Although there were two modes widely www.AVBUYER.com

Taxiing operations at large airports are challenging enough. It’s even more so when you consider taxiway signage is designed for higher cockpits, causing problems for smaller aircraft operators to maintain situational awareness.

The development of moving map applications has reduced runway incursions and erroneous taxiing operations leading to violations and serious accidents. These applications, which may also combine aircraft performance, also reduce the chance of overruns and takeoffs from wrong runways.

My smartphone alerts me of my position, impending runway crossings, and, upon entering a runway, the length available for take-off. I use it in our corporate jet, and I plan to bring it along if the Beechcraft Musketeer project ever takes flight.

The cost to integrate moving map technology into cockpits is significant, and in our late-model jet came to almost $100k. However, with the advent of the iPad and ADS-B/GPS portable receivers, sophisticated mapping applications can be utilized in any aircraft.

2. LPV Capability:

Providing precision approaches at airports otherwise limited by the equipment costs, Localizer Performance with Vertical Guidance (LPV) functionality has undoubtedly increased safety and operational flexibility at numerous airports.

I’ll never forget how, at one of the locations

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FLIGHT DEPARTMENT MANAGEMENT

where we regularly fly, in the days before precision approaches fog would often blight our arrivals.

The problem was resolved once the aircraft became LPV capable and we were assured lower approach minimums.

As LPV hardware has matured, upgrade options for older aircraft have become more numerous and affordable. Today, whenever I charter aircraft for supplemental lift, my first question is whether the aircraft is LPV-capable.

3. Combined Vision System:

The aircraft I fly is equipped with an Enhanced Flight Vision System (EVS) enabled by a supercooled infrared camera installed in the nose. This looks forward of the flight path sensing heat signatures, including runway lights.

It’s a system I wouldn’t have wanted to be without in the past, but there are a few caveats: Airports are switching to LED lights, which don’t emit heat. Also, crosswinds may point the nose away from the source of heat during a crab. And EVS is really at its most effective near approach minimums.

Make no mistake, EVS is awesome technology, but it’s complex, expensive, prone to extra maintenance cost, and needs proficiency to operate.

On the other hand, there’s the Synthetic Vision

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System (SVS), delivering improved situational awareness and safety by depicting obstacles, buildings, towers and airports on your primary flight display, just as in real life.

Today, cockpit advancements have combined synthetic vision with real-time images from on board cameras and infrared data from the EVS. The combined technology is the Combined Vision System (CVS), which provides a truly amazing visualization of the outside world, and would have to sit at the very top of my wishlist for a cockpit upgrade.

In Summary…

A few short years ago, some of the technology available on the most modern, largest business jets were a mere fantasy for owners and operators of smaller jets. However, miniaturization and technological advancements are making those dreams a reality for many. Several of the once-outof-reach devices are able to fit into just about every platform.

With further exciting developments ahead of us, isn’t it time for you to write down your wishlist of cockpit upgrades? Do you dare to dream? The evidence suggests those cockpit dreams really do come true these days! T

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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Benchmarking Tips: Jet Fuel Discount Cards What should you know about benchmarking fuel costs and ensuring you have the best fuel card discounts available for your flight operation?

David Wyndham discusses…

F

uel prices are rising once again. As of early February, the AirNav.com US FBO Fuel Price Survey reported the average price of Jet A to be $5.01 per gallon, with the range of reported prices varying from $2.75 up to $9.99 per gallon.

Regardless of what your flight department pays for fuel, it's wise to shop around to see if a jet fuel discount card is right for you. Before you do that, you need a benchmark point of reference, i.e. ‘What are you paying right now?’

Contract Fuel

As the name implies, ‘Contract Fuel’ is a contract with a vendor to purchase fuel. It can be a ‘cost-plus’ type of arrangement, where you pay a set amount over the price the FBO has paid. More commonly, however, it is for a set discount per gallon of fuel. In order to secure the discount rate, you need to agree 72 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

to purchase a set amount of fuel over an agreed period of time.

This type of arrangement is used by large operators, including airlines, major charter management companies, and government operators. Jet fuel card programs can also use this method to negotiate price discounts.

If you are a small operator, you may be able to negotiate a contract fuel discount at your home base FBO. The amount per gallon will depend on how much fuel you purchase. Just keep in mind that a fuel discount at your home airport is great, but it may not help when the aircraft is away from the home base.

Do Your Homework

Before you “pick a card, any card” you’ll need to keep three things in mind. The first two are “Where do you fly?” and “How much fuel do you purchase?”

Having a fuel card accepted at over 3,000 FBOs will



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be of no use if your most frequented FBO is not on the list.

It should be easy to check over the past couple of years’ trips to see which FBOs you frequented, and the volume of fuel you purchased.

Many operators have a preferred FBO, based on its services and location, not just the fuel cost.

Popular Business Aviation airports often have two or three FBOs to choose from, while the major airline hubs may have a single Business Aviation FBO. Which works for you?

The third consideration is whether you just want discount fuel, or a program with ancillary services included. Ancillary services can be reward point programs, or they can be value-added services.

Reward points may be used for travel, such as rental cars and hotels.

What are your Options?

Two trip planning companies, UVAir and ForeFlight, have partnered with jet fuel card programs World Fuel Network and JetFuelX, respectively, to combine a discount along with their trip and flight planning services.

The trip planning helps you pick out which FBO has their co-branded fuel card. Depending on the location, they can quote a price and help arrange ground services and handling for your arrival.

Other companies align themselves with multiple FBOs and fuel providers in an effort to give you many different options. For example, AvFuel has

74 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

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about 650 branded FBOs and also contract fuel pricing with over 3,000 other locations, while the Epic Fuel Card advertises over 8,000 locations.

Alternatively, rather than taking the ‘bigger is better’ approach, Paragon Aviation Group connects over 110 independent FBOs with their member flight departments. Partners include key vendors that can assist with things such maintenance services, international trip support, as well as contract fuel.

One other option for Part 91 flight departments (or Part 91 managed flight operations) is the Corporate Aviation Association (CAA), a $500-peraircraft-per-year fee-based membership program for corporate operators.

With connections to hundreds of FBOs, many based outside the US, CAA also partners with ForeFlight for trip planning and FlightBridge for hotels, rental cars, and catering.

When comparing fuel card programs, answer the following questions: 1.

2.

3.

4.

5.

6.

Where do you fly to most regularly?

How much fuel do you purchase?

Do you use the fuel cards’ member FBOs already?

Are you looking for the best discount per gallon?

Does the fuel card provider prearrange for fuel to be ready when you arrive?

Are there membership fees?

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7.

How is the fuel billed? (Through the card, or via a different method?)

8. Does the card provider connect to, or use, services that you currently use (such as flight planning software)?

9. What ancillary services would add value to your flight operation?

10. Are you a Part 91 operator?

11. Have you contacted the card vendor for more details…?

In Summary…

The jet card programs mentioned above are in no way an exhaustive list. The FBOs that you prefer, and frequent, can tell you which cards they accept.

If you regularly use trip planning services, their associated card programs and ancillary services may be directly included with the trip planning.

“Having undertaken a benchmark survey of operators, I discovered most of them carried between four and seven different cards.”

Ultimately, don’t limit yourself to a single card.

Having undertaken a benchmark survey of operators, I discovered most of them carried between four and seven different cards. Do your research and ask the card vendors questions that are specific to your operation and requirements. ❚

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/

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AVBUYER MAGAZINE Vol 26 Issue 3 2022

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Tips on Covid-19 Operations Management

Like all sectors of the aviation industry, Business Aviation is susceptible to the risks related to Covid-19 – so operators must assess the threats and address the challenges. Mario Pierobon speaks to the trip support experts to establish the best procedures operators can follow…

C

ovid-related risks within the Business Aviation industry can be far lower than in other sectors, if correctly mitigated.

“Firstly, there are far fewer people traveling in a confined space,” says Henry LeDuc, Regional Operations Director, UAS. “Because access to the aircraft is controlled to a high degree, the risks of infection can be reduced greatly. Indeed, most high-level Fixed Base Operators (FBO) and handlers have established Covid protocols that are put in place to mitigate the

76 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

risks associated with mass travel.

“Since customs clearance is typically done outside of the main terminal under many scenarios, there is a reduced chance of infection from other passengers, as would be the case with commercial operations,” he notes.

Crews can also limit contact to a controlled group of people who are tested on a regular basis, as determined by the operator, in accordance with their organization’s risk tolerance profiles, LeDuc adds.

One feature that customers appreciate is the www.AVBUYER.com

FDM 3.qxp_Finance 22/02/2022 11:11 Page 2

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“Covid-related risks within the Business Aviation industry can be far lower than in other sectors...”

the wasted time and risks associated with securing pre-arrival Covid tests on international missions.

