AvBuyer Magazine June 2021

FC O'Gara June 2021.qxp_FC December 06 19/05/2021 14:37 Page 1

Volume 25 Issue 6 2021

™

ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION

THIS MONTH Helicopter Comparison: Leonardo AW139 vs Airbus H155 proudly presents

FALCON 900EX Serial Number 32

See page 9 for further details

How to Import a Pre-Owned Business Jet Cabin Electronics Focus Issue www.AVBUYER.com

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Editor Welcome.qxp_JMesingerNov06 18/05/2021 09:43 Page 1

Guest Editor’s VIEWPOINT Mark Burns

Steering the Industry Toward Sustainability s an industry, we all have a role to play in creating an ecosystem where environmentalism cannot just survive, but thrive. We have a responsibility to be a leader.

The industry’s trade and advocacy organizations laid the groundwork for exactly that in 2009, when they rallied behind three key objectives:

A

-

Improving fuel efficiency by an average of 2% per year from 2010 to 2020.

Carbon neutral growth from 2020 onward.

A 50% reduction in total carbon dioxide emissions by 2050 (relative to 2005).

Ever since, OEMs, FBOs, fuel suppliers and refiners have worked together to encourage the industry to embrace and adopt environmentally-friendly practices that will help us achieve those goals.

Laser-like Focus

Gulfstream has championed those efforts from the beginning and continues to do so through a laser-like focus on innovation.

Whether it’s driving engine and aerodynamic design efficiency, reducing manufacturing waste, or demonstrating the safety, reliability and utility of sustainable aviation fuel (SAF), we are doing our part to help drive the industry toward a sustainable future.

We started this journey in earnest back in 2008, when we were designing the next generation of Gulfstream aircraft with low noise, low emissions, and fuel-efficiency in mind. The G500 and G600 that resulted from those efforts offer a more spacious passenger cabin and fly at faster cruise speeds than the aircraft they replace, yet offer as much as a 32% improvement in fuel efficiency.

Our innovations extend to aircraft operation, as well.

The Gulfstream in-production fleet was the first approved by the Federal Aviation Administration to use enhanced flight vision to touchdown and rollout, which allows Gulfstream aircraft (and authorized operators) to land when

others may need to divert or circle, wasting both fuel and time.

In terms of powering our planes, Gulfstream has long championed the use of SAF. We signed the industry’s first long-term agreement for a steady supply of low-carbon SAF back in 2015 and have been using the fuel regularly since our first delivery in 2016.

Earlier this year, we had flown more than 1.4 million nautical miles on the fuel, eliminating 2,500 metric tons of carbon emissions. A SAF blend even powered the first flight of the new Gulfstream G700 in early 2020, and later that same year, I announced a five-year extension of our agreement for a steady supply of SAF. And while those are all significant sustainability accomplishments, we haven’t stopped there. Earlier this year, engine supplier Rolls-Royce successfully used 100% SAF on a Gulfstream G700 engine, helping to clear the way for possible certification of straight SAF use (right now, SAF is certified for blends up to 50%).

For those operators without access to SAF (and even for those with it), there is our carbon offsets program, where operators can pay a monthly fee that is invested in environmentally-beneficial activities to offset their flying hours/emissions. So far, the program has aided in protecting threatened forests and producing wind energy.

Efficient manufacturing is also part of the effort to reduce Gulfstream’s environmental impact. The tools we have at our disposal today reduce cycle times, decrease energy and water usage and eliminate significant waste.

More for us All to Do…

Gulfstream’s work is not yet done, and neither is the industry’s. While a spirit of innovation has propelled us on our environmental journey, a spirit of cooperation is what’s needed to succeed.

We must move forward, not as competitors, but as collaborators willing to do what’s necessary to ensure the continued viability and sustainability of our industry. I encourage you to join this important journey. Leadership matters. Results matter. ❙

Mark Burns is President of Gulfstream Aerospace Corp, a position he has held since 2015. He also serves as a Vice President of General Dynamics. Burns has spent more than 35 years with Gulfstream, and in 2018 was a recipient of the National Aeronautic Association’s Wesley L. McDonald Distinguished Statesman of Aviation Award for his significant contributions to aeronautics. More information from www.gulfstream.com

4 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

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EMBRAER LEGACY 650

BOMBARDIER GLOBAL 6500 2020 / OFF MARKET NEW TO MARKET / CALL FOR PRICE

2012 / SN 14501165

BOMBARDIER GLOBAL EXPRESS XRS

AIRBUS A318 ELITE

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17.05.2021 16:39:21

Contents JUNE.qxp 20/05/2021 10:14 Page 1

Vol.25 Issue 6

Contents

2021

4 10

30 36 42 48 52 56 64 70

Guest Editor

Mark Burns, Gulfstream

Market Indicators

Trends and Observations from Leading Business Aviation Analysts

Market Insights

Interview With Chris Ellis, Avpro BizAv OEMs: Where are the Product Gaps?

Aircraft Development

Dassault Falcon 10X to Enter Service in 2025

Buying & Selling Aircraft

How to Import a Pre-Owned Business Jet

Finance

Which Business Jet Lease—Finance or Operating?

Helicopter Comparison

Leonardo AW139 vs Airbus H155

Aircraft Price Guide

20-Year Mid-Size Jets Price Guide

Cabin Electronics Industry Guide

Cabin Electronics: How to Upgrade Logically

78

Connectivity: The Lynchpin of your Cabin Upgrade

84

CMS Upgrade? The Decisions that Drive the Cost

90

Cabin Lighting Upgrades: Easier than you Think

94

Cabin Electronics: Managing Passenger Expectations

98 102 106

Editorial Contributor (USA Office) Dave Higdon dave@avbuyer.com ADVERTISING Steve Champness - Publisher Americas +1 770 769 5872 steve@avbuyer.com Ricky Gioconda Account Manager +1 919 434 1364 ricky@avbuyer.com Lise Margin Account Manager +1 703 818 1024 lise@avbuyer.com David Olcott Account Manager +1 802 233 6458 davo@avbuyer.com Maria Brabec - Account Manager EMEA & APAC Aircraft & Services Sales +420 604 224 828 maria@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams +44 (0) 20 8939 7726 helen@avbuyer.com mark@avbuyer.com CIRCULATION Sue Brennan +44 (0) 20 8255 4000 Freephone from USA: +1 855 425 7638 sue@avbuyer.com

Flight Department Management

How to Better Understand RNP AR Approaches (Part 2)

AVBUYER.COM Jayne Jackson jayne@avbuyer.com

How to Minimize Insurance with Pilot Training

Emma Davey emma@avbuyer.com

Avionics

Avionics 101: Pre-purchase Avionics Inspections

Community News

116

OEM News and Industry Appointments

119

Showcases

125

Marketplace

129

Advertisers’ Index

130

Aircraft for Sale Index

Next Month

• BizAv MRO Special Industry Guide

8 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

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

MANAGING DIRECTOR John Brennan +44 (0) 20 8255 4229 john@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE AvBuyer House, 34A High Street, Thames Ditton, Surrey KT7 0RY, UK +44 (0)20 8255 4000 Freephone from USA: +1 855 425 7638 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055 www.AVBUYER.com

1998 FALCON 900EX

F L A W L E S S P E D IGR E E , L O A D E D W/ OPTION S , FULLY PROGRAM M ED

LEARJET 40XR SN 2047

FALCON 50EX S N 269

HAWKER 800XP C O MI N G S O O N

GULFSTREAM G280 C O M IN G S O O N C I TAT I O N E XC E L

WANTED

CHALLENGER 605 C I TAT I O N C J 3 FA LCO N 9 0 0 E X E ASY

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MarketIndicators.qxp_Layout 1 18/05/2021 14:09 Page 1

MARKET INDICATORS

Business Aviation Market Overview Pre-owned business jet prices have been firming recently and may even begin to rise, according to Brian Foley, Editor, Market Intelligence for AvBuyer… orecasting certain stubborn trends in Business Aviation is like trying to predict precisely where oil prices or the stock market will be a year from now. One of the perpetually perplexing metrics in our industry has been determining future pre-owned aircraft prices, which, despite numerous calls for a floor, have continued to freefall for more than a decade.

Despite this, there are several factors coming together that could not only stabilize further price declines this year, but also cause a price rise across all cabin segments.

Before the 2007-2008 financial crisis, prices of used business jets were relatively stable and predictable.

Those financing new aircraft typically assumed residual values five years later would be upwards of 80%. In some instances, values actually appreciated over time, as demand exceeded supply of newer models.

F

10 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

Ever since then, average asking prices for all preowned classes have consistently fallen, and residual value assumptions for new aircraft are now closer to 50% after five years. (In all fairness, this is actually the rate of depreciation one would expect for aircraft, which are capital goods and should lose value accordingly. When considering this, it’s not at all unexpected that jets depreciate much faster now.)

Lately, though, there have been some market developments which in the near-term could – at least for now – arrest this downward price spiral, and perhaps even produce a modest increase.

Economy

The outlook is for an improving worldwide economy, with the US expected to see 2021 GDP growth at upwards of 8%.

Typically, a GDP of just 3% or higher bodes well for

www.AVBUYER.com

MarketIndicators.qxp_Layout 1 18/05/2021 14:08 Page 2

AVBUYER.com

“...a short supply and rising prices could encourage more buyers to consider a new airplane...”

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.

Currently, 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/

jet sales. This is topped with individuals having higherthan-normal savings, and stock portfolios that have spiked with the US stimulus infusion.

After many years being absent, inflation is back in the everyday vernacular. While the jury’s out on whether it will be merely transitory or remain for the longer-term, either way could lift the prices of nearly everything, including pre-owned jets.

Supply

Business jets have not gone out of fashion during the pandemic. Rather, more flyers have been introduced to private air travel, a few of whom will stay for the long term. This will further make owning a pre-owned airplane an attractive proposition for some, further denting the pre-owned supply.

As detailed in my May AvBuyer column, pre-owned inventory (as a percentage of the fleet) is hovering near all-time lows. Over the past couple of months that figure has ranged from roughly 5-7% of the business jet fleet being for sale, versus an historical average of 10-12%.

Thus, what we’re beginning to see is a classic case of demand continuing to exceed the now limited supply of used inventory. This would suggest that 2021 could

www.AVBUYER.com

actually see a slow reversal of the price decreases we’ve all become accustomed to, with prices instead increasing modestly.

Effect

Implications of flattening or rising pre-owned prices should be minimal. Perhaps more jet buyers will pull the trigger if they perceive they’re buying at a bottom, which would further exacerbate the pre-owned supply availability.

Conversely, if prices were to rise more substantially, there may be more buyers priced out of the market.

Life could even get a little easier for financiers and lessors, who, with the help of more stable prices, can get more comfortable with their residual value assumptions.

Finally, a short supply and rising prices could encourage more buyers to consider a new airplane, further improving what has already been a pretty good year for beleaguered manufacturers.

Whatever the case, brokers should be prepared for the possibility of prospective buyers waiting for prices to come back down while sellers delay listings with the expectation that prices will continue to rise. page 14 MI www.brifo.com

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AVBUYER MAGAZINE Vol 25 Issue 6 2021

11

Freestream 1 May.qxp 21/04/2021 11:31 Page 1

2011 Falcon 7X S/N: 132. Airframe Total Time: 4144.6 hours. Aircraft Total Cycles: 1060

2009 Falcon 7X S/N: 046. Airframe Total Time: 6504.8 hours. Aircraft Total Cycles: 1639

2012 Global 6000 S/N: 9432. Airframe Total time: 5,129 hours. Aircraft Total Cycles: 1100 FREESTREAM AIRCRAFT LIMITED

London +44 207 584 3800 sales@freestream.com

FREESTREAM AIRCRAFT (H.K.) LIMITED

Hong Kong +852 2724 5620 info@freestreamhongkong.com

Freestream 2 May.qxp 21/04/2021 11:31 Page 1

2015 in Service 2017 Boeing 787-8 VIP

Airframe Total Time: Delivery Hours Aircraft Total Cycles: Delivery

2001 BBJ

S/N: 29972 YG073 Airframe Total time: 8901.7 hours Aircraft Total Cycles: 3612

2007 in Service 2010 BBJ S/N: 36090 Airframe Total Time: 2,451 hours Aircraft Total Cycles: 724

2014 Gulfstream G650

Airframe Total Time: 2339.1 hours Aircraft Total Cycles: 642

FREESTREAM AIRCRAFT LIMITED

London +44 207 584 3800 sales@freestream.com

FREESTREAM AIRCRAFT (H.K.) LIMITED

Hong Kong +852 2724 5620 info@freestreamhongkong.com

MarketIndicators.qxp_Layout 1 18/05/2021 14:09 Page 3

MARKET INDICATORS

AVBUYER.com

Global BizAv Flying Trends According to WINGX, from the start of April through the first week of May, global fixed-wing flight activity was up 219% compared to 2020, but still trailed the same period in 2019 by 35%...

Specifically, global Business Aviation traffic was up 200% on 2000, but down 8% versus April-May 2019. Year-to-Date (YTD) bizav activity was up 28% compared to 2020, but down 9% compared to 2019.

United States Flight Activity

In the US market, just under one million flights YTD was 8% below the same period in 2019, but April activity was only 6% behind that recorded in April 2019.

The charter market continued to be the strongest space, with branded charter operators flying 6% more sectors than in April 2019, and up 3% this year compared to same period 2019.

(Charter activity was up 37% on the first four months of 2020).

Twenty percent of the charter activity in the US leading into the first week of May came from Florida, with trends 60% above 2020 levels, and more than 20% ahead of 2019.

All US regions were seeing more activity YTD, compared to 2020, although trends varied. The Southeast and Southwest were ahead of the West coast. The Midwest and Northeast were proving to be the slowest regions to recover.

in Europe was up 10% on the same period in 2020, but still 20% below 2019 trends.

•

•

• •

Activity out of Texas was up 39% YTD; 23% in California; 24% in Illinois; and flights out of New Jersey were 8% ahead of 2020.

New York was up 42% over last year, when activity was at a virtual standstill.

Business Aviation flights to and from Colorado were up 33% YTD (and 1% ahead of 2019 YTD, or 7% up versus April 2019). The busiest connections with Colorado were with Texas, Arizona, Florida and California.

European Flight Activity

Europe continued to see a gradual and stuttering recovery, varying widely from the weaker Western region to the stronger Southern and Eastern regions.

Overall, Business Aviation flight activity

14 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

•

•

France was the busiest market, up 13%, with domestic traffic up by 40%. But overall, flights from France were still 22% behind 2019, YTD. The UK has been the third busiest market this year, but one of the few European countries still behind 2020 trends having recorded 31% fewer flights than last year.

Russia and Turkey enjoyed the largest growth in traffic between January and April, both with more than a 60% (mostly domestic) increase over last year’s traffic.

Rest of the World Activity

Beyond Europe and the US, Business Aviation trends were up 26% YTD in April, compared to 2020. Canada was the only top market yet to surpass last year’s activity.

•

• •

Business Aviation activity doubled YTD (compared to the same period in 2020) in China, Nigeria and Brazil.

In each case, this was owning almost entirely to domestic flying.

Flight activity in India remained 60% up this year compared to last year, despite the surging pandemic.

The Bahamas recorded a strong rebound, with arrivals into Nassau up by 50%.

“Business Aviation is steadily closing in on parity with 2019, powered by a rebound in demand in the US,” Richard Koe, Managing Director of WINGX, said. “Strong demand in other countries such as China, Nigeria, Brazil and Australia also help.

“Flight activity in Europe is only just recovering 2020 trends and may struggle to keep up with the relatively quick recovery we saw in flight demand as restrictions got lifted last summer.”

MI www.wingx-advance.com page 18



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Elliott Jets June.qxp_Layout 1 17/05/2021 14:13 Page 1

2010 A109S GRAND S/N 22162 1’770 TT, Recent Annual Check, New int. & paint 2018, Single Pilot IFR Approved, Strobe Lights, Aft Cabin Mini Bar, 5+1 Pax.

+41 22 787 08 77 / +1 301 525 4380 TRADING.GENEVA@SPARFELL.AERO TRADING.USA@SPARFELL.AERO WWW.SPARFELL.AERO

Make Offer

CHARTER TRADING SALES & ACQUISITIONS LEASING DESIGN

2008 A109E POWER S/N 11728

2007 AGUSTA A109E POWER OFF-MARKET

Engines on JSSI 100%, Only 307 Hours TT, Recent Annual Check, Recent Paint, EASA Compliant, VIP Interior, 6+1 Pax.

2’070 Hours, 4’490 Cycles, EASA, 5+1 Pax, Engines on Aerodynamics Powerplan

Make Offer

Make Offer

DEAL PENDING

2007 LEGACY 600 S/N 995

2014 CHALLENGER 605 OFF-MARKET

4’960 TT, 144 Mths/LDG OVH/ ADS-B/Cabin Touch-up in 2019, EASA, EEC, RRCC Engines Program, Wi-Fi, 13 Passengers

2’800 TT, EASA, SmartParts, Engines GE OnPoint, APU MSP Gold, One owner since new, 12 Passengers

Deal Pending

Make Offer

DEAL PENDING

1995 CITATION ULTRA S/N 280

2014 CITATION CJ4 OFF-MARKET

8’618 Hours, EASA, WAAS/LPV, ADS-B Out

3’195 TT, ADS-B Out v2, T-CAS 7.1, Airframe & Engines on Programs,EASA, 9 Pax, WAAS, LPV, One Owner since New.

Make Offer

Deal Pending

CHARTER - TRADING - SALES &

ACQUISITIONS - LEASING - DESIGN

DEAL PENDING

JUST SOLD File Picture

2001 CITATION EXCEL S/N 5605154

2014 LEGACY 650 OFF-MARKET

7’130 Hours, EASA, Engines on JSSI, WAAS/LPV, ADS-B Out, APU

2’600 Hours, EASA, Engines and APU on Programs, 13 Passengers

JUST SOLD

JUST SOLD

Deal Pending

Just Sold

GULFSTREAM IV S/N 1068

2003 HAWKER 800XP S/N 258612

Corporate Care, ASC-190, Gear Overhaul Done, New Paint, Carpet & Flooring, WiFi, ADS-B

4’050 TT, Engines on MSP Gold, 8 Pax + Belt Lav., G-Check + ADS-B Completed in January 2020

JUST SOLD

JUST SOLD

Just Sold

Just Sold

2011 PHENOM 300 S/N 50500062

2014 LEGACY 650 S/N 1194

3’260 Hours, EASA, Engines on JSSI, Airframe on Embraer Executive Care, FDR/CVR

One US Owner, Gorgeous Turn-key Aircraft, 2’900 hours, RRCC, ADS-B/CPDLC/FANS 1/A, WAAS/LPV, GoGo Wifi, 13 pax.

Just Sold

Just Sold

MarketIndicators.qxp_Layout 1 18/05/2021 14:11 Page 4

MARKET INDICATORS

In-Service Aircraft Values & Maintenance Condition

Overall Asset Insight’s tracked inventory fleet availability continued to shrink, entering Q2 with another 1.5% contraction.

The April 30, 2021 market analysis covering 134 fixed-wing models accounted for 1,633 aircraft, equating to a year-to-date (YTD) decrease of 14.6%.

By aircraft group, results were mixed. Large Jets and Turboprops posted an inventory increase of 0.8% and 1.5%, respectively, while Mid-Size Jet availability was down 2.3% and Light Jets were down 4.5%.

Aircraft Values

The tracked fleet’s average Ask Price remained virtually unchanged in April, maintaining its 1.5% contraction YTD, while decreasing 4.2% year-over-year (YoY).

• • •

•

Large Jets were the only group to post an increase – a healthy 3.6%.

Mid-Size Jets lost 9.3% of their Ask Price to post a 12-month low figure.

Light Jet prices decreased another 5.6%, the group’s seventh consecutive monthly loss (a drop of 13.6% YTD and 18% Y/Y), resulting in a record low figure. For the first time, the group’s average Ask Price fell below that of Turboprops.

Turboprop pricing dropped 0.8%, but the group is still up 0.2% YTD.

Inventory Fleet Maintenance Condition

Alterations in the units comprising the inventory fleet decreased the Quality Rating while concurrently improving Maintenance Exposure, which is a rather unusual event… Specifically: Quality Rating decreased for the third consecutive month, this time by 0.3% to 5.296, a figure that maintained the fleet within the ‘Excellent’ range on Asset Insight’s scale of -2.5 to 10. The decrease in Quality signifies the latest fleet mix will have to complete more near-term maintenance events.

Maintenance Exposure, defined as the aircraft’s accumulated/embedded maintenance expense, improved (decreased) by 0.4% to $1.485m for April. Accordingly, while the fleet will, on average, experience more near-term maintenance events, their cost is forecast to be a little lower.

Maintenance Exposure to Ask Price (ETP) Ratio

The ETP Ratio 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 Q1 2021, assets whose ETP Ratio was 40% or higher were listed for sale 69% longer (on average) than aircraft whose Ratio was below 40% (285 versus 482 Days on Market).

April’s market review revealed that over 49% of the tracked models, and almost 60% of the tracked fleet, posted an ETP Ratio page 22 greater than 40%.