“This maximizes operational flexibility, and allows passengers and operators to stay in control of every step of the process, by administering the tests, safely and discretely, aboard the aircraft.”

Ever-Changing Environment

opportunity to be met at the aircraft by the ground handling team who can shuttle them directly to customs and their ground transportation, says Christine Vamvakas, Senior Account Manager at Universal Weather and Aviation. “This is one of the advantages of having private FBOs with customs available, or General Aviation terminals.”

However, Vamvakas notes that it may be hard to find a reliable testing provider, particularly overseas at an unfamiliar location. “This could require you to drive the principal across town to a busy laboratory, on the laboratory’ schedule, exposing them to any viruses that may be present at the laboratory, in order to provide proprietary information to that entity”, she says.

“To address this challenge, we’ve developed an onboard Covid-19 lab testing solution that eliminates www.AVBUYER.com

According to LeDuc, several operators are finding themselves overwhelmed with the additional workload of keeping up with the varied changes in Covid requirements.

“Even with this new paradigm, many organizations remain hesitant to add staff in the uncertain economic environment, so they have found that there’s an increased reliance on trip support partners who have the infrastructure in place to keep up with the daily changes worldwide,” he says.

“They find that they can supplement their team on specific tasking, allowing them to focus on the most critical, mission-essential tasking required to execute their trips as their passengers have come to expect.”

In the current environment, a traditional briefing package alone is no longer enough, says Vamvakas.

“In this age of Covid-19, comprehensive trip feasibility is the first thing operators must consider when planning a mission.

“It is normally a very time-consuming process to research and fact check all the details,” she adds.

Operators need to consider, among other things, aspects such as the continually evolving Covid-19 entry restrictions impacting passengers and sometimes crew; testing requirements; the ability to arrange on-board testing; travel histories; vaccination statuses (including vaccine validity windows); ground logistics procedures (and how those continually change); supply chain availability; crew and passenger visa entry requirements; peak periods; and availability of services, Vamvakas highlights.

“We have put serious resources into feasibility, putting all the information operators need into one place, keeping it current, quality-controlling it constantly, and making it available to customers,” she says.

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FLIGHT DEPARTMENT MANAGEMENT

Operators also need to assess the level of support they have at each location, according to LeDuc. “It is wise to use multiple sources for intelligence.

Operators can use not only the most common inputs they receive from the trip support companies, but also consider other support resources that they may not have considered in the past,” he says.

“Consider using a corporate security team with resources on the ground at the location the team is travelling to. Likewise, consider having in-flight medical partners who can provide valuable information for your trip.”

LeDuc points out that the NBAA International Operators Committee (IOC) has regional representatives who are experts in the regions, and who often have access to well-connected sources of local expertise.

Specific Procedures

According to Vamvakas, operators need to understand that a ‘routine mission’ probably no longer exists. “Even domestic legs can be derailed without careful and thorough pre-planning.”

In the age of Covid-19, trip feasibility is the number one consideration for operators. “All the new Covid entry restrictions and testing requirements have made even the most ‘routine’ missions complex and challenging,” she says.

“It is no longer sufficient to just know who is onboard the aircraft. Now there is a need to account

AVBUYER.com

for their travel history, nationality, vaccination and testing status, and how that ties in with entry approvals and landing permits.”

Pre-trip planning checklists and planning timelines also need to be adjusted, says LeDuc. “With the changing requirements and increased involvement of governmental agencies in the approval process, there will be slightly longer lead-times, and more documentation than before.

“Operators need to factor the complexity and processing times into the timeline. If there is a trip being considered without a firm schedule yet, it is worth the time and effort to do some initial conferring with the support team to flush out as many of the unknowns as possible.”

Third-Party Support

Covid-19 tests are generally readily available through the major hotels in the cities traveled to, says LeDuc. “There are also multiple laboratory options at many of the airports. A reputable trip support provider should have access to testing locations and be able to point you in the right direction.”

Indeed, many of the FBOs can coordinate testing on-site, according to Vamvakas. “By having boots on the ground in more than 50 countries, we can rapidly respond whether it be to help our clients find trusted Covid-testing providers, or work on their behalf with government and airport officials to minimize any potential trip disruptors,” she says. ❚

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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MAKE MORE INFORMED FLIGHT DEPARTMENT MANAGEMENT DECISIONS with AvBUYER.com

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How to Balance Sustainability with Quality and Budget in the Cabin How is sustainability impacting business aircraft cabin refurbishments, and how competitive are the sustainable alternatives to the traditional refurbishment methods and materials in terms of quality and cost?

Gerrard Cowan asks the experts…

W

ith an increasing global focus on climate change and other environmental concerns, sustainability is a growing topic in aviation. But it stretches beyond fuel, even impacting decisions and material selections for cabin completions and refurbishments.

What exactly does this mean for business jet operators looking to upgrade the interior of their aircraft, and how can sustainability be balanced with budgetary and quality demands?

Before answering that, it’s important to see sustainability in a broader context, says Tom Chatfield, CEO of Camber Aviation Management, a Canadian provider of aircraft completion and refurbishment advisory services. “The first focus should be ‘reuse’”, he explains, rather than necessarily buying new equipment.

For example, operators should aim wherever possible to reuse their existing seats. Though they may wish to restyle the seats, “there’s no reason to take perfectly good seat frames and toss them in the bin”.

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This also applies to other structural components, though it may be possible to make some changes to the layout. The refurbished seats and components can be integrated into the refreshed cabin or into the new layout.

It’s always worth considering the benefits of reducing the weight of the interior when it comes to a refurbishment. While the aircraft may be configured for a specific number of passengers, if you seldom fill the seats consider a redesign to increase comfort levels aboard the jet. The lower overall cabin weight that results would lead to a lower fuel burn, lowering the carbon footprint (and operating costs) of the jet.

Sustainable Cabin Materials & Techniques

When new materials are necessary, there is a range of options that do not have such a heavy impact on the environment as some of the ‘traditional’ options. Synthetic leathers and natural, plantbased leathers (referred to as ‘vegan’ leather) are examples.

“These look fantastic, but don’t have such a www.AVBUYER.com

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AVBUYER.com

PHOTO COURTESY OF DUNCAN AVIATION

heavy impact on the environment” as real leather, Chatfield explains, adding there is a range of fabric options available that fulfil flammability requirements, have a very nice feel, and aren’t such a significant burden on the environment.

Re-veneering is also a popular option, and there are several ways to do this in a more sustainable way, according to Chatfield. “Obviously if you’re using exotic and rare woods, that makes a pretty harsh impact on the environment, and you have a fair amount of wastage from that.”

For environmentally conscious jet operators, “there’s some really interesting new veneers that are basically…thin slices glued together. They look phenomenal, but they don’t have as big an impact [on the environment].”

Duncan Aviation provides a full range of options in cabinetry, including re-veneering and vinyl wraps. Angie Coleman, a Completion and Modifications Sales Representative at the company, points to hydrographics as an exciting, sustainable cabin refurbishment solution.

Hydrographics applies custom designs through www.AVBUYER.com

a water transfer. It can be applied to everything from metal, to glass, wood (including existing veneered surfaces), and more. According to Duncan Aviation, this allows the user to replicate a variety of textures and designs in an interior while also providing a lightweight, durable finish, all at a relatively low price.

Many times, the genuine products also create challenges with thickness and lack of flexibility, which add to the complexity during the construction and application phases of the refurbishment, Duncan Aviation highlights.

Hydrographics nearly eliminates the need for special edge treatments and will cover the most complex shapes.

“From a sustainability perspective, such an option can reduce the waste associated with reveneering,” Coleman highlights. Re-veneering is very luxurious, she adds, but is also expensive, “because you’re talking about a very natural product coming from trees”.

Vinyl wraps and hydrographic dipping “can still give you that very similar, luxurious look, without

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having to use all new material, because you’re basically taking the existing cabinet and dipping or wrapping it”, she explains.

AVBUYER.com

HYDROGRAPHICS: PLACING THE FILM IN THE HYDRODIPPING TANK (TOP LEFT); PLACING A CABIN PANEL INTO THE HYDRODIPPING TANK (TOP RIGHT); AND (BELOW) HYDRODIPPED LOWER GALLEY PANELS REINSTALLED ABOARD A PRIVATE JET. PHOTOS COURTESY OF DUNCAN AVIATION

Industry Takes Responsibility

According to Meghan Welch, Elliott Aviation’s Director of Paint and Interior Sales, though sustainability has not necessarily been specifically requested by customers when it comes to interior and paint refurbishments, “we try to keep this as a focal point with refurbishments.

“For example, we encourage customers to utilize and modify existing cabinetry to maximize the space and functionality within to meet their demands and needs in flight, rather than building new cabinets.”