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18 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

AVBUYER.com

Table A

Fleet Maintenance Condition $ Million $1.55

5.45

$1.49

5.35

$1.50

$1.45 5.25 5.15

5.296

M

J

J

Quality Rating

A

S

O

N

D

Maintenance Exposure

J

F

M

A

$1.40 $1.35

Quality Rating Trendline

Table B G500 G650ER F8X F2000LXS Citation CJ4 525C Learjet 75 F7X Citation CJ3+ Citation X+ King Air 350i Global 6000 F900LX F2000S G280 Boeing BBJ F900EX EASy Citation Encore + Legacy 650 Phenom 300 Pilatus PC-12 F900DX G450 Citation Sovereign 680 Learjet 70 TBM 850 Piper Meridian CL-605 F2000EX EASy Caravan 208-675 G150 Citation XLS Citation CJ3 F2000EX Global 5000 F900EX G550 Citation CJ2+ 525A Hawker 900XP Citation Mustang 510 Learjet 60XR King Air B200-Post 2000 King Air 350 - Pre-2001 Nextant 400XTi CL-300 King Air 350 - Post-2000 Global XRS Citation Encore Piaggio P-180 II F900C Embraer Legacy 600 GV Citation CJ2 Learjet 40 Learjet 45XR Citation CJ1+

1.9% 2.3% 3.2% 7.4% 7.9% 10.0% 10.4% 11.6% 11.8% 12.0% 12.0% 12.1% 12.3% 14.4% 14.7% 15.8% 16.4% 16.6% 17.6% 17.7% 19.4% 19.6% 20.0% 20.2% 20.3% 21.3% 21.7% 21.9% 23.2% 23.7% 24.2% 26.2% 27.0% 28.2% 29.0% 29.4% 29.4% 30.5% 30.7% 32.2% 32.6% 33.0% 33.0% 33.2% 33.3% 34.0% 34.7% 34.9% 34.9% 35.1% 35.6% 36.5% 37.8% 37.9% 38.9%

Caravan Grand 208B 41.2% Hawker 4000 43.2% Phenom 100 43.7% Hawker 850XP 45.0% Citation Excel 560XL 45.1% Caravan 208 47.8% G200 48.4% F50EX 51.9% King Air B200 - Pre-200152.8% Learjet 40XR 53.4% CL-604 53.9% King Air 300 55.7% F2000 56.5% Citation V 560 56.8% Premier 1A 57.6% Hawker 750 58.6% TBM 700A 61.8% Global Express 62.0% Citation V Ultra 62.2% Hawker 400XP 64.1% Citation CJ1 65.0% Learjet 45 w/APU 69.8% Hawker Beechjet 400A 71.3% Hawker 800XP 71.9% Citation VII 80.6% Premier 1 84.7% GIV-SP 97.6% Hawker 1000A 99.4% F50 106.7% G100 107.0% Learjet 45 108.5% Learjet 31A 108.7% King Air C90 117.6% Learjet 60 119.4% Piaggio P-180 123.2% GIV 123.5% CL-601-3R 131.9% Citation VI 133.1% Citation ISP 141.6% Learjet 55 147.2% Hawker 800A 150.6% Hawker Beechjet 400 150.8% Citation II 156.9% Learjet 31 186.1% CL-601-3A 192.3% F20-5 193.0% Citation Bravo 204.1% Citation III 211.1% Learjet 36A 216.6% Learjet 35A 283.3% CL-601-1A 323.4% GIII 446.6% Hawker 125-700A 467.7%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of April 30 2021 Source: JETNET (www.jetnet.com) Asset Insight, LLC (www.assetinsight.com)

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AeroBuyNow June.qxp_Layout 1 17/05/2021 14:16 Page 1

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2012 GULFSTREAM G450 4243

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MarketIndicators.qxp_Layout 1 18/05/2021 14:12 Page 5

MARKET INDICATORS

AVBUYER.com

Large Jets

Mid-Size Jets

Ask Price vs. Maintenance Exposure

Ask Price vs. Maintenance Exposure

$ Millions

$13.0

$3.13

$12.5

$ Millions

$3.20 $3.10

$12.0

$1.25

$3.40

$1.28

$3.20

$1.24

Apr-21

Mar-21

Jan-21

Feb-21

Dec-20

Nov-20

Oct-20

Sep-20

$2.83 Jul-20

$2.80

Aug-20

$2.90

Jun-20

Apr-21

Feb-21

Mar-21

Jan-21

Dec-20

Nov-20

Oct-20

Sep-20

Jul-20

Aug-20

Jun-20

May-20

$11.7

$1.26

$3.00 May-20

$3.00

$11.5 $11.0

$3.60

Asset Quality Rating

Asset Quality Rating

Scale -2.500 to 10.000

Scale -2.500 to 10.000

5.500

5.800

5.330

5.400

5.700

5.640

5.300

5.200

5.600

The 75% ETP Ratio posted by our tracked fleet for April represented the second consecutive record-high (worst) figure.

•

• • •

While Turboprops continued to record the best (lowest) ETP Ratio, April’s 44.4% was above the 40% ‘excessive’ mark for the second consecutive month (following three months below the 40% level), and was not far off the group’s 12-month worst figure.

At 61.1%, Large Jets fared marginally better than March’s 61.3%, and the Ratio was between the group’s 12-month low and average figures.

The Ratio for Mid-Size Jets landed half-way between the 12month worst and average figures at 72.2%, and represented an increase (worsening) from March’s 69.3%.

Lastly, Light Jets demonstrated the effect of the group’s sagging Ask Price by establishing a third consecutive recordhigh (worst ever) figure, at 113.8% (versus March’s 113.6%).

Market Summary

While overall Ask Prices remained relatively unchanged, it was only due to the surprising increase generated by Large Jets.

Pricing for all other groups fell, as expected, but at a faster rate than anticipated.

With overall inventory down to 7.7% of the active fleet, the extremely limited supply of younger, lower-time aircraft could result in higher prices for such assets.

No doubt aging aircraft sellers hope to benefit too, but that will be a much taller order on most older models due to the high number of available aircraft. Still, all groups are now posting availability below 10%, with Turboprops at 6.3%, Large Jets at 7.4%, Light Jets at 8.0%, and Mid-Size Jets at 9.2%.

22 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

Apr-21

Mar-21

Feb-21

Jan-21

Dec-20

Nov-20

Oct-20

Sep-20

Aug-20

Jul-20

Jun-20

5.000 May-20

Apr-21

Mar-21

Feb-21

Jan-21

Dec-20

Nov-20

Oct-20

Sep-20

Aug-20

Jun-20

May-20

5.500

Jul-20

5.100

Large Jets: Inventory is now down 9.3% YTD, representing a 40-unit decrease. The Quality Ratio improved by 0.1% to 5.788, keeping the group in ‘Outstanding’ territory while identifying an inventory pool sporting a smaller number of near-term maintenance event.

At the same time, Maintenance Exposure dropped (improved) 1.0%, signifying those maintenance events will be less expensive to complete, although they will also be approximately 4.4% more costly than they were a year ago.

With Ask Price increasing 3.6% for April, pricing was up 0.2% YTD, although it’s still off by 5.9% YoY. Asset Insight continues to believe that value levels will favor sellers in the short term, except for those seeking a home for aircraft in the antique category (i.e. older than 25 years).

Asset Insight analytics (www.assetinsight.com)

Mid-Size Jets: Mimicking Large Jets for the second consecutive month, the group’s Quality Rating improved (increased) 0.2% to 5.330 (remaining within the ‘Excellent’ range), while Maintenance Exposure improved (decreased) 2.0% to post a 12-month low (best) figure.

Inventory is now 16.1% below the group’s December 2020 total, having shed 84 assets from the total pool, and availability now stands at 9.2%.

In our review of March, we noted that buyers and sellers had ample room to structure mutually-beneficial transaction values, and April’s 12-unit inventory decrease proved that theory.

Light Jets: The average Light Jet is currently spending 14.5 months on the market before trading. Some models have been searching for a buyer for over three years. Perhaps this page 26



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MarketIndicators.qxp_Layout 1 18/05/2021 14:13 Page 6

MARKET INDICATORS

AVBUYER.com

Light Jets

Turboprops

Ask Price vs. Maintenance Exposure

Ask Price vs. Maintenance Exposure $1.65

$1.00

$1.60

$0.60

$1.01

Feb-21

Jan-21

Dec-20

$1.50

Oct-20

$0.80

Nov-20

$1.55

Sep-20

Apr-21

Mar-21

Jan-21

Feb-21

Dec-20

Nov-20

Oct-20

Sep-20

Aug-20

Jul-20

Jun-20

May-20

$1.52

$0.90

Aug-20

$1.60

Jul-20

$1.70

$0.55

Jun-20

$1.80

$1.60

May-20

$1.90

$1.50

$1.10

Apr-21

$2.00

$ Millions

Mar-21

$ Millions

$0.55

$0.50

Asset Quality Rating

Asset Quality Rating

Scale -2.500 to(www.assetinsight.com) 10.000 Asset Insight analytics

Scale -2.500 to 10.000

5.300

5.300

5.200

5.154

5.200

5.052

5.100

5.000

5.100

4.900

Apr-21

Mar-21

Feb-21

Jan-21

Dec-20

Nov-20

Oct-20

Sep-20

Aug-20

Jul-20

Jun-20

May-20

Apr-21

Mar-21

Feb-21

Jan-21

Dec-20

Nov-20

Oct-20

Sep-20

Aug-20

Jun-20

May-20

Jul-20

4.800

5.000

Asset Insight analytics (www.assetinsight.com)

explains why the average Ask Price for a pre-owned Light Jet Asset Insight analytics (www.assetinsight.com) reached a record low figure, after decreasing 5.6% in April, Asset Insight analytics (www.assetinsight.com) bringing the group’s average Ask Price below that posted by Turboprops…

Still, Light Jet buyers are quite active, with inventory decreasing 19.7% (109 units) YTD, and availability now at 8.0%.

The change in fleet mix lowered (worsened) the Quality Rating by 0.3% to 5.154, but kept the group within the ‘Very Good’ range, while Maintenance Exposure, quite surprisingly, decreased (improved) by 1.0%, although the figure is still worse than the 12month average.

What does all this mean? Buyers and Sellers of younger assets are able to structure value-based transactions, while sellers of aging units will probably continue to operate their aircraft until an expensive maintenance event makes it more logical to park the asset.

Turboprops: Although inventory increased by 1.5% in April (six units), availability is down 11.3% (46 units) since December 2020, and Ask Prices, which dropped 0.8%, equated to year-end 2020 figures too.

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

Good 4.750 to 4.999

Below Average Average 4.500 Less to than 4.749 4.500

Trades of higher quality aircraft, and inventory additions of lower quality assets, reduced the Quality Rating by 2.5%, but the group’s 5.052 rating kept Turboprops within the ‘Very Good’ range. Maintenance Exposure climbed 6.7% to approach the 12month high (worst) figure, but the value is 0.6% lower YoY. The ETP Ratio climbed to 44.4% from 41.5% which, while in the range we consider excessive, is likely to affect only a nominal number of additional sellers, considering that only 6.3% of the active fleet is listed for sale. Asset Insight sees no obstacle to reasonable buyers and sellers transacting at current market prices, and even at a slight premium for some aircraft.

MI www.assetinsight.com T

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/

26 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

Very Good 5.000 to 5.249

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Market Insights 1 JUNE.qxp_MARKET INSIGHTS 18/05/2021 09:55 Page 1

MARKET INSIGHTS

Market Insights: Chris Ellis, Avpro What are the key issues driving today’s pre-owned business jet marketplace? How can buyers and sellers extract maximum value? AvBuyer’s Matt Harris asks Chris Ellis, Managing Partner at Avpro… elebrating 30 years in business this year, Avpro exclusively represents clients seeking to buy, sell and trade new and pre-owned aircraft.

With a focus on business jets, Avpro specializes in Mid-Size and Large Cabin Jets in particular, but is also experienced in the Light Jet market. As a result, it has its finger on the pulse of dozens of makes and models from all of the major OEMs, including Bombardier, Cessna, Dassault, Embraer and Gulfstream, as well as out-of-production models from the likes of Hawker.

In an average year, the company completes approximately 100 transactions, with an estimated value of about $1.5 billion.

Avpro attributes its success to its ability to “navigate buyers and sellers through the intricacies of a complicated market while keeping our eyes on the big picture”.

C

30 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

“We overlay our knowledge of the market with a forecast of larger economic trends,” explains Chris Ellis, Avpro’s Managing Partner.

Mr. Ellis’s interest in aviation started back in his high school days, through a friend whose father worked in the aviation sector. Despite obtaining an engineering degree, he followed his passion for aviation into the aircraft sales industry in 1987, and, four years later, established Avpro as one of three founding partners.

Thirty years later, Ellis has seen most things in terms of market cycles in pre-owned aircraft sales, including the impacts of two Gulf wars; the dot.com boom and bust; the feverish pace of the market and its subsequent collapse in the Great Recession; and now a global pandemic.