Elliott Aviation provides a range of aircraft servicing and sales support, including numerous cabinet refurbishment options. Even without specific customer requests the company provides hydrogen peroxide-based paint strippers to boost sustainability in its services, Welch reveals.

“Sustainability is something that our industry is focused on, and if there are solutions, I definitely know we encourage these options,” she adds.

Moreover, equipment manufacturers within the industry are incorporating sustainability into the way they work. For example, Alto Aviation — a producer of cabin management systems and audio equipment for cabins — is now engineering its new electronic products with lead-free solder, according to Steve Hatley, Alto’s Director of Engineering.

“That’s an example of something we’re doing from a design standpoint, to be a little more proactive in our approach,” he adds.

Indeed, customers are “becoming more active in getting us to ensure that our suppliers are also co-operating in sustainability”, says Dave Gustafson, Alto Aviation’s Operations and Quality Manager.

The company is using a new evaporator system that reduces the amount of wastewater it produces in its production processes, down from 3,600 82 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

gallons to 55 gallons of solid waste. Alto also recycles 100% of the metal it uses, among other approaches. “There’s all sorts of opportunities to look beyond the old business practices,” Gustafson highlights.

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www.AVBUYER.com

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Refurbishment 1.qxp_Finance 23/02/2022 09:55 Page 4

REFURBISHMENT

In Summary…

When looking to build sustainability into a cabin refurbishment, “business jet operators should first make sure they give themselves time to do it,” Chatfield says. MRO centers are today extremely busy and backed-up.

It’s important to sit down with a professional and decide upon the approach you want to take, from the earliest possible point, and preferably in-person, aboard the aircraft.

This will provide time to find, engineer, and source the right solutions.

“Having a good discussion with an objective adviser can open up the possibilities of what is even possible,” he adds.

“Then, getting the right designer early in the process means you can conceptualize it into an image, and a layout, and work out the cost.

“Relatively quickly, you get into a position of being able to see what the end product would be,” he concludes.

As demonstrated above, sustainable solutions can actually save you money without compromising on the look and feel of your immediate cabin environment, all while enabling you to play your part in protecting the wider environment of planet Earth. Plenty of food for thought. ❚ More information from: Alto Aviation: https://altoaviation.com/ Camber Aviation: www.camberaviationmanagement.com Duncan Aviation: www.duncanaviation.aero Elliott Aviation: www.elliottaviation.com/

GERRARD COWAN is a freelance journalist who focuses on aerospace and finance. In addition to his regular features in AvBuyer, Gerrard's work has appeared in the Wall Street Journal and Janes, among others. Gerrard can be found on Twitter: @GerrardCowan

84 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

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REFURBISHMENT

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Three Low-Cost Upgrades for your Pre-Owned Jet With the pre-owned business aircraft market having near-zero availability for some popular models currently, Dave Higdon shares some simple, low-cost upgrade ideas for breathing new life into some of the older inventory still available for sale… n today’s pre-owned aircraft market, demand outweighs supply, making this a tight market for those wishing to break into business aircraft ownership. The current market dynamics also mean it can be difficult to find the ideal aircraft at a reasonable price.

For would-be buyers who are flexible enough, there are some good options that could almost fit the bill. With a low-cost upgrade or two, these could in fact become the ideal airplane.

Of course, the onus remains on the buyer to do due diligence before purchasing a jet to upgrade. The low-cost upgrades mentioned here assume that the aircraft isn't due an engine overhaul anytime soon; that it already has any mandatory work (such as ADS-B compliance) installed; and that all Airworthiness Directives (ADs) are complied with.

I

that position source with a true GPS navigator. More options exist today than a couple of years ago, and these new options deliver navigation and IFR approach capabilities.

With the FAA eager to retire many expensive-to-maintain Instrument Landing Systems (ILS), and with an increasing number of IFR GPS approaches in the US (many of which offer greater utility, to more runway ends), replacing the data sourceonly GPS engine with a full navigator offers increased utility and, in most cases, a graphic-display screen that serves as a MultiFunction Display (MFD).

Less expensive than a full flight panel makeover, these newer options deliver more runway options, greater accuracy, and other desirable utilities for many older business aircraft, where the options simply didn't exist a couple of years ago.

1. IFR-GPS

2. Audio Panel System

Some jets and turboprops comply with a mandate, but the installed solution offers very little else, if anything. For example, the hardware installed may fulfill the need for a position source (ADS-B Out), but not for active navigation (ADS-B In).

This could be a good time to revisit the options, replacing 86 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

Another low-cost improvement with functional utility for crew and passengers comes in the form of a modern audio panel system. There are several options available on the market, and improvements in audio quality is just the start of what a modern audio panel can offer. www.AVBUYER.com

Refurbishment 2.qxp_Finance 23/02/2022 11:17 Page 2

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Choices could include stereo audio, dynamic audio (delivering differential audio), music inputs, and connections to video feeds, all of which can help give an older private jet’s cabin a boost with audio on a par with the newest business jets – all for a fraction of the cost.

Carpet, brightworks, and LED lighting can combine to transform a previously tired, uninspiring cabin environment into an ideal place for occupants to work, rest and play en route, with no hint of the upgrade being done on a relative shoestring.

3. Carpet, Brightworks & LEDs

Of course, once you begin delving into the literally hundreds of upgrade options, materials, and colors available on the market, it could be easy to lose focus and end up spending more than you originally intended to transform your ‘nearly-perfect’ acquisition into your ideal jet.

It’s best right at the beginning of the process to make a list of what you’re willing to invest in upgrading and, having done so, to solicit bids from different MRO shops, helping to ensure the work is neither overpriced, nor so cheap that the quality suffers and you regret making the upgrade in the first place. ❚

When faced with a drab, gloomy cabin environment, it won’t always be necessary to spend on a full-cabin makeover. Budget solutions exist to give a candidate aircraft the look and aroma of brand new. Start at floor-level, installing new carpeting where it’s needed, and work your way up to the overhead.

New carpeting can dramatically enhance the all-important first impression the cabin gives. A change of carpet can open up options for colors and patterns that give a personalized feel (i.e. reflecting a corporation’s colors), and which are equal in look and feel to the carpets being installed into the cabins of today’s factory-new jets.

Similarly, the polished appearance of new buckles and brightworks can noticeably enhance the first-impressions given by the cabin.

And, another low-cost upgrade to lift a less-than-perfect cabin is LED lighting. The variety of color options available suits just about every need and mood, while simultaneously reducing the load on the airplane’s electrical systems. Moreover, thanks to advances in LEDs, many of today’s options are literally plug-andplay to install. www.AVBUYER.com

Avoiding Extravagance

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

AVBUYER MAGAZINE Vol 26 Issue 3 2022

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SAVE THE DATE FOR EBACE2022 EBAA and NBAA are looking forward to welcoming back the business aviation community for the European Business Aviation Convention & Exhibition (EBACE2022). This is the perfect venue for investors considering aviation as a business opportunity; companies thinking of using an aircraft for business; and flight departments who have long used aircraft as a valuable business tool. A full slate of exhibiting companies have already confirmed their plans for participation in this year’s event, so be sure to save the date and make plans to join your industry colleagues in Geneva from Monday 23 May to Wednesday 25 May.

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AVIONICS.qxp_Finance 22/02/2022 13:45 Page 1

AVIONICS

eVTOL Avionics: What will be Different?

What factors will drive and regulate the development of avionics aboard the emerging eVTOL aircraft? Ken Elliott takes a look... lectric Vertical Take Off and Landing (eVTOL), also collectively termed Urban Air Mobility (UAM), is one of the new thrusts in civil aviation platform development. Others include Unmanned Aircraft Systems (UAS), and Supersonic aircraft.

Almost as though straight out of the Jetsons, the emerging eVTOL sector has only been in development for just over 10 years. The main distinctions of eVTOL from other aircraft is electric/hybrid propulsion, vertical take-off and landing, and an operating architecture intended for urban air mobility/air taxi services.

To understand the avionics required for eVTOL, it’s essential to review the broader eVTOL platform as one category of air transport:

E 1.

2.

3.

4.

Light & Sport Aircraft Helicopter Fixed-Wing Supersonic (emerging)

90 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

5. eVTOL (emerging) 6. Unmanned Aircraft Systems (emerging) 7. Flying Cars (future).

Both fixed-wing aircraft and helicopters can be electric. Both, however, are not strictly eVTOL. Aircraft models in the eVTOL category can be designed and developed for Military, Commercial (Passenger and Cargo), Business and General Aviation, Urban Air Transport, Urban Air Mobility (Urban), and Advanced Air Mobility (Inter-Urban).

The independent category of eVTOL platforms, mostly in development, fall into the following types of intended power source.

1.

2.

3.

4.