Chris took time out of his busy day recently to share some of his market insights and perspectives with AvBuyer… www.AVBUYER.com

w

Market Insights 1 JUNE.qxp_MARKET INSIGHTS 18/05/2021 09:55 Page 2

AVBUYER.com

AvBuyer: We’re almost half way through 2021 already. Tell us about the pre-owned aircraft sales market in 2021 as you see it…

Ellis: It’s robust – very robust. Currently there’s a very limited supply of inventory available. The trajectory to where we are now pretty much started in August 2020, continued for the better part of Q3 and Q4, and into Q1 2021. And Q2 doesn’t seem to be letting up either.

We’re seeing record sales going on right now. A ready and available supply of buyers is not the issue – it’s the supply of available aircraft that’s the problem.

We’ve seen tight inventory similar to this before.

Prior to the financial crisis, the market supply became very tight in 2006 and 2007. But back then, the OEMs had much less production capacity.

Today, they’re still producing plenty of aircraft www.AVBUYER.com

M

which keeps a supply line going, so today’s market is slightly different.

AvBuyer: Is there anything about the aircraft sales market that has surprised you this year?

Ellis: I wouldn’t say there are any real surprises about 2021 – so far – in terms of the pre-owned market. It’s more what happened last year that surprises me still. A year ago last April and May, 96% of the public were in lock down – we’ve never had to deal with that kind of societal disruption before. The normal course of daily life stopped. It was a very bleak time.

So, the nature of the rebound was staggering. If you’d asked me during the lock down how many people would be trying to buy jets in the second half of 2020, I’d have called it wrong. We didn’t see the demand of Q3 coming.



AVBUYER MAGAZINE Vol 25 Issue 6 2021

31

3

Market Insights 1 JUNE.qxp_MARKET INSIGHTS 18/05/2021 09:56 Page 3

MARKET INSIGHTS

AVBUYER.com

And Q4 was ‘gang busters’, partly due to the possibility of US tax laws (bonus depreciation) changing with a new Presidential Administration.

People knew what the existing tax laws were, and that they needed to buy aircraft, so they were acting quickly to complete a transaction before any possible change came into effect.

The stock markets bounced back remarkably well, and that facilitated a lot of buyers being in a position to buy when they did.

AvBuyer: How would you expect to see the aircraft sales market play out in the second half of 2021? What (if anything) needs to happen to help facilitate this?

Ellis: I would see this year being equally as robust as last year – if the supply can be found.

That would depend on there being no change in the tax laws concerning bonus depreciation. If that stays the same, then we have an economy where people are doing well, interest is cheap, loans cost very little – and that includes financing for business aircraft.

Just how robust 2021 proves to be is entirely related to the supply of aircraft. There is no shortage of demand.

AvBuyer: Is there a particular market – whether segment or specific model – that’s catching your eye right now? If so, what is it and why?

Ellis: It would be hard to single a market out. There’s a lot of demand across the board. Nothing is standing out dramatically more than something else right now. We’re even hearing that the Turboprop and Piston aircraft markets are strong.

Whether you’re shopping for a Large Jet, Medium Jet, or a Light Jet, the market supply is super tight.

Aircraft that are 15 years or newer are seeing lots of demand, and little supply, i.e. the CitationJet markets; the G150 market; the G650 market (you can’t find one) are all trading rapidly right now. So, having product to sell is a good thing.

Regarding price trends, it’s all about supply and demand. If supply dwindles, prices will rise. Currently the prices are still bouncing back from the decreases that happened at the start of the Covid pandemic.

The question is, at the end of this year, will we see prices rise above where they were at the start of the pandemic?

It’s hard to tell. We’re not seeing price increases on new jets from the OEMs, and if they aren’t rising,

CHRIS ELLIS co-founded Avpro together with Don Bass and Bob Rabbit in 1991. He continues in the role as Co-Founder and Managing Partner thirty years later, maintaining a focus on building relationships, understanding how markets work, and knowing what aircraft are worth.

32 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

“Just how robust 2021 proves to be is entirely related to the supply of aircraft. There is no shortage of demand.” there’s nothing to keep the used prices up – so I’d argue the conditions aren’t necessarily in place to keep a price trend line rising. If they peak above the pre-Covid prices, it’s likely to be just a blip while supply is scarce.

AvBuyer: What is your number one piece of advice for both buyers and sellers who are considering entering the market today?

Ellis: For the buyer, the top advice today is to hire a reputable broker. They will have access to the full spectrum of aircraft available on the market. They will also have access to off-market aircraft opportunities. Your broker will help you understand where the market is, and where it is going.

In this market, once the buyer is educated, they will understand that the aircraft they’re looking for won’t be available for long. But it’s hard to identify what that aircraft is, and where to find it without professional guidance.

My advice is the same for sellers. A broker can maximize your aircraft’s price. They can help you understand where we are now, and where things are going. And you’ll be equipped with intelligence on how to maximize your jet to sell it quickly.

The broker’s fee in an aircraft acquisition or sale is insignificant in proportion to the value of the business jet and transaction. T More information from www.avprojets.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/

MAKE MORE INFORMED BUYING DECISIONS with AvBUYER.com

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MARKET INSIGHTS

BizAv OEMs: Where are the Product Gaps?

Which markets are the leading business jet manufacturers likely to target the most with new aircraft development in the coming years?

René Armas Maes pieces the evidence together... omentum gathered over the last year for pre-owned aircraft sales – particularly with many first-time buyers entering the market.

Both businesses and individuals took a more insightful approach to how they could fly more productively after many of the global airlines retrenched to their hubs, largely abandoning non-stop services to Tier 2 and Tier 3 destinations. The focus for the airlines has been to optimize load factors and profitability during the Covid-19 pandemic.

In contrast to the uptick in pre-owned aircraft sales, deliveries of new jets have regressed.

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Whereas between 2017 and the end of 2019 the ‘Top Five’ OEMs (namely Gulfstream, Dassault Falcon Jet, Bombardier, Embraer and Textron Aviation) delivered an average 606 business jets per year between them, in 2020 they delivered just 493. That’s a drop of 19% on the recent average.

While scheduled airline services have regained approximately 60% of their pre-pandemic capacity, Business Aviation charter operators, jet card providers, aircraft management companies, and fractional ownership operations are reporting higher than usual demand.

Despite the drop in shipments during 2020, business jet OEMs may be hopeful of benefitting www.AVBUYER.com

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from this enhanced customer exposure, and may well be feeling upbeat about the future growth of their businesses.

help to boost innovation (and an aircraft OEM’s brand) for years to come.

An Important Time for Refreshing Product Lines

Between 2017 and 2019, Gulfstream introduced its new G500 and G600 Ultra-Long-Range Jets, while Bombardier did the same with its new Global 7500 flagship. In the Mid-Size segment, Embraer launched its Praetor 500 and 600 series, and Textron Aviation introduced the Cessna Citation Longitude.

Though Dassault had hoped to bring its Falcon 5X to the market, the company had to cancel that product after problems with the Snecma Silvercrest engines (later launching the 6X).

An analysis of the period reveals that Dassault was the only OEM with a negative product portfolio billing Compound Annual Growth Rate (CAGR), at -8.3%. By comparison, Gulfstream performed best with a CAGR of 6.2%.

Though Dassault is now making excellent

With many new entrants to the Business Aviation market, and with a scarcity of inventory for preowned aircraft, some buyers may refocus on the new aircraft market. This could be an important time for the launch of some new, clean-sheet platforms. These would help refresh the various product lines with greener, quieter, more fuelefficient engines, cabin updates, and more.

Not only would this help incentivize future sales, and encourage existing customers to upgrade to the next product level, but it would also increase product-line competitiveness, and strengthen profit margins and aircraft portfolio billings.

Essentially, planned development programs www.AVBUYER.com

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New Aircraft Case Studies

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CHART A: New Platform Launch and/or Product Refresh (2017-2019)

SOURCE: GAMA SHIPMENT REPORTS, 2017-2019; CONSULTANT ANALYSIS

progress towards certifying the Falcon 6X, the setback with the Falcon 5X cost Dassault during the timeframe, negatively impacting its billings.

Chart A (above) shows how the introduction of a clean-sheet platform can help OEMs optimize billings.

Note: Textron Aviation data is not shown in Chart A since it reports total billing (including pistons, turboprops and business jets) to GAMA.

Drawing on the details highlighted in Chart B, overleaf (and in my opinion), we could see the following strategies deployed by some of the leading business jet OEMs in the next 3-5 years…

•

Gulfstream: There is room for a new product replacing the Gulfstream G450 and offering a range between 4,250-4,750nm. This could come via a brand-new platform, launched for the Large Jet segment.

Product upgrade/refresh opportunities: Current in-production types will be refreshed according to market demand.

•

Dassault: New product development of an aircraft in the 7,500nm range – i.e. the Falcon 9X, or similar – that is able to compete headto-head with the Gulfstream G700 and Bombardier Global 7500. Moreover, a shortercabin version of the Falcon 6X with de-rated engines could potentially replace the Falcon 900LX. Product upgrade/refresh opportunities: Falcon 2000 line and Falcon 7X/8X jets.

New Aircraft: What can we Expect in the Next 3-5 Years?

Today, the considerations being discussed in the OEMs’ boardrooms undoubtedly include: • • • • • • • •

How to most efficiently preserve liquidity.

Whether or not to adjust production rates.

Whether the market’s newcomers will drive much of the growth in the coming years.

The segments that will prove more resilient to economic downturns.

Where to aggressively put resources, optimizing revenue.

How to maximize Return on Invested Capital (ROIC).

How to capitalize on growing segments.

How to contain costs and optimize margins to get through the crisis.

With the scheduled airlines evidently not expecting business travel to resume anytime soon, and adding more domestic and regional capacity than long-haul routes, many OEMs will be asking themselves if business jet owners and prospects might favor Large Cabin and Ultra-Long-Range products in today’s environment.

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* Please note that after this article was written, Dassault announced the 7,500nm range Falcon 10X, see page 42 for more information.

•

Bombardier: New product development replacing the Challenger 600 platform, which has served the company well for 40 years. A new platform could capitalize on the technological advances of the Global 7500.

Product upgrade/refresh opportunities: Challenger 350 and the Global 7500 in

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CHART B: OEM Product Portfolio – Potential New Platforms/Refresh Opportunities

NOTE: SYMBOL GEN2, NG OR + REPRESENTS A POTENTIAL REFRESH OPPORTUNITY.

few years’ time, to stay ahead in the UltraLong-Range category.

•

•

Embraer: New product development could come if Embraer pushes forward with a cleansheet Super Large Jet. In case such a decision is delayed, the company could re-focus on the Large Cabin segment to compete with other OEMs – particularly if the other OEMs proceed with new platforms for their next generation of products.

Product upgrade/refresh opportunities: Current production types will continue to be refreshed as necessary (similar to the Phenom 100EV).

Textron Aviation: New product development would likely focus on a 4,000-4,500nm jet, helping Textron compete in the Large Cabin market. Two previous attempts have been announced, with one (the Columbus) cancelled, and the other (the Hemisphere) on hold.

Product upgrade/refresh opportunities: Having recently refreshed its CJ4 product, Textron could announce upgrades and

refreshing of its Mid-Size products, before moving down to the Light Jet segment later.

In Summary

The strategic decision behind product upgrades/refreshing, and the launch of new private jet platforms will be key as many OEM continue looking at how to optimize production rates and strengthen new aircraft pricing and residual values.