Fully Electric Hybrid Electric and Fossil Fuels Electric and Fossil Fuel Derived (such as Hydrogen Fuel Cell). www.AVBUYER.com

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AVBUYER.com

Another crucial metric for any eVTOL aircraft is how it will be piloted. There will be three generations of eVTOL development and acceptance, as follows:

and future flying cars, with eVTOL mostly operating above them, and traditional aircraft above eVTOL.

1.

The data summarized in Table A (below) is subject to change, and is approximated only. eVTOL platforms are all still under development and at different levels of initial certification. Takeaways to derive include:

2.

3.

Generation 1: Piloted 1a) Traditional Pilot 1b) Passenger ‘Piloted’ Generation 2: Remotely Piloted Generation 3: Autonomous – No piloting required.

Some eVTOL developers, such as China’s EHang, are heading straight for the third-generation where, initially, there could be strict operating limitations. Alternatively, their business model may support the necessary certification path, specific to the locations they intend to operate. Note that autonomous can also be partial, where the passenger plays a minimized piloting role via a tablet device.

Avionics requirements for autonomous platforms will be very different than for piloted and, later, remote piloted. Aircraft developers, such as Joby and Lilium, are currently relying on piloted versions using evolutionary versions of the latest legacy aircraft avionics.

Finally, to further understand the different eVTOL platform designs, it is necessary to know where the aircraft will operate. UAM can involve different environments and the operation in each will commence in different stages: 1.

2.

3.

4.

5.

Urban (in city) Urban airport to city Urban city to outer suburbs Intra-regional (city to city) Metroplex operations to maximum permissible range.

From an air traffic control perspective, the lower urban environment is to be predominantly occupied by drones

Summary of eVTOL Models

• Variation in vehicle performance; • Some major avionics OEMs are well established in eVTOL; • Optimism for mid-decade certification with some cautious outliers; • Different approaches to the future market and operations; • The big players are using nimble innovative offshoots to develop future eVTOL aircraft.

eVTOL Avionics Considerations

Critical guidance for eVTOL avionics must include the two major considerations of SWaP(c) [Size, Weight & Power, plus cost] and Operating Environment. The former impacts hardware while the latter affects operating architecture and software, with significant crossover elements between both.

Power is the big unknown when it comes to the reality of eVTOL. Some platform developers such as Joby, Lilium and EHang have been flying demonstrator aircraft, while some others are flying scaled-down versions. Until completed, full-scale aircraft are flown the true range and performance capability are mere estimates.

Completed aircraft implies SWaP considerations are realistic, where the size is full, the weight reflects the final airframe version (including equipage, passengers, baggage or cargo load), and the power source is the final configuration.

Interestingly, while a full scale aircraft can be certified



TABLE A: Summary of the More Well-Known/Progressive eVTOL Candidates

www.AVBUYER.com

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and operated for passenger UAM, a sub-scale (smaller, but to scale) version can be used for small package delivery, line inspection and other tasks. While full scale versions can be piloted, sub-scale will remain as remote piloted or autonomous.

Assuming the power is exclusively electric, and adequate for an average advertised mission, the aircraft must have sufficient ‘fuel’ and power management to reach an alternate vertical port. This is in case of preferred port closure, or inclement weather at the original destination.

And remember, with no fuel burn, that for any allelectric eVTOL the take-off weight will be the same as the landing weight. eVTOL platforms will need to be smart in every way imaginable, since it will need to react to rapid changes of physical environment, dense traffic, and additional maneuverability.

The subsequent data requirements and constantly variable demand on the aircraft’s power source, will need to be managed by the avionics. Moreover, the avionics will include flight control, full-time cloud connectivity, and the traditional avionics Communication, Navigation and Surveillance (CNS) systems – all of which will be different to what’s installed in other categories of aircraft.

Generation 1 piloted eVTOLs assume a licensed pilot at the controls. However, there’s a strong desire from developers to allow for passengers to act as pilots by offering greater redundancy, plus intuitive and autonomous technology. In certain parts of the world this may be an acceptable compromise to reduce weight and cost.

By offering aircraft recovery systems and ‘direct to home’ commands in the instance of an emergency, it is possible airworthiness authorities will consider the safety margins to be sufficient, to have passengers perform as pilots.

Not only is there concern for those on board, but also those in buildings or on the streets. Liability is a big factor in providing flight permits, especially for any commercial operation, where money changes hands.

From an avionics perspective, system reliability is paramount, and a Systems Safety Assessment (SSA) for any UAM aircraft will require up to quadruple primary avionics equipage, to ensure no single point of failure can compromise the flight.

This will require smaller and lighter avionics to be developed, under the Integrated Modular Avionics (IMA) design criteria.

AVBUYER.com

TABLE B: Complete Avionics Package for an Advanced, Piloted eVTOL Aircraft AVIONICS SYSTEM Vehicle Management Computers Datalink Communications Standby Voice Coms (inc. Optional Satcom) GPS-based Navigation (FMS w/3D Maps) Non-GPS-based Back-up Navigation Flight Control Computers Enhanced Flight Vision w/Headsets Touchscreen Displays Lidar/EO-IR/Multi-spectral Cameras Laser Height Radar/Radar Altimeter Detect & Avoid (DAA) 360 Degree Terrain Sensing/Cameras Terrain Avoidance Traffic Collision Avoidance (ACASS-Xr for UAM) LEO and ATG 5G Internet and WiFi Flight Data QAR HUMS Health Monitoring Power Management Fiber Optic ‘Wireless’ Transponders – ADS-B Out & In Vehicle ID (RID), V2V and Security Encryption Cabin Electronics, IFE and Lighting Dynamic Weather Detection Air Data Computation Inertial Reference System

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4 4 1 4 2 4 1 3 1 2 2 1 1 1 1 1 1 2 – 2 2 1 1 2 4

It’s hoped (yet unlikely) that an open architecture policy will apply. In reality, there’s too much vested selfinterest for that to occur anytime soon, despite apparent promises. And that will be tough for pilots moving between platforms and simulators.

Table B (above) lists a complete avionics package for an advanced piloted eVTOL aircraft. There are four important considerations when reviewing the list.

1.

2.

Avionics Systems

As for the avionics systems themselves, there is significant commonality with fixed-wing aircraft systems (at least initially), until both the UAM traffic system and new 5G-based technology are mature. The more autonomous the eVTOL aircraft, the more reliance there will be on datalink and cloud-based services.

IMA products will be sub-modules within packages, capable of a wide variety of functions. There will be several identical modules, each operating independently and ready to take over the reins if any one module drops offline.

QTY

3.

4.

Designers are developing ultra-small-form factor (USFF) avionics to accommodate the many requirements and redundancies, and to meet challenging safety requirements.

One hurdle for avionics manufacturers will be antennas and the limited real estate necessary to mount them. Otherwise, the avionics modules will house all the ‘equipage’ in discrete integrated form.

Some of the systems listed will be designed as one product within the primary module.

Some systems are required for operational certification while others support those systems in capability and redundancy, enabling an easier path to full UAM traffic management route access. Some of the systems could be similar and assumed to be duplication. The jury is still out on which systems will rise to the top as being the best at performing in dense, potentially dangerous urban environments.



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AVIONICS.qxp_Finance 23/02/2022 10:04 Page 4

AVIONICS

Certification

For any aircraft, there are two independent components of the overall process: The certification of the equipment that will be installed on the aircraft, and certification of the aircraft itself.

Equipment: For the equipment, there’s a Technical Standing Order (TSO) developed and then used by any manufacturer of that system (i.e., a TCAS or a GPS Receiver). While there are other avenues for approval, these are more specific to the function, or where it will be used, and may involve Issue Papers to resolve. This was the case for Head-Up Displays (HUD), for example.

Once the design is approved there is an additional approval required for equipment production, ensuring that each item is produced in accordance with the design, and in identical replication.

Aircraft: For the aircraft, there is the development of a ‘type design’ for the issuance of a Type Certificate (TC).

Anything added later is then developed under a Supplemental Type Certificate (STC). As with equipment, there is an additional step required for production approval.

Once produced the aircraft and its crew must be approved to operate, and that could be an ever-evolving process as operators seek to fly their aircraft in different urban environments and conditions.

Avionics: For avionics, the process is initially the same as for equipment, followed by a collective approval under the aircraft TC for that make and model of aircraft only (unless added later). Most avionics that are added later must undergo an STC process, for which there are a few different ways to go.

Avionics are developed under a variety of design requirements and four of the most important that will certainly apply to eVTOL are: • • • •

DO-254 Design Assurance Guidance for Airborne Electronic Hardware DO-178C Software Considerations in Airborne Systems & Equipment Certifications DO-160G Environmental Conditions & Test Procedures for Airborne Equipment ARP4754A Guidelines for Development of Civil Aircraft & Systems

These four alone are prescriptive enough to keep any new system developer very busy with testing and paperwork. The avionics certification machine will take some of the steam out of innovative and disruptive changes, but, thankfully, all for the good of safety and reliability. eVTOL: For eVTOL and corresponding avionics, the process will be much the same. Hopefully many of the smaller aircraft will be developed to Part 23 eVTOL standards and larger ones to Part 25. There is also a possibility of Part 27 and 29 (Helicopter Certification) 94 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

being applicable. However, if the intent is to operate commercially, Part 135 (scheduled), Part 91 (unscheduled), or 91K (fractional) will be required, with Part 135 raising the bar for compliance, necessitating higher standards for the aircraft and its equipage.

Because of the ‘novelty’ of some of the new avionics for eVTOL, the equipment certification path will be littered with Issue Papers, Special Conditions, and interesting ‘show compliance’ requirements. Moving from piloted to autonomous will extend the ‘special categories and certifications’ even further, offering unique challenges to this fledgling industry.

Lastly, for eVTOL certification there is much to leverage from fixed-wing horizontal flight, and now, too, from the significant effort expended in unmanned aircraft systems or drones. The latter includes remote pilot, beyond line-of-site, and other non-traditional ways of flying in 3D airspace (soon to be operating as 4D with time-based operations).

Operations and Infrastructure

With respect to 4D time-based operations, an urban traffic management (UTM) may appear as if an underground rail network, but from trains to planes, and from stations to vertiports. As with trains, there are stops along the way, and central hubs.

While trains operate along 2D tracks, with timing as a third dimension, eVTOL will be operating in 3D air corridors, with timing as 4D. Understandably, the challenge to control 3D operations with precision timing, will necessitate the use of 5G speeds and bandwidth for connectivity. Initially, however, we can expect prototype operations in specific urban locations for single operators. Several adequately funded collaborations are underway between the three elements of an eVTOL environment: Vehicle provider, Operator, and UTM. From an avionics perspective, a successful eVTOL operation requires continual connectivity to a reliable and capable ground infrastructure, where nothing is left to chance. This will take time to fully develop, as prototype operations carve out tried, tested and approved UTM processes that everyone can trust.

The avionics will need to control the aircraft in structural environments, where micro-climates form rapidly around buildings, or where electro-magnetic interference (EMF) is more likely.

Training and Support

Any company contemplating the development of eVTOL avionics and infrastructure will need to transition from creative innovator to an aviation-approved manufacturer, which is a tall order. Often overlooked, training and support are key components of a manufacturer’s portfolio, and should be considered early. Two time consuming and costly considerations are: • •

Training via simulation Support via a worldwide network of factory approved service centers. www.AVBUYER.com

AVIONICS.qxp_Finance 23/02/2022 10:18 Page 5

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Companies developing eVTOL, such as Embraer, have this figured out – including for the avionics. Others are still at the creative innovation stage. As the next few years unfold, it’s reasonable to anticipate a drop-off of eVTOL programs as the ‘rubber meets the road’. The market is prime for mergers and acquisitions.

In Summary…

The exciting new and evolving field of eVTOL has so much to offer to future generations. Avionics is one small piece of that future, and, when viewed through a ‘lookahead-telescope’, appears as a large virtual cloud of autonomous connectivity to an aircraft hosting very little in the way of equipment.

The passenger or remote operator (cargo) uses voice or touch screen to request a route, and all computation is completed off-board. The future air vehicle will be a sensory wizard, always aware of its surroundings, like a bird.

ISO 9001 + AS9100

The combined sensory data is also processed offboard, in real-time. Flight control commands are then provided from the same cloud, as a stream of multiple maneuverability instructions, and the aircraft operates autonomously from there.

That prospect is likely to come after 2030, or even 2040. Reaching that goal will be a long, steady, inching forward of eVTOL avionics development, in lock-step with airspace redesign, UTM, and UAM certification evolution.

Anyone pushing the envelope for disruptive change should hang in there, but understand that one single accident that results in a fatality, could set the wider eVTOL program back, and require even greater stringency with closer scrutiny.

The disruption can only come about through verification and validation of each avionics advancement, and that will require additional time and cost. ❙

KEN ELLIOTT has more than 50 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. www.AVBUYER.com

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AVBUYER MAGAZINE Vol 26 Issue 3 2022

95

P096.qxp 24/02/2022 10:14 Page 1

Aradian November.qxp 20/10/2020 09:54 Page 1

File photo

Gulfstream 450

Gulfstream 550

Several aircraft available

Several aircraft available

2015 Citation XLS+

2012 Embraer Phenom 300 1,495 hours. ESP Gold and Embraer Executive Care. EU Ops compliant. Synthetic Vision.

In-flight phone and datalink. ADS-B compliant

1,725 hours. Power Advantage Plus. Aux Advantage. ProParts. ADS-B compliant.

Iridium satcom

Gulfstream GIV SP

Gulfstream GV

Several aircraft available

Several aircraft available

2002 Eurocopter EC135T2

2005 Airbus EC120B

2670 hours. Air conditioning. Single/Dual pilot IFR

1490TT. Recent paint and interior. Air conditioning. Engine particle filter

ALSO OFFERING: Beech King Air C90GTi, B200, 350. Hawker 800XP, 900XP. Bell 412EP Call/Email For Details

www.aradian.com UK office Tel. +44 1481 233001 Fax.+44 1481 233002 steverogers@aradian.com ALSO IN: Middle East, South Africa, Russia, Kazakhstan, Spain, Germany and India

Clip Group 2020 Bell 505 Jet Ranger X March.qxp_Heeren Cit Ultra sep 23/02/2022 12:17 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  Price: $1,8M 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

98 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

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

www.AVBUYER.com

P099-104.qxp 23/02/2022 14:26 Page 1

Dassault Falcon 20F-5

Chakib Lahrichi Price:

USD $1,200,000

Year:

1973

S/N:

273

Reg:

CN-TNM

TTAF:

16545

Location: Morocco

Dassault Falcon 10

Chakib Lahrichi Price:

USD $500,000

Year:

1978

S/N:

128

Reg:

CN-TKN

TTAF:

9944

M A R K E Tel: +212 522 973 903 T E-mail: info@alfaair.aero P L Fully EASA compliant & 135 compliant, Equipped with lavatory and A galley, Recent check C, Recent Engines MPI, APU, YOR 2020, Air C Conditioner, 10 seats & range 2 400 nm. Airframe: Good condition, leather seats. Engines: Honeywell TFE-731-5BR – 2C. APU: E GARETT 36-150. Avionics: AUTO-PILOT: Collins AP-105. FMS: Dual UNS-1D with GPS. EGPWS: Honeywell MK VIII. NAV: Dual Collins VIR 32. COM: Dual Collins VHF-22D. ADF: Dual Collins ADF-60A. DME: Dual Collins DME-42. XPNDR: Dual Honeywell MST-67 Mode S. Int: Number of passenger seats, ten. Galley location forward.

Galley equipment: Oven, manual fill coffee maker, cold storage.

Forward cabin configuration: Four-place club. Ext: Last paint 2020

Tel: +212 522 973 903 E-mail: info@alfaair.aero Beautiful, Fully EASA compliant, Turn-key aircraft, All maintenance current and ready to go, 2020 paint, C-2C done in 2020, great interior, YOR 2020, Leather seats, Good landing gear status, Equipped with lavatory, Equipped with galley, Air Conditioner, Certifield single pilot. Engines: HONEYWELL TFE731-2-1C. Avionics: C & 2C 07 2020. Interior: YOY 2020.

Exterior: New paint. Additional equipment: STC stretcher

Location: Morocco

Dassault Falcon 10

Chakib Lahrichi Price:

USD $700,000

Year:

1979

S/N:

120

Reg:

CN-TLD

TTAF:

15548

Location: Morocco

Bombardier Global 5000

Fly Elite Jets Price:

Please email

Year:

2013

S/N:

-

Reg:

-

TTAF:

5031

Location: UAE

Bombardier Learjet 60XR

Air Volta Ltd. Price:

Please email

Year:

2007

S/N:

60-329

Reg:

LZ-BVE

TTAF:

3880

Location: Bulgaria

www.AVBUYER.com

Tel: +212 522 973 903 E-mail: info@alfaair.aero Beautiful, Fully EASA compliant, All maintenance current and ready to go, 2020 paint, Check C&3C done in 2021, great interior, YOR 2020, Leather seats, Good landing gear status, Equipped with lavatory, Equipped with galley, Air Conditioner, MTW upgraded to 19300 lbs, Engines upgraded to TFE731-2-2C. Airframe: MTW upgraded to 19300 lbs. Engines: Both engines upgraded to the 2C mod. 2100 hour periodic inspections 4200 core zone inspection.