I predict the Large Cabin segment – jets within the 4,250nm to 4,750nm range – to be the most keenly contested in the next 3-5 years among the leading business jet OEMs. If Gulfstream decides to launch a new product in the segment later this year or next, it could push other OEMs to expedite development.

However, this is not a decision that is taken lightly. Misinterpreting demand could put an OEM at a higher risk of liquidity, lowering their market position, branding and competitiveness.

Ultimately, going forward, the way OEMs position themselves in terms of new platforms and product refreshing may impact how quickly they recover from this pandemic, strengthening bookto-bill ratios in the process. 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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AIRCRAFT DEVELOPMENT

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Dassault’s Falcon 10X to Enter Service in 2025 Announcing a new ultra-long-range flagship for its fleet, Dassault revealed the Falcon 10X, designed to compete head-to-head with the Bombardier Global 7500 and Gulfstream G700. The jet is expected to cost in the region of $75m...

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AIRCRAFT DEVELOPMENT V

DASSAULT FALCON 10X STATEROOM

O

ver recent years, the Ultra-LongRange business jet envelope has been extended with the introduction of Bombardier’s Global 7500 and development of Gulfstream’s G700.

Now Dassault has thrown its hat into the ring, announcing the Falcon 10X twin-engine jet, which it says will enter the market at the end of 2025.

Capable of non-stop flights of up to 7,500nm, from New York, Dassault's newly announced Falcon 10X will be able to fly its passengers to any point in Europe, most of Africa, and as far as Bangalore, India, without stopping.

With a top speed of Mach 0.925, this newest Falcon model will be powered by a pair of Rolls-Royce Pearl 10X engines, representing the first time Rolls-Royce powerplants have been used on a Dassault business jet.

Challenged to “make a big bizjet even better,” RollsRoyce says its Pearl 10X engines will prove highly efficient aboard Dassault's newest jet. Delivering 18,000 pounds of thrust, they'll offer a 5% improvement in fuel efficiency (compared to the previous generation engines), lower carbon emissions, and a very low noise footprint.

Moreover, they will be able to run on 100% sustainable aviation fuel for operators wishing to do so.

The wing of the Falcon 10X is designed for optimal efficiency at high cruise speed, and for optimal safety at low speed and while landing on short runways. This is partially achieved through an expanded wing span, while the wings themselves are constructed from carbon fiber composites, helping avoid any resulting increase in weight.

Flexibility, Comfort, Range

According to Carlos Brana, Executive Vice President of Civil Aviation at Dassault, passenger comfort is a key feature for those 15-hour-plus legs, and Dassault is looking to “redefine the passenger and pilot experience”, with the intention of offering a seamless flight experience.

Providing a bigger cross-section than even the Falcon 6X, the cabin stands at 6ft 8ins tall and spans 9ft 1in.

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The cabin’s length allows for the Falcon 10X to be divided into four lounge areas, and its dividers can be positioned according to individual customer preference, enabling the expansion or shrinkage of each zone when being installed at the factory. Indeed, passengers can choose from multiple cabin configurations with the interior designed to offer “greater modularity than other aircraft in its class,” according to Dassault.

As one of the biggest inhibitors of productivity, fatigue is addressed in the Falcon 10X with Dassault promising a very quiet noise level in the cabin.

Dassault reckons this will be “at least as good” as on the Falcon 8X. Exceptional air purity will also be facilitated through the latest generation cabin air filter technology, ensuring customers arrive fresh at their destination. And, the cabin pressure will remain at 3,000ft even while the aircraft is flying at FL410.

The interior itself is being described as a ‘Penthouse in the Sky’ by Dassault, with passengers able to work, dine and rest in the spacious environment. No space is wasted, according to its designers.

In the entryway is the crew rest area that can also be used as a seating area to chat opposite the galley. Here, two windows provide plenty of natural light, while an oven, chiller, and all the necessary equipment to enable quality food preparation is installed. www.AVBUYER.com

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DASSAULT FALCON 10X FLIGHT DECK

V

“The interior itself is being described as a ‘Penthouse in the Sky’ by Dassault, with passengers able to work, dine and rest in the spacious environment. No space is wasted, according to its designers.”

DASSAULT FALCON 10X MAIN CABIN

Running throughout the cabin, passengers will notice the increased size of the windows. They’re nearly 50% larger than those installed on the Falcon 8X, and Dassault believes this will make the cabin of the Falcon 10X the brightest in the industry.

In addition to a comfortable lounge area, other cabin zones include a dining area akin to a restaurant dining experience – seats in this zone are designed to track backward and forward, enabling the table occupants to move without disturbing others around them.

And a state room is also included, serving as a master suite, and accommodating a 50- or 60-inch bed. It includes a closet and seat, and all the functionality required to dine, rest and work within the space.

An en suite bathroom is located to the aft of the aircraft, benefiting from the natural light of four windows, and containing a stand-up shower.

Throughout the Falcon 10X’s cabin, Dassault’s designers have tried to incorporate as little technological hardware as possible, describing it instead as a ‘smart cabin’. The lighting and cabin environment can be controlled from the passengers’ personal electronic devices with the ultimate goal being that they “don’t even need to think about it – but have it to hand when they need it”. www.AVBUYER.com

Pilot Comfort Enhanced

The cockpit includes fully reclining seats, and the level of automation built into the jet allows for one pilot to fly the jet while the other rests in the cockpit. The overall goal of the aircraft is to drastically reduce pilot workload.

The Falcon 10X’s flight deck will include touch screen technology throughout. A next-generation Digital Flight Control System, derived directly from Dassault’s latest military technology, will provide flying precision and protection, and the cockpit includes a new, single-button recovery mode.

A single smart throttle will serve as the primary power control, connecting both engines to the Digital Flight Control System which will automatically manage the power of each engine as needed in different flight scenarios.

Dassault’s FalconEye combined vision system will combine with dual HUDs able to serve as primary flight displays, meaning that the Falcon 10X will be capable of operating in what are essentially zero ceiling/visibility conditions.

Find out how the Falcon 10X fits with AvBuyer’s assessment of Business Jet OEM Product Gaps, published on p36.

More information from www.dassaultfalcon.com AVBUYER MAGAZINE Vol 25 Issue 6 2021

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GLOBAL EXPRESS

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Buying&Selling 1.qxp_Finance 19/05/2021 15:55 Page 1

BUYING & SELLING AIRCRAFT

How to Import a Pre-Owned Business Jet If you've found that the best aircraft for you is registered overseas, David Wyndham explains the process and possible pitfalls for importing it to the US. very active pre-owned sales market is making it harder to find the right aircraft to acquire. According to JETNET, the average age of aircraft for sale is increasing as younger models are being purchased faster than the market is being replenished.

As of early May, JETNET data showed 6.7% of the business jet fleet for sale. Most sales professionals consider 10% to represent a balanced market between seller and buyer.

According to JETNET, 82.4% of all 2020 aircraft sales transactions were in the US. Much of this was COVID-related, with travel being limited or forbidden during the lockdowns.

With the current market shortages, some buyers may be considering broadening their search to outside of US for quality pre-owned aircraft.

Acquiring an aircraft located outside your home nation is more complicated (from a regulatory perspective), since the aircraft needs to be imported and re-registered.

There are often different languages and different legal concerns at play between each of the parties, too. But with proper planning, and an experienced team of professionals at your side, the process is manageable.

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Experienced Aircraft Broker

The team starts with your broker. When searching outside the US, your broker will need to be experienced in international transactions, and preferably be specifically experienced in the country or region where your prospective aircraft is based.

Your broker needs to be knowledgeable of what documentation is required, and who to contact to get a deal successfully accomplished. A multi-lingual skillset will be helpful. Ultimately, a well-chosen broker can be the key facilitator for the entire transaction.

Legal Counsel is Critical

The seller (or possibly even their broker) located outside the US is not likely to be familiar with all of the US requirements for importing a business jet. So an experienced aviation legal representative will be invaluable.

They need to have knowledge and experience of the transaction process on both sides, and be able to help ensure the aircraft is unencumbered by any liens, claims, or litigation.

Skilled counsel knows what to ask, how to ask it, and how to structure contractual language to work in both countries. www.AVBUYER.com

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Airworthiness Conformity and the DAR

You may also consider working with a company that’s able to look at the airworthiness and conformity issues with a non-US-based or registered aircraft.

The last item before getting your US Nregistration number will be getting an FAA approved DAR (Designated Airworthiness Representative) to issue a US Certificate of Airworthiness (CoA). Before that can be done, however, the aircraft and all its records must be in proper order, reflecting the physical and regulatory airworthiness of the aircraft.

All Airworthiness Directives (ADs) associated with that model must be addressed as either being completed, or not applicable. That means all ADs issued by the FAA under that Type Certificate need to be considered, not just the ones associated with the particular variant you are purchasing.

You need more than just a DAR, though.

According to Bob Beaumont of Air Conformity, a compliance and regulatory consultancy, “Only when confident the aircraft is safe for its intended flight, and the records, audits and documents are completed, would you then contract and arrange www.AVBUYER.com

for a DAR to perform its inspections and recordsreview in order to issue the required documents and certificate.”

The jet may also need a ferry permit to bring it into to the US for additional maintenance prior to receiving its final CoA. If it requires an FAA Special Flight Permit, there must be a log entry signed by an FAA A&P that the aircraft has been inspected as a condition for safe operation for its intended flight.

Companies such as Air Conformity can arrange all of these compliance services regardless of the type of aircraft, registration, or country. Once a US CoA is received, then the final registration can be accomplished.

The Role of the Customs Broker

A US Customs and Border Protection (CBP) import entry is required if importing any merchandise valued over $2,500. Importing an aircraft is a carefully coordinated process that includes a timely electronic filing in the Automated Commercial Environment (ACE) and delivery of documents and data to CBP, the submission of a Customs Bond, and the payment of duties, taxes, and fees (if applicable).

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BUYING & SELLING AIRCRAFT

“... there

could be export requirements

that need to be satisfied in the country of export before importing into the US.” There are a number of instances when making an import entry is required. Two of the more common examples are: 1. when an aircraft is purchased overseas and brought into the US by the buyer; or, 2. if an aircraft is flown to the US for a pre-buy inspection and sale to a buyer (US or Foreign).

The filing will include Entry forms, such as Customs Form 3461 (Entry) and Customs Form 7501 (Entry Summary), along with any other documents required by the port of entry, including – but not limited to – a pro forma invoice if there is no commercial invoice; a bill of sale; airworthiness certificate; and eAPIS manifest. If the aircraft is being flown to the US for a pre-buy Inspection, the best practice is to import the aircraft prior to when the pre-buy begins.

A qualified customs broker, with aviation

experience, can efficiently handle all the filings.

The aircraft may also need to be exported out of the US if it is rejected by a buyer upon completion of the pre-buy inspection. Or it may need to be exported if a buyer closes on the aircraft and their intention is to permanently base the aircraft outside of the US. Lastly, there could be export requirements that need to be satisfied in the country of export before importing into the US.

And Finally…

Don’t forget about all the other details such as financial and tax planning. Plan on the extra time needed to handle all the details. With a team that is experienced in international aircraft sales transactions, the process can result in you acquiring the right aircraft at a fair price. T

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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AOPA advertorial June 2021.qxp_Layout 1 20/05/2021 10:04 Page 1

SPONSORED CONTENT

BENEFITS OF AN AIRCRAFT BROKER Adam Meredith

W

e’re often asked, “If there’s no licensing requirement for an aircraft broker, why bother? After all, I’m a pretty good negotiator.”