AP: Honeywell SPZ-650. HF COM: HF 718U-5. COM: Dual Collins VHF-22C. NAV: Dual Collins VIR-32. RADAR: Honeywell Primus 400.

Int: 8 passenger interior includes rear 3 place divan, 3 individual chairs, 1 corner chair, and belted jump seat. Ext: Paint 2020

Tel: +44 (0)207 0432 44 E-mail: jetmanagement@flyelitejets.com Family owned, immaculate Bombardier Global 5000 Vision immediately available for purchase. One owner and same crew.

Delivery from factory, spring 2014. Exceptionally well cared for aircraft. MSP's. Engines on RRCC. APU on Honeywell. TTAF 5031.

TCSN 1412. APU 4268. 1000 HR check Nov 2021. 4500 HR check Aug 2021. Engines on RRCC. Two Rolls-Royce BR 710-A2-20 engines each delivering 14,750lbs. Total 29,5000lbs. Aircraft Capacity: Daytime, 13 passengeers seated. Nighttime, 8 beds.

Cockpit: 1 PIC seat, 1 FO seat, 1 FA jump seat. Fwd section: Fully equipped double sided galley with wet bar, microwave oven, Nespresso coffee maker, fridge, storage with inserts

Tel: +359 2 878 18 25 E-mail: camo.manager@airvolta.com Airframe: 12 Years Airframe Inspection - 2020. Current as of 12 October 2021. Landings: 2476. Engine Specs: Model: PW 305A. Engine #1 S/N PCE – CA0517: Total Hours 3880 Cycles: 2476. Engine #2 S/N PCE – CA0516: Total Hours 3880 Cycles: 2476. Hot Section Inspection - 2020.

APU: APU SUNDSTRAND GEMINI T-20G-10C3 S/N SP- E070483: HOURS 1881, CYCLES 3798 OVERHAULED - 2020. Avionics: COLLINS PRO LINE 21 EFIS. DUAL COLLINS FMS 5000 WAAS w/LPV, DUAL GPS 4000S. DUAL FCC-850A AUTOPILOT. DUAL ADC-850D AIR DATA COMPUTERS. Int: Eight (7+1) passenger configuration in an executive arrangement with a Fwd R/S three-place divan and four club seats with swivel and reclining capabilities in Tan leather featuring dual bi-fold executive tables set atop a factory installed carpet and a belted Lavatory aft.

AVBUYER MAGAZINE R Vol 26 Issue 3 2022 R

99

P099-104.qxp 23/02/2022 14:26 Page 2

M A R K E T P L A C E

Cessna Conquest I

Tel: +1 (618) 225-7025 E-mail: rodger@jet-transactions.com

The Ritchie Group Price:

Please call

Year:

1981

S/N:

425-0010

Reg:

-

TTAF:

7527

Location: USA, CA

Beautiful Interior, Well-Maintained and Always Hangered. New Black Hawk Engines in 2016 — 118 Hours Since New. McCauley 4 Blade Props. Synthetic Vision System. Executive 6-Passenger, 2-Crew Interior. U.S. Registered — N425PL (Expires 06/30/2023).

No Known Accident History. ENGINES: (as of November 2021) PT6A-135A/ PT6A-135A; s/n: PCE-PZ1744/PCEPZ1745.

AVIONICS: Garmin GDU620. Garmin GRS77 AHRS. Garmin GDC74A Air Data. Mid Continent 4200-10 Standby ADI. Freon Air Conditioning. New Leather Seating Installed 2016. Matterhorn White with Blue & Grey Stripes

www.jet-transactions.com

Price:

USD $75,000

Year:

1987

S/N:

-

Reg:

-

TTAF:

-

Location: USA, FL

Cessna Citation II

Tel: +1 (833) 818-8082, +44 (0)780 972 7001 E-mail: ops@116 Aero

Nick Davis

Cessna Citation II

Beautiful Citation 550. 1/16th ownership available - only $75,000 USD per share (Max 75 hours utilisation per annum per share). Guaranteed recovery, 5 year ownership term, 90 day buy back* The Citation series sets the standard for safety and economy, and with a 1/16th share ownership you shed 93% of the cost of ownership and 100% of the hassle while retaining 100% of the benefit when you fly! Aircraft shares available in following states/cities during 2022: New York | Chicago | Florida | Dallas | Van Nuys | Las Vegas. Primary service area is 2 hours radius flight time from the cities listed above: Monthly Management Fee payable* contact for discussion and details. 10 | 25 | 50 | 75 hour flight blocks must be purchased in advance with share ownership

Tel: +34 (0) 629 482 424 E-mail: jb@ijet.es

Ijet Aviation Price:

USD $900,000

Year:

1980

S/N:

550-0182

Reg:

OH-CHF

TTAF:

8125

Engines P&W JT15D-4 (744 and 812 hrs). Cross weight increase. Medevac STC (lifeport 2 stretchers) year 2020.

ADS-B & P-RNAV upgrade year 2020. 3-tube EFIS. Freon air.

Under AOC EU OPS. Interior: 8 + 1 Pax configuration VIP. Exterior: 9/10. Additional equipment: Medevac STC 2020 (Lifeport 2 Stretchers)

Location: Finland

Cessna Grand Caravan EX

Flycom Aviation d.o.o.

Price:

Please email

Year:

2019

S/N:

208B-5504

Reg:

S5-CIK

TTAF:

910

Location: Slovenia

Hawker 800XPi

Borja Blond Price:

Deal pending

Year:

2006

S/N:

-

Reg:

-

TTAF:

9405

Location: Spain

100 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

Tel: +386 40 86 04 70 E-mail: gasper.kralj@flycom-aviation.si

Type of engine: PT6A-140 (867 SHP). Total time engine: 910:45 hrs TTSN. Cycles: 579. CAMO: YES (CAMP system). Programs: ProParts program. Interior: Canyon Group Scheme (The high contrast black and khaki of Canyon). Configuration: 11 Place Commuter Seating. Exterior: Standard Cessna Blue and white. Anti-ice system: YES (TKS fluid).

Avionics: G1000 NXi. Weather radar: YES (GWX70 Weather Radar).

Propeller: McCauley 4-Blade Propeller. Air-condition: YES. Oxygen system: YES (17 port). Tires: Oversized Tires, 29". MTOW: 8.807 lbs.

MLDGW: 8.500 lbs. Damage history: NO. Avionics: Garmin TAS. C406-N ELT. KR-87 ADF. TAWS-B Jeppesen Chart View. GTX 345 TransponderInt: Canyon Group Scheme (The high contrast black and khaki of Canyon). Ext: Standard Cessna Blue and White.

Tel: +34 680 184 324 E-mail: wings247air@gmail.com MSP Gold Engines (100%). No damage history. Release to service expected April 2022. Seats Configuration 8 Seats + Non-Belted Lavatory. ENGINE Nº1 TFE731-5BR-1H (MSP GOLD). TSN: 9011 Hr. CSN: 6277 Cy. ENGINE Nº2 TFE731-5BR-1H (MSP GOLD). TSN: 8722 Hr. CSN: 5869 Cy. APU MSP GOLD. APU GTCP36-150(W) (MSP GOLD).

TSN: 9103 HR. Avionics: Collins Pro Line 21 Avionics System with Digital Radios – Dual Comm, Dual Nav, Dual DME, Dual TDR-94D solid-state, airborne, Mode S air traffic control Transponders. – Dual Collins FMS6000 – Dual Collins GPS-4000A. Collins TCAS 4000 TCAS II – Single Collins HF-9000 with SELCAL. Int: Overall Greige. Cabinetry is high gloss Circassian walnut veneer. with Satin chrome hardware.

Ext: Overall white with red, black, and silver stripes

www.AVBUYER.com

P099-104.qxp 23/02/2022 14:27 Page 3

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

Price:

Make offer

Year:

2007

S/N:

900-00121

Reg:

G-HMDX

TTAF:

3600

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

DynamicPitch Ltd Price:

Make offer

Year:

2000

S/N:

900-00074

Reg:

G-SASR

TTAF:

6621

Location: United Kingdom

BELL 412EMS

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

DynamicPitch Ltd

Location: United Kingdom

McDonnell Douglas 902 Explorer

M A R K E Tel: +44 (0)794 359 1121 T Email: bobby@dynamicpitch.net P L A well specified MD902 Explorer helicopter in excellent condition.

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

C NVIS Certified. EMS/Multirole Configuration. The aircaft can be specified, painted or modified to the new owners exact E

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.

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

www.AVBUYER.com

AVBUYER MAGAZINE R Vol 26 Issue 3 2022 R

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P099-104.qxp 23/02/2022 14:27 Page 4

M A R K E T P L A C E

Airbus H125

Price:

Please email

Year:

2014

S/N:

7831

Reg:

HB-ZNO

TTAF:

5889

Location: Switzerland

Airbus H125

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. This Helicopter is a buyback from first and only Owner and was always manteined by Swiss Helicopter Maintenance which is a Official Service Center of Airbus Helicopters. Do not hesitate to contact us if you need further information and complete documentation of the aircraft.

Tel: +41 (0) 796 321 116 E-mail: timopro@me.com

Helitrade AG Price:

Please email

Year:

2011

S/N:

7115

Reg:

HB-ZLK

TTAF:

6866

Location: Switzerland

Airbus H125

Tel: +41 (0) 796 321 116 E-mail: timopro@me.com

Helitrade AG

CENTERVOL

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. This Helicopter is a buyback from first and only Owner and was always manteined by Swiss Helicopter Maintenance which is a Official Service Center of Airbus Helicopters. Do not hesitate to contact us if you need further information and complete documentation of the aircraft.

Tel: +34 (0) 626 571 821 E-mail: GERENCIA@CENTERVOL.ES

Price:

€2,350,000 Excl. VAT Close to new aircraft, Airbus H125 (AS350b3e), with very low

Year:

2020

S/N:

8853

Reg:

EC-NKK

TTAF:

261

time and with dual hydraulic system. In perfect condition, no damage better view and in stock in our facilities. Engines: Arriel 2D. Avionics: Garmin 500. Garmin GNC255A. Garmin GTN650H. Garmin GTX335R. ELT Integra AP-H. Interior: 10/10.

Exterior: Yellow 10/10. Additional equipment: Dual hidrualic system, tail rotor arch, cable cutter, cargo swing fixed parts, mirror rh fixed parts, anticrash fuel tank

Location: Spain

Airbus H125

CENTERVOL

Tel: +34 (0) 626 571 821 E-mail: GERENCIA@CENTERVOL.ES

Price:

€2,450,000 Excl. VAT Only 15 hours from new!! Very rare oportunity to found in stock

Year:

2021

S/N:

9140

Reg:

EC-NSS

TTAF:

15

and ready for delivery very very close to new H125. The helicopter is ready in our facilities for inmediatly delivery.

Engines: Arriel 2D. Avionics: Garmin 500. Garmin GNC255A. Garmin GTN650H. Garmin GTX335R. ELT Integra AP-H. Interior: 10/10. Exterior: Yellow 10/10. Additional equipment: Cargo hook fixed parts, mirror fixed parts, enhanced Thermal protection, Left and right rear sliding door

Location: Spain

Airbus H130

Tel: +86 151 545 81312 E-mail: wxd@mitgroup.com.cn

Jitian Qi Price:

Please email

Year:

2016

S/N:

-

Flight hours: About 117

Reg:

-

Landing sorties: About 450

TTAF:

117

Standard or Austrian AAT Medical Configuration, Only 117 Hours TT Production date: March, 2016

No any incident, still like a new helicopter 7 standard seats

Location: China

102 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

www.AVBUYER.com

P099-104.qxp 23/02/2022 14:27 Page 5

HELITACTICA S.A.

Airbus/Eurocopter EC 120B

Price:

Please email

Year:

2001

S/N:

1230

Reg:

ZP-HEC

TTAF:

2685

Location: Paraguay

Airbus/Eurocopter AS 350B-3

M A R K E Tel: +1 595 9766990111 T E-mail: alexandre@helitactica.com.py P L Engine currently on Safran SBH Program. In 2021 the 15-Years A inspection was executed at Safran, and several new components were C installed. - Completely redesign: new leather interior, new carpets, new airframe exterior and interior paint, all new windshield and side E windows. Bose stereo connection. - 12-year airframe inspection compleated on July/2021. Huge investment on several items. - Original Fuel flow meter, an expensive optional. Gives range in distance and flight time. - Price includes annual inspection and Export COA at the time of delivery. Seller is a Part 135 Operator and a Part 145 Maintenance Facility. In 2021 installed the best avionics available on the market: - Latest Garmin double 7” portrait screen G500HTxi (pilot and copilot). - GTN750HTxi with remote audio and transponder.

Tel: +420 123 456 789 E-mail: as350b3@protonmail.com

Andreas Lich Price:

€1,699,000 Excl. VAT Full equipment possible autopilot helisas S TEC 4axis,TCAS on

Year:

2010

S/N:

7076

No incydente,condition like new,used private,comp time only 715 hours

Reg:

-

All information and document history available to serious customers by e mail

TTAF:

715

glass cocpit,klima,Carbon sitze,exclusiv version

WiFi: Yes

Location: Czech Republic

Airbus/Eurocopter EC 120B

Tel: +44 (0)787 985 4019 E-mail: chris@heliselling.com

Chris Summers Price:

Make offer

Year:

2004

S/N:

1380

Reg:

G-JBBB

TTAF:

2500

Location: United Kingdom

IMMACULATE!!! Best EC120 on the Market. Low Time, 2 Owners from New, Treasured Aircraft, Private Use only - No Damage History.

Brand New Full Bare Metal Respray February 2021 by Edmondson Aviation.Aston Martin Grey Paint with Black & Gold Accents. Completely Corrosion Free. Always Hangared, Detailed Monthly, Stunning Condition...Engines: Turbomeca Arrius 2F S/N 34411. Avionics: VEMD. Artificial Horizon. Direction Indicator. Mb Altimeter. 2 x Garmin GTR 225’s. Lynx NGT9000 Transponder. Int: Mixed Grey. Leather Interior.

Matching Grey Carpets. Interior in Mint Condition throughout. Ext: Brand New Full Bare Metal Respray February 2021 by Edmondson Aviation.

Aston Martin Grey Paint with Black & Gold Accents

Airbus/Eurocopter AS 350B-2 Cotswold Helicopter Centre Price:

£750,000 Plus Tax

Year:

1988

S/N:

2109

Reg:

G-CKPS

TTAF:

8450

Location: United Kingdom

Heli-Sport CH-77 Ranabot

Well equipped multi role B2 with excellent remaining times.

Grey metallic paint. Black leather seats with contrasting stitching. 5/6 passenger configuration. Helisafe datalogger EASA OPS CAT POL 305 approved. Floats - removeable parts (timex removeable part also available). On Board systems 1000 kg cargo swing fixed and removeable parts. Cargo Mirror.

Wire strike kit. Dart range extender locker tank. ELT. Double Battery. EASA AOC operated. Aircraft in use, so hours will move on and need buyer verification prior to purchse

B.A. s.a.s Mechanical Solutions Price:

Please email

Year:

2020

S/N:

073

Reg:

I-D156

TTAF:

88

Tel: +44 (0)7973 369 492 E-mail: oliver@flychc.com

Tel: +39 338 507 5193 E-mail: b.a.mechanical@alice.it

Helicopter new, full optional, 2 Bose headsets,motor iniection EPA POWER 917i,AVMAP V,Radio BEKER AR6201, Transponder BECKER BXP 6401 Mod.S,Bussola PAI-700, MOTEC D125, KIT INTERCOOLER CH77-917Ti, Heating kit, ELT 406, Posistrobe Mini max Red Mini Anticollision Led Aveo Strob&Nav.,tank camera, Led instrument panel, Landing Light, Trim Cyclic, Maneuvering Wheels.

Location: Italy

www.AVBUYER.com

AVBUYER MAGAZINE R Vol 26 Issue 3 2022 R

103

P099-104.qxp 23/02/2022 14:27 Page 6

M A R K E T P L A C E

Tel: +1 (709) 256-3600 E-mail: mccurdy_group@hotmail.com

Linda White

Bell 206 LR

Price:

USD$550,000 Plus Tax Bell 206L C20R Engine. Recently had modifications to

Year:

1978

S/N:

45044

Reg:

C-GPJW

TTAF:

4500

compressor. New rear tail rotor blades. Dual controls, new straps. Grey seats. White paint with black and grey stripes.

Located in Canada.

Annual completed January 2022 Interior: Grey Exterior: White Paint with Grey and Black Stripes

Location: USA & Canada

Price:

Off market

Year:

2014

S/N:

TBD

Reg:

-

TTAF:

-

Location: United Kingdom

Tel: +44 (0)7859 306 489 E-mail: tony@nononsenseaircraft.com

Anthony Haddley

Dassault Falcon 20F-5

TWO AIRCRAFT AVAILABLE. We have 2 x Emb Legacy 650 aircraft for immediate sale. These aircraft are available now, they are not ghost aircraft they are physical - please read below. 2012 and 2014 aircraft both off market. (LOI NOW RECIEVED ON 2012) WE NOW HAVE A 2005 AND 2006 EMB LEGACY 600 FOR SALE. If you undestand the marketplace you will realise the prices these aircraft are fetching, much higher than normal, this is where the market is at present and the foreseeable future. They are $16.8m and $17.8m respectively, offers will be considered with a solid LOI. If you are in a position to buy and totally understand the marketplace then please contact us, these aircraft are expensive, if you are looking for a cheap Legacy 650 please do not contact us. We will require a speedy LOI which will reflect the APA and include a conditional refundable deposit, also of course subject to PPI.As you would imagine they are in great condition.Once we know each other we will send full details. We are working with owners around the globe, if you wish to buy or sell an aircraft come to us for a totally nononsense approach, especially if you have an aircraft in outstanding condition. We will shortly be bringing other aircraft to the market inc. 2019 Global 5000, 2008 Emb Legacy 600, 2010 Emb Legacy 600.

freephone UK 0800 999 2121

Aircraft Spare Parts

Wheels, Starters, Brakes, etc.