Two words: market knowledge. A good broker not only will have good inventory but should also know who else has good inventory, and they’ll have knowledge about the market. Market knowledge extends to understanding the correct set of aircraft for your specific mission.

what to look for in the specific make and model you’re considering.

Specialization also leads to off-market or pocket listing options. In pocket listings, sellers will use brokers to sell their planes without listing them. Brokers rely on their relationships to connect you with sellers and planes you would otherwise not know about.

A broker can be useful in helping you evaluate whether the make and model you’re looking at is truly the best one for you, or whether there are alternatives you should be contemplating. For example, you might be interested in a Mustang, but perhaps the Phenom 100 is better because the payload, range and avionics make it a better choice for your mission, or vice versa.

You may be a great negotiator on your own, but why not add someone to your team who brings extra knowledge and insight to the table and who can be your advocate in the negotiation process? International Aircraft Dealers Association brokers must go through initial certification training, a competitive process adhering to rigorous standards that ensure only the most respected and experienced dealers become IADA members.

Another benefit is specialization. A lot of brokers specialize and become quite expert in one area, such as Mooneys or TBMs or very light jets. As a result, a broker can advise on

Bottom line: Spend some time choosing a good broker. While having a broker isn't required, adding one to your team only puts you in a better position overall.

Great advice. Great rates. All from helpful and responsive reps you can trust!

Three good reasons to turn to AOPA Aviation Finance when you are buying an airplane.

If you need a dependable source of financing with people who are on your side, just call

800.62.PLANE (800.627.5263) www.AVBUYER.com

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FINANCE

Which Business Jet Lease Finance or Operating?

If you’re considering an airplane lease agreement, it’s important to understand the differences between the solutions on offer.

René Armas Maes illustrates, highlighting how finance and operating leases differ, and who they might appeal to… inance (or capital) and operating leases are very different in nature. In the case of a finance lease, the risk and reward associated with the business jet are transferred to the lessee. In an operating lease, these stay with the lessor.

The pros and cons of each arrangement will suit individual owners and operators differently, depending on their specific need. Over the following paragraphs, we’ll highlight the differences between the two lease types with the aim of helping would-be lessees decide whether one or the other could help them…

F

Finance Versus Operating Lease: The Differences

A finance/capital lease is a commercial contract in which the lessor lets the lessee use an asset in exchange of periodic payments, usually over a relatively long period of time. By comparison, with an 52 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

operating lease the lessor allows the lessee to use an asset in exchange of periodic payments over a shorter time period (usually less than a year), under a rental agreement.

A key difference between a finance lease and an operating lease is that a finance lease is executed for a fixed period of time (at least for the initial period of the contract), whereas operating leases can be cancelled, with or without a penalty, even during the initial period of the contract.

Being a shorter-term commitment, an operating lease can be ideal for flight operations seeking additional lift. This might be a corporation looking to accommodate a specific event (i.e. a multi-city roadshow) or a specific project requiring key personnel to travel to remote areas that are not well served by the scheduled airlines over a fixed (i.e. sixmonth) period of time.

An operating lease could also be attractive for flight departments needing supplemental lift when www.AVBUYER.com

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their own business jet is grounded for a large maintenance event or refurbishment.

The type of legal documentation to be signed also differs between the two lease types. A contract with a financing structure will be in place for a finance lease, whereas operating leases favor a rental agreement.

And the risks relating to asset obsolescence will lie with the lessee in the case of a finance lease, while it is on the lessor’s side in an operating lease. In business jet parlance that includes making any necessary upgrades, or complying with regulatory mandates (i.e. ADS-B Out).

Similarly, in a finance lease the lessee is able to reap the benefit of tax depreciation, while in an operating lease the lessor is the one to benefit. In the case of an operating lease, it is worth adding that the lessee may be allowed to deduct its lease rent, however.

Owing to the short term of an operating lease, www.AVBUYER.com

the lessee is not usually given any option to purchase the aircraft at the end of the term, whereas they normally will be at the end of a finance lease.

A finance lease needs to be recorded under an accounting system, whereas, based on the latest amendments made by the Financial Accounting Standards Board (FASB), operating leases with rental agreement terms up to one year may be treated by the lessee as an off-the-balance-sheet expense.

Who Does Each Lease Suit?

Understanding the differences between a finance and operating lease is fundamental, particularly if the requirement for a business aircraft is for a short period of time (under one year), or to meet travel needs associated with a particular project.

Typically, start-ups or smaller businesses will look to utilize an operating lease because of limited financial resources. The operating lease offers such organizations the advantage of liquidity preservation,

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and enables them to keep capital acquisitions, expenditure costs and risks of ownership low. In such cases, operating leases make good business sense.

During uncertain economic times, such as today, the lease of a business aircraft could be a short-to-medium-term solution for many new users of business jets to enjoy the many benefits at a fraction of the cost. This comes without substantial debt or longer-term commitments, and may be a preferred one.

Even with a finance lease, lessees have no obligation to purchase the jet at the end of the term, and therefore are not burdened by issues associated with depreciation and resale value of the asset. They could simply walk away from the jet and/or enter into another lease agreement for a different aircraft.

Finally, and in terms of deciding which aircraft lease option makes more financial sense, think in terms of your capital outlay and cash flow requirements. Draw up a list of the pros and cons of each of the differences identified above, including the flexibility and peace of mind (i.e. the option to cancel the contract or not), tax benefits, depreciation and off-the-balance-sheet treatment, residual value risk, and aircraft technology.

There are, of course, other types of lease that should be investigated, including wet, dry, and synthetic leases – and each one brings a number of advantages and constraints.

These are covered in our “How to Evaluate a Business Aircraft Lease Solution” article published online at www.avbuyer.com/articles/finance-biz-av/how-to-evaluate-abusiness-aircraft-lease-solution-112776. 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/

54 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

“During uncertain economic times, such as today, the lease of a business aircraft could be a short-tomedium-term solution for many new users of business jets to enjoy the many benefits at a fraction of the cost.”

MAKE MORE INFORMED BUYING DECISIONS with AvBUYER.com

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AirCompAnalysis JUNE21.qxp_ACAn 19/05/2021 09:31 Page 1

HELICOPTER COMPARISON

LEONARDO AW139

Helicopter Comparison: Leonardo AW139 vs Airbus H155 In this month’s helicopter comparison, Mike Chase provides information on two popular multi-turbine helicopters. How will the Leonardo AW139 and the Airbus H155 compare? ver the following paragraphs, we’ll analyse the performance of the heavy class Leonardo AW139 (14,110lbs MTOW) and the medium class Airbus H155 (10,846lbs MTOW) helicopters to see how they compare within the market, and assess where the crossover in customer need may lie.

Note: a Medium class helicopter weighs between 6,000lbs and 12,500lbs, and a heavy class helicopter has an MTOW above 12,501lbs.

We’ll also consider productivity parameters (payload, range, speed and cabin size), current market values, and see if they reveal specific niches within the market, and to whom each is ideally suited.

O

Leonardo AW139

The Leonardo AW139 (formerly the AB139) resulted from a partnership between Bell Helicopter and AgustaWestland. BellAgusta Aerospace Company developed the AB139

56 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

as a multi-role helicopter. After Bell sold its 25% stake in the program to AgustaWestland, the model was subsequently renamed the AW139.

Two design variants were produced, including the ‘Short Nose’ version between 2001 and 2006, and the ‘Long Nose’ version (s/n 31200 onwards) between 2007 and present. The ‘Long Nose’ AW139 has a fuselage extension to allow for the installation of additional system equipment such as FLIR (Forward-Looking infrared), searchlights, and additional radios.

In 2019 the 1,000th AW139 was delivered, and today, it continues to be built under the Leonardo Helicopters brand after AgustaWestland was merged into Leonardo.

Designed with a five-bladed, fully articulated main rotor and a four-bladed articulated tail rotor, the AW139 is fitted with retractable tricycle landing gear. Flown by a crew of two pilots, the model can seat up to 15 passengers, and is powered by two

FADEC-controlled Pratt & Whitney Canada PT6C turboshafts.

Airbus H155

The Airbus H155 (formerly the EC-155B1) was a development of the EC-155B that Eurocopter had introduced with the intention of bringing 30% more cabin volume, and 130% more baggage space compared to previous Dauphin-series models.

The EC-155B1 model incorporated more powerful Turbomeca Arriel 2C2 engines than EC-155B, new engine cowlings, and a new hydraulic cooling system. After Eurocopter was renamed Airbus Helicopters in 2014, the EC-155B1 was rebranded as the Airbus H155 the following year.

As a long-range, medium-lift passenger transport helicopter, the H155 is capable of carrying up to 13 passengers and two crew (though in VIP configuration it typically caries six passengers). www.AVBUYER.com

w

AirCompAnalysis JUNE21.qxp_ACAn 19/05/2021 09:32 Page 2

www.AVBUYER.com

AIRBUS

LEONARDO AW139

H155

vs.

(Produced 2001 - Present)

(Produced 1997 - Present)

HOW MANY

EXECUTIVE

SEATS

5

$9.652 Million (2021 Model)

6

$10.0 Million (2021 Model)

How Will These Helicopters Compare?

HOW FAR

CAN WE GO?

(Seats Full Range, nm)

620

Leonardo AW139 Airbus H155

418

WHAT’S THE

HOW MUCH

PAYLOAD CAN WE TAKE?

Leonardo AW139

(Lbs) 5,210

4,472

Airbus H155

HOW MANY

HOW MANY

OPERATION?

EACH MONTH?

UNITS IN 148 1,060

Sources used: JETNET, B&CA and Chase & Associates.

www.AVBUYER.com

NEW/USED SOLD

LONG RANGE CRUISING SPEED? Leonardo AW139 Airbus H155

(Knots) 140 143

WHAT’S THE

COST PER HOUR?

1 (7.2%) 7 (2.9%)

Leonardo AW139 Airbus H155

$935 $740

12-Month Average Figure

(% = Global Fleet For Sale)

 AVBUYER MAGAZINE Vol 25 Issue 6 2021

57

AirCompAnalysis JUNE21.qxp_ACAn 19/05/2021 09:32 Page 3

HELICOPTER COMPARISON

AVBUYER.com

Table A - Payload Comparison

Payload Comparison

The Payload data contained in Table A (left) is sourced from each of the OEMs and Helivalue$. Potential operators should focus on payload capability as a key factor – and particularly the available payload when the aircraft is fully fueled.

As depicted, the Leonardo AW139 has a higher ‘Available Payload with Maximum Fuel’ capacity, at 2,445lbs, than the Airbus H155 (2,248lbs).

Leonardo AW139 Airbus H155

14,110 10,846

2,765

2,224

Standard Fuel (lb)

MTOW (lb)

5,210

4,472

Useful Payload (lb)

2,445

675

2,248

Avail Payload w/Max Fuel (lb)

Source: OEMs, B&CA

418

Tanks Full Range (nm)

Cabin Comparison

1,312 1,334 1,334

Chart A - Cabin Comparison Leonardo Helicopters AW139

4.39 ft

4.70 ft

Airbus Helicopters H155

7.20 ft

6.72 ft

Source: UPCAST JETBOOK

Chart B - Seats-Full Range Comparison Leonardo AW139 Airbus H155

A

620 nm 418 nm

H

620 (nm) 418 (nm)

Chart A (left), courtesy of UPCAST JETBOOK, offers a cabin cross-section comparison, and shows that the Leonardo AW139 is larger with more height (4.7ft vs 4.39ft) and width (7.2ft vs 6.72ft) than the Airbus H155.