Outright and Exchange

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 09:39 Page 1

Preowned GSE also available

www.AlberthAviation.com

Buy * Sell * Trade

SALES • ACQUISITIONS • CONSULTING

832-934-0055

The BEST Aircraft For Sale Search anywhere, everywhere on pc, smartphone and tablet

www.

104 Vol 26 Issue 3 2022 AVBUYER MAGAZINE

.com www.AVBUYER.com

LEADING THE WAY FOR BUSINESS AVIATION 06 - 08 DECEMBER 2022 | WWW.MEBAA.AERO DWC, DUBAI AIRSHOW SITE

BOOK YOUR SPACE NOW

ORGANISED ON BEHALF OF:

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P106 AIRCRAFT INDEX.qxp 24/02/2022 10:38 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRBUS

A318 Elite . . . . 5 A319 VIP . . . . . 5 A319 . . . . . . . . 7

BOEING/MCDONNELL DOUGLAS

BBJ . . . . . . . . . 14, 108 BBJ2 . . . . . . . . 10 BBJ3 . . . . . . . . 108 737-700 . . . . . . 18 767-300ER . . . . 5, 6 787-8 . . . . . . . 5 787-9 . . . . . . . . 108

BOMBARDIER

Global 5000 . . . 5, 99, 108 Global 6000 . . . 11, 108 Global 6500 . . . 67 Global 7500 . . . 85 Global Express. .5 Global Express XRS. 5, 26, 108

Challenger

300 . . . . . . . . . 67, 108 650 . . . . . . . . . 108

Learjet

45XR . . . . . . . . 10 60 . . . . . . . . . . 67 60XR . . . . . . . . 99 75 . . . . . . . . . . 108

BRISTELL

LSA . . . . . . . . . 129

AIRCRAFT

Citation

PAGE

AIRCRAFT

CESSNA

GULFSTREAM

HAWKER BEECHCRAFT

King Air

350i . . . . . . . . . 37 360 . . . . . . . . . 61 C90GTi . . . . . . 97

CIRRUS

Beechcraft

1900D . . . . . . . 89

SR22 . . . . . . . . 63 SR20 G6. . . . . . 63

Hawker

DASSAULT FALCON

EMBRAER

Legacy 450 . . . 18, Legacy 500 . . . 31 Legacy 600 . . . 67, Legacy 650 . . . 5, 108 Phenom 300 . . 18, 97

AIRCRAFT

IV . . . . . . . . . . . 67 IV SP . . . . . . . . 67, 97 V . . . . . . . . . . . 97 450 . . . . . . . . . 11, 97 550 . . . . . . . . . 27, 97, 108 650 . . . . . . . . . 5, 8, 11, 108

II . . . . . . . . . . . 100 XLS . . . . . . . . . . 108 XLS+ . . . . . . . . . 97 CJ2+ . . . . . . . . 108 CJ4 . . . . . . . . . 19 Conquest . . . . . 10 Conquest I . . . . 100 Grand Caravan EX. .100 M2 . . . . . . . . . . 63 Sovereign . . . . 37 182T Skylane . . 63

6X . . . . . . . . . .

7X . . . . . . . . . . 37 8X . . . . . . . . . . 67 10 . . . . . . . . . . 99 20F-5 . . . . . . . . 99, 104 50-40 . . . . . . . . 107 900EX EASy. . . 10, 26, 2000 . . . . . . . . 19, 37

PAGE

400XP . . . . . . . 18 800XP . . . . . . . 97 800XPi . . . . . . . 100 900XP . . . . . . . 97 4000 . . . . . . . . 33, 57

PIAGGO

P180 EVO Avanti . . 107

PILATUS

PC-12 NG . . . . 19

PAGE

HELICOPTERS

AIRBUS/ EUROCOPTER

AS 350B-2 . . . . 103 AS 350B-3 . . . . 103 EC 120B. . . . . . 89, 97, 103 EC 130-B4 . . . . 61 EC 135T2 . . . . . 97 H125 . . . . . . . . 102 H130 . . . . . . . . 102

AGUSTAWESTLAND

AW109E Power . 18 AW109S. . . . . . .108 AW139. . . . . . . .108

BELL

206 . . . . . . . . . 18 206 LR . . . . . . . 104 212 . . . . . . . . . 101 412EP . . . . . . . 97 412EMS . . . . . . 101 505 Jet Ranger X. .98

HELI-SPORT

902 Explorer . . 103

MCDONNELL DOUGLAS

902 Explorer . . 101

Advertiser’s Index 1st Source Bank ........................................ 47

Eagle Aviation............................................ 63

JETNET ..................................................... 66

Action Aviation ........................................... 85

ElliottJets .............................................. 1, 17

Jet Token ....................................................71

AeroBuyNow.............................................. 89

Elliott Aviation .............................................83

Jet Values ...................................................56

Aircraft Blue Book ......................................75

Engine Assurance Program....................... 21

MEBAA .....................................................105

Aradian Aviation ........................................ 97

Freestream Aircraft .............................14 - 15

More&Company..........................................51

ATP.............................................................71

General Aviation Services ......................... 37

NAFA ..........................................................96

Avpro ........................................................ 67

GE Aviation................................................ 79

NBAA-EBACE ............................................88

Bombardier .................................................93

Global Jet Capital ..................................... 53

OGARAJETS............................................. 31

Central Business Jets ............................. 107

Global Jet Monaco ................................. 5 - 8

Pratt & Whitney.......................................... 73

Clip Aviation .............................................. 98

Gogo Business Aviation............................. 41

Sparfell & Partners ............................. 18 - 19

Concorde Battery ...................................... 95

Hatt & Associates ...................................... 33

The Jet Business................................ 26 - 27

C&L Aerospace...........................................45

IADA ...........................................................84

The Private Jet Company .......................... 57

Dassault Falcon Pre-Owned ................. 2 - 3

Jetcraft Corporation.................... 22 - 23, 108

VIP Completions.........................................87

Duncan Aviation ................................. 10 - 11

JetHQ ....................................................... 61 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), March 2022, Vol 26 Issue No 3, 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 67203-3517.

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.

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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

2018 Piaggio P180 EVO Avanti

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

Manufacturer’s Warranties, ADS-B Out, Electronic Charts, Maps Overlay, TCAS II 7.1, XM Satellite Weather, SBAS / LPV Capability, Anti-skid braking system, GoGo Avance L5 WIFI w/ Text & Talk

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.

2015 BOMBARDIER GLOBAL 6000 S/N 9688 • 5,445 Hours; 1,368 Landings • SwiftBroadband • Call in an Offer

2013 BOEING BBJ S/N 38408

2006 CESSNA CITATION CJ2+ S/N 525A-0317

• 2,438 Hours; 621 Landings • 8 Auxiliary Fuel Tanks • Collins VENUE CMS

• 1,788.3 Hours; 1,456 Landings • Engines Enrolled on TAP Blue • Airframe Enrolled on ProParts

ALSO AVAI L ABL E

2008 BOEING BBJ3 S/N 37560

2006 AGUSTA AW109S 2008 AGUSTA AW139 2015 BOEING 787-9 VIP 2015 BOEING 787-9 2008 CHALLENGER 300 2011 CHALLENGER 300 2018 CHALLENGER 650 2006 CITATION XLS

2006 GLOBAL 5000 2013 GLOBAL 6000 2010 GLOBAL XRS 213 FALCON 900LX 2017 LEGACY 500 2013 GULFSTREAM G550 2014 GULFSTREAM G650 2014 LEARJET 75

2011 EMBRAER LEGACY 650 S/N 14501142 • 2,798 Hours; 1,474 Landings • Engines Enrolled on RRCC • Fresh 96 Month Inspection

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

• 3,230 Hours; 984 Landings • Fresh 12 Year Inspection • ADS-B Out & FANS 1/A Compliant

I N FO @ JETC RAF T. CO M

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+ 1 9 1 9 9 4 1 8 4 00

Use the QR code or visit Jetcraft.com/Inventory to view our full list of available aircraft.

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