Not depicted in the chart, the Leonardo AW139 also has a longer cabin at 8.85ft (versus 8.37ft). According to Conklin & de Decker, the Leonardo AW139 helicopter’s cabin volume measures 282cu.ft, while the cabin volume of the Airbus H155 is 225cu.ft.

In terms of baggage space, the Leonardo AW139 provides 120cu.ft of external baggage volume (none internally), while the Airbus H155 has 88cu.ft.

The typical Executive configuration for Airbus H155 is one crew and six passenger seats, whereas the Leonardo AW139 has two crew and five executive passenger seats.

Seats-Full Range Comparison

The Leonardo AW139 (620nm) and the Airbus H155 (418nm) helicopters are represented with their respective ‘seats-full’ range circles originating from Milan – Malpensa, Italy, in Chart B, left.

Note: For helicopters, ‘seats-full’ range represents the maximum IFR range of the helicopter at average cruise speed, with all passenger seats occupied. These do not factor winds aloft, or any other weatherrelated factors.

Powerplants

The Leonardo AW139 is powered by two PT6C-67C engines producing 1,100shp. The Airbus H155 is powered by two Turbomeca Arriel 2C2 engines with 1,456shp transmission rating. (The transmission rating is a limiting factor in the total rated and usable engine power output.)

Helicopter Usage Comparison

Source: Chase & Associates

58 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

Chart C (overleaf, top) shows the usage of the two helicopters broken into various groups. The largest usage groups for the Leonardo AW139 are ‘Military’ and ‘Charter’ (237 and 229 units, respectively). As depicted, however, while ‘Charter’ (52 units) accounts for a significant percentage of the Airbus H155 fleet, a higher percentage of www.AVBUYER.com



6

Action Aviation June.qxp_Layout 1 19/05/2021 11:17 Page 1

2015 Cessna Citation M2 - Off market

File photo

• Great Condition Low Hours 2015 Cessna Citation M2 • Cabin Configured for 6 Passengers (Including Belted Lav) • ADS-B Out • WAAS/LPV • TCAS I • RVSM Capable • Garmin 3000 Integrated Avionics Suite • 33 kHz Channel Spacing • Cessna Aircraft Recording System (AReS) • Ice and Rain Protection

• No Damage History • Airframe: 133 Total hours. 124 Total landings • Engines: (2) Williams FJ44-1AP • Interior: RH Forward Refreshment Centre, Right Side Forward • 1 place Side Facing Couch, 4 Place Club Seats • RNP5/BRNAV • Avionics Dispatch Switch • Cockpit Floodlights • Magnetic Compass • Location: United Kingdom

WANTED AIRCRAFT • Gulfstream G650 - forward galley • Gulfstream G450 - forward galley, later years preferred • Gulfstream G-IVSP - forward or aft galley • Bombardier Global 6000 - year 2013 or later,engine programs • Bombardier Learjet 45 or 45XR - BR Engines, APU, FDR required

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AirCompAnalysis JUNE21.qxp_ACAn 19/05/2021 11:53 Page 4

HELICOPTER COMPARISON

AVBUYER.com

Chart C – Turbine Helicopter Usage

H

business users favor the H155 (24%) than for the AW139 (14%).

Cost per Mile Comparison

OTHER 26%

BUSINESS 14%

PERSONAL 16%

BUSINESS

OTHER 23%

*Number in operation: 1,060 and 148

LEONARDO CHARTER AW139 22% 1,060*

Chart D (middle, left) details the ‘Cost per Mile’ of our comparative field, factoring direct costs. The Leonardo AW139 has the higher cost per mile at $9.07 per nautical mile. The Airbus H155 costs $7.18 to operate, per mile.

This is a difference of 25.5% in favor of the Airbus H155.

GOV’T 18%

MILITARY 22%

AIRBUS H155 148*

CHARTER 35%

Total Variable Cost

BUSINESS 24%

CHARTER

MILITARY

OTHER

GOVERNMENT

PERSONAL

The ‘Total Variable Cost’ illustrated in Chart E (bottom, left) is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense, Engine Overhaul, and Miscellaneous Trip Expense.

The Total Variable Cost for the Airbus H155 computes at $740 per hour, which is $195 – or 20.9% - less than the Leonardo AW139 ($935 per hour), per JETNET.

Market Comparisons

Table B (overleaf, top) contains the price range from JETNET for each model, including the cost of a new 2021-model. The number of helicopters in-operation, and the percentage ‘For Sale’ are also from JETNET, while the average speed, cabin volume and range values are from B&CA. As shown, the Leonardo AW139 had 2.9% of its fleet listed ‘For Sale’ on the pre-owned turbine helicopter market at the time of writing. By comparison, 7.4% of the Airbus H155 fleet was ‘For Sale’.

The average number of new/pre-owned transactions (sold) per month for the Leonardo AW139 was seven, compared to one for the Airbus H155.

Chart D - Cost Per Mile Comparison Airbus H155

$7.18

Leonardo AW139

$9.07 $5.00

$0

$10.00

US $ per nautical mile Source: JETNET

Used Asking Prices & Quantity

As of this writing, the used market for the Leonardo AW139 showed 31 aircraft ‘For Sale’, with five displaying asking prices that ranged between $5.5m to $9.682m. By comparison, there were 11 Airbus H155 helicopters ‘For Sale’. Again, five displayed asking prices between $2.149m to $4.750m.

While each serial number is unique, the time on the airframe (AFTT) and age/condition will cause great variation in price between one aircraft and another. Of course, the final negotiated price remains to be decided between the seller and buyer.

mission

Chart E - Total Variable Cost

Airbus H155

$740

Leonardo AW139

Depreciation Schedule

$935 $0

Source: JETNET

60 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

$200

$400

$600

US $ per hour

$800

$1,000

$1,200

Helicopters 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 are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period.



www.AVBUYER.com

6

Leading Edge 6 to view June.qxp_Layout 1 19/05/2021 10:21 Page 1

2012 Global 6000 s/n 9381

1983 Gulfstream GIII s/n 399

Two U.S. Owners Since New, On RRCC & MSP, 13 Pax & Shower, FANS 1/A, CPDLC, ADS-B Out v2

13 Pax Aft Galley Floorplan, Part 135, Aircell ATG-4000 Gogo Biz Hi-Speed Wi-Fi, New Strip & Paint September 2015

2008 Gulfstream G200 s/n 200

2004 Gulfstream G550 s/n 5035

3,464 TT, Engines on JSSI & APU on MSP Gold, 10 Pax with Conference Group & Divan, TCAS II w/ Version 7.1

Engines on RRCC, APU on MSP, PlaneView Avionics System, ATG-5000, New Paint & Interior – Jan 2021 at Gulfstream St. Louis, 192 Mo. Inspection – Jan 2021 at Gulfstream St. Louis

2013 Sikorsky S-76D s/n 761025

WANTED G550 or G450 Aft or Fwd Galley On Programs One Owner Since New, 2015 Entry Into Service, Deluxe VIP Executive Interior, Gearboxes Enrolled on Sikorsky Powertrain Assurance Program, Iridium Phone, System, Emergency Flotation System

Leading Edge Aviation Solutions is one of the world’s premier private aviation brokers/dealers with 900+ aircraft transactions, 50+ years of experience & over $10 billion in aircraft transactions. Not just aircraft brokers, they offer a deep suite of service that can be employed long before and long after any aircraft transactions are contemplated.

AirCompAnalysis JUNE21.qxp_ACAn 19/05/2021 09:33 Page 5

HELICOPTER COMPARISON

Table B - Market Comparison

Leonardo AW139 Airbus H155

140

143

Long Range Cruise Speed (Kts)

282

225

Cabin Volume Cu Ft

620

$5.5- $2.15$9.652 $10.0

418

New/used model Price Range $USm

Seats Full Range (nm)

1,060

148

2.9% 7.4%

72

% For Sale

In Operation

1

Average New & Pre-Owned Sold *

0%

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

Table C - Leonardo AW139 MACRS Depreciation Schedule 2021 Leonardo AW139 - Private (Part 91) Full Retail Price - Million $9.652 Year

Rate (%)

1

20.0%

2

32.0%

3

19.2%

4

5

11.5%

11.5%

6

5.8%

Depreciation ($M)

$1.930

$3.089

$1.853

$1.112

$1.112

$0.556

Cum. Depreciation ($M)

$1.930

$5.019

$6.872

$7.984

$9.096

$9.652

Depreciation Value ($M)

$7.722

$4.633

$2.780

$1.668

$0.556

$0.000

2021 Leonardo AW139 - Charter (Part 135) Full Retail Price - Million $9.652 Year

Rate (%)

1

14.3%

2

24.5%

3

17.5%

4

5

12.5%

8.9%

6

8.9%

7

8.9%

8

4.5%

Depreciation ($M)

$1.379

$2.364

$1.688

$1.206

$0.862

$0.861

$0.862

$0.430

Cum. Depreciation ($M)

$1.379

$3.743

$5.431

$6.637

$7.499

$8.360

$9.222

$9.652

Depreciation Value ($M)

$8.273

$5.909

$4.221

$3.015

$2.153

$1.292

$0.430

$0.000

Source: JETNET

In certain cases, helicopters 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. This means 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 a helicopter may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized.

For example, helicopters 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.

Helicopters 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 helicopter, such as non-business flights, that may have an impact on the allowable depreciation deduction available in a given year.

Table C (left) depicts an example of using the MACRS schedule for a 2021 model Leonardo AW139 helicopter in private (Part 91) and charter (Part 135) operations over fiveand seven-year periods, assuming a 2021 market price of $9.652m (per JETNET).

Table D (bottom, left), meanwhile, depicts an example of using the MACRS schedule for a 2021 model Airbus H155 helicopter in private (Part 91) and charter (Part 135) operations over five- and seven-year periods, assuming a 2021 market price of $10.0m (per JETNET)

Productivity Comparisons

Table D - Airbus H155 MACRS Depreciation Schedule 2021 Airbus H155 - Private (Part 91) Full Retail Price - Million $10.000 Year

Rate (%)

1

20.0%

2

32.0%

3

19.2%

4

11.5%

5

11.5%

6

5.8%

Depreciation ($M)

$2.000

$3.200

$1.920

$1.152

$1.152

$0.576

Cum. Depreciation ($M)

$2.000

$5.200

$7.120

$8.272

$9.424

$10.000

Depreciation Value ($M)

$8.000

$4.800

$2.880

$1.728

$0.576

1. Seats Full range, 2. The Long-Range cruise speed flown to achieve that range, 3. Cabin volume available for passenger seating

$0.000

2021 Airbus H155 - Charter (Part 135) Full Retail Price - Million $10.000 Year

Rate (%)

1

14.3%

2

24.5%

3

17.5%

4

12.5%

5

8.9%

6

8.9%

7

8.9%

8

4.5%

Depreciation ($M)

$1.429

$2.449

$1.749

$1.249

$0.893

$0.892

$0.893

$0.446

Cum. Depreciation ($M)

$1.429

$3.878

$5.627

$6.876

$7.769

$8.661

$9.554

$10.000

Depreciation Value ($M)

$8.571

$6.122

Source: JETNET

62 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

$4.373

$3.124

$2.231

$1.339

The points in Chart F (bottom, right) are centered on the same helicopters. Pricing used in the vertical axis is as published in JETNET, and depicts the range of values for the model on the new and used market. 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:

$0.446

$0.000

Others may choose different parameters, but serious helicopter buyers are usually impressed with Price, Range, Speed and Cabin Size.

After consideration of the Price, Range, www.AVBUYER.com

w

AirCompAnalysis JUNE21.qxp_ACAn 19/05/2021 09:34 Page 6

AVBUYER.com

AIRBUS H155

www.AVBUYER.com

Chart F - Productivity Comparison 40.000

Leonardo AW139 2001 - Present

35.000 30.000

Index*

Speed and Cabin Size, the Leonardo AW139 is clearly the more productive model. This is unsurprising since it occupies the heavycategory of the helicopter market. It provides greater ‘Payload with Full Fuel’ capability, a longer range, and a larger cabin volume.

Gains in these performance parameters are what operators can expect when they step into a larger machine. What is interesting is that the AW139 also has a lower 2021 market price than the Airbus H155, according to JETNET. Nevertheless, operators whose mission requirements fall within the parameters offered by the H155 should not automatically dismiss it as an option. The Airbus H155 has over 20% lower variable and ‘per nautical mile’ operating costs, which can equate to a substantial cost saving over the course of a few years’ operations. It also offers a slightly higher long-range cruise speed.

It is important to remember that other factors could feature in a buyer’s analysis that could swing the result in favor of one model over the other, including flight ceiling.

Essentially, operators should weigh up all of their mission requirements precisely, preferably with the help of a knowledgeable industry professional, when picking which option is the best for them. ❙

25.000

$5.50

20.000 15.000

Airbus H155 1997 - Present

$2.15

10.000

$9.65

$10.00

5.000 0.000

0.0

$5.0

$15.0

$10.0

Market Price Ranges (millions) (Index * = Speed x Range x Cabin Volume / 1,000,000,000)

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

COMPARE, CONTRAST, DECIDE

with AvBUYER.com

AVBUYER MAGAZINE Vol 25 Issue 6 2021

63

Values Intro JUNE.qxp_Finance 18/05/2021 10:10 Page 1

VALUES - MID-SIZE JETS

AVBUYER.com

Business Aircraft Values: Mid-Size Jets Of all the business jet

categories, none does more to balance

capability with utility

than the Mid-Size Jet segment; and no

segment provides

more options, either. or the purpose of our Retail Price Guide, Mid-Size Jets are loosely defined as aircraft with a Maximum Take-Off Weight between 20,001-40,000 lbs. There’s no disputing the advantages of space as you step into a Mid-Size Jet cabin, particularly when applied to longer trips. That is ultimately where the Mid-Size Jets’ basic advantage comes into play over the Light Jet segment.

Mid-Size Jets tend to cruise towards the upperend of the private jet speed range (between Mach 0.78 and Mach 0.85). While on average faster than the Light Jet, a Mid-Size Jet’s superior speed generally provides only a few minutes of gain on the typical Business Aviation trip of 350 to 500 miles, but the difference will become noticeable on longer legs exceeding 1,000 miles.

In terms of range, the average Mid-Size Jet can reach most of the US non-stop from almost anywhere else within the US, making them excellent candidates for the operator with regular transcontinental travel needs. That range capability also gives the crew the flexibility to string together a sequence of stops that total the same distance – making it possible for a Mid-Size Jet to cover multiple locations and still get home at the days’ end, without buying fuel along the way.

Runway requirements for Mid-Size Jets are generally longer than the average length needed

F

64 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

by a Light Jet – but nevertheless Mid-Size Jets can still access a significant percentage of the secondary airports serving most of the 150 largest metropolitan areas in the US. Indeed, Mid-Size Jets generally can match their Large Cabin kin in terms of speed and, to a point, their range, while providing reasonable office amenities that are competitive with most larger aircraft. With all of the above considered, it is little wonder that the Mid-Size Jet segment is the biggest selling, deepest segment across the business aircraft market.

Medium Jet Price Guide

The following Mid-Size Jet Average Retail Price Guide represents current values published in the Aircraft Bluebook–Price Digest. The study spans model years from 2002 through Spring 2021. Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year.

For example, the Gulfstream G280 values reported in the Spring 2021 edition of the Bluebook show $13m for a 2016 model, $12m for a 2015 model and so forth. Aircraft are listed alphabetically. With the reader’s knowledge of aircraft, equipment, range and performance, the following Guide allows the reader to determine the best value aircraft for consideration.



www.AVBUYER.com

P065.qxp 19/05/2021 12:44 Page 1

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AVBUYER MAGAZINE R Vol 25 Issue 6 2021 R

65

Retail Values JUNE21.qxp_RPG 18/05/2021 10:14 Page 1

VALUES - MID-SIZE JETS

Mid-Size 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

18.0

16.0

14.0

12.5

12.0

11.5

2014 US$M

2013 US$M

2012 US$M

MODEL BOMBARDIER CHALLENGER 350 BOMBARDIER CHALLENGER 300 BOMBARDIER LEARJET 75 LIBERTY

9.0

BOMBARDIER LEARJET 75

9.5

BOMBARDIER LEARJET 70

11.0 10.0

9.5

7.5

6.5

6.0

5.5

5.0

4.5

4.0

6.5

-

5.0

-

4.0

3.5

3.0 3.4

BOMBARDIER LEARJET 60XR

9.0

3.2

BOMBARDIER LEARJET 60SE BOMBARDIER LEARJET 60 3.5

BOMBARDIER LEARJET 45XR BOMBARDIER LEARJET 45

2.7

BOMBARDIER LEARJET 40XR BOMBARDIER LEARJET 40 10.0

CESSNA CITATION X+

8.5

7.5

7.0

6.5 6.0

CESSNA CITATION X CESSNA CITATION LONGITUDE

21.0

19.0

CESSNA CITATION LATITUDE

15.0

13.0

12.0

11.0

10.5

10.0

CESSNA CITATION SOVEREIGN+

16.0

13.5

11.5

10.5

9.5

9.0

8.5

CESSNA CITATION SOVEREIGN CESSNA CITATION XLS+

8.0 7.2

6.9

6.0

5.7

11.0

9.5

8.5

8.0

7.4

6.9

6.4

18.0

15.0

14.0

13.0

12.0

11.0

10.0

13.0

12.0

11.0

10.0

9.0

15.0

14.0

13.0

12.0

11.0

10.0

9.0

7.3

6.8

6.3

5.8

5.3

CESSNA CITATION XLS CESSNA CITATION EXCEL DASSAULT FALCON 50EX EMBRAER LEGACY 500 EMBRAER LEGACY 450 EMBRAER PRAETOR 600

20.0

17.0

EMBRAER PRAETOR 500

15.0

14.0

GULFSTREAM G280

21.0

17.0

GULFSTREAM G200 GULFSTREAM G150 GULFSTREAM G100 HAWKER 4000

3.5

HAWKER 900XP

4.9

HAWKER 850XP (PRO LINE) HAWKER 800XP/XPi (PRO LINE) HAWKER 800XP HAWKER 750 AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM

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What your money buys today

Spring 2021 2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

8.0

7.5

7.0

6.5

2006 US$M

2005 US$M

2004 US$M

2003 US$M

5.5

5.0

4.5

2002 US$M

MODEL YEAR $ MODEL BOMBARDIER CHALLENGER 350

8.5

6.0

BOMBARDIER CHALLENGER 300 BOMBARDIER LEARJET 75 LIBERTY BOMBARDIER LEARJET 75 BOMBARDIER LEARJET 70

3.0

2.8

2.6

2.4

2.2

BOMBARDIER LEARJET 60XR 2.1

2.0

1.9

BOMBARDIER LEARJET 60SE 1.8

3.3

2.5

3.1

2.3

2.9

2.1

2.7

1.9

2.5

2.3

2.1

1.9

1.7

2.0

1.8

1.6

1.4

1.3

1.7

1.4

1.2

1.3

1.1

1.05

1.7

BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

1.2

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

0.95

BOMBARDIER LEARJET 40 CESSNA CITATION X+

5.5

4.5

3.5

3.3

3.1

2.9

2.7

2.5

2.3

2.1

CESSNA CITATION X CESSNA CITATION LONGITUDE CESSNA CITATION LATITUDE CESSNA CITATION SOVEREIGN+

6.6

6.3

6.0

5.7

5.4

5.2

5.0

4.8

4.2

4.0

5.4

5.1

4.8

4.5

3.8

3.6

3.4

3.2

CESSNA CITATION SOVEREIGN CESSNA CITATION XLS+

4.0

3.8

3.6

CESSNA CITATION XLS

2.9

2.8

2.7

CESSNA CITATION EXCEL

3.4

3.2

3.0

DASSAULT FALCON 50EX EMBRAER LEGACY 500 EMBRAER LEGACY 450 EMBRAER PRAETOR 600 EMBRAER PRAETOR 500 GULFSTREAM G280

5.4

5.0

4.6

4.2

3.8

3.6

4.8

4.3

3.8

3.3

2.8

2.3

3.2

3.0

2.8

2.6

2.4

2.2

2.0

1.8

GULFSTREAM G200 GULFSTREAM G150 GULFSTREAM G100

3.3

3.1

2.7

2.5

HAWKER 4000

4.4

3.9

3.5

3.1

HAWKER 900XP

2.8

2.5

2.3

2.0

HAWKER 850XP (PRO LINE) 1.7

HAWKER 800XP/XPi (PRO LINE) 1.6

2.8

2.3

1.9

1.5

1.4

HAWKER 800XP

1.6

HAWKER 750

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

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ACTIONABLE INTELLIGENCE FOR CABIN ELECTRONICS

CABIN ELECTRONICS

SPECIAL INDUSTRY GUIDE 2021

I Cabin Electronics: How to Upgrade Logically I Connectivity: The Lynchpin of your Cabin Upgrade I CMS Upgrade? The Decisions that Drive the Cost I Cabin Lighting Upgrades: Easier than you Think I Cabin Electronics: Managing Passenger Expectations

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Cabin Electronics: How to Upgrade Logically With so many variables to consider, where and how should you start to plan the upgrade of your cabin electronics? Ken Elliott highlights a method that can be applied to any size of upgrade on any aircraft.

wing to the fact that a business jet’s cabin must function as an integrated whole, it is essential that any approach to upgrading your cabin’s electronics constantly revisits the fundamental need. Therefore, you should begin the entire process by establishing what the need is.

Understanding the need can become complex very quickly, so start by asking what drove you to consider a cabin electronics modification or upgrade in the first place. Some examples may be:

requirement before looking at what else you could consider, where it makes sense, in terms of the constraints and planning drivers detailed below.

•

-

O • • • •

Repair cannot be accomplished (owing to obsolescence of equipment); Current owner or operator request; Change of aircraft use; Change of ownership; New, improved versions of electronics are available on the market.

Focus on the specific need and address it as a

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The Constraints of a Cabin Electronics Upgrade

There are obvious initial constraints to any upgrade, so let’s begin with those.

Budget: There are options of cabin electronics to suit most budgets, but what will truly help to get maximum benefit from your budget is planning.

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Can you accomplish the upgrade during other maintenance or repairs?

Do you need to access areas for cabin electronics that you would also need for other work?

Do you need specific headliner access to mount a new antenna on top of the fuselage (for example)?

Can you bundle any of the electronics and associated materials to save on expense? www.AVBUYER.com

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Downtime: As with budget, plan the downtime around other work, access, and upgrade facility time slots. Be prepared for downtime to overrun. Any major project will have its unforeseen issues. Do not schedule any trips until a few days after the projected completion date.

Availability: Ensure any products selected for an upgrade will be available, in the version you need, well before the planned date of system testing.

Cabin electronics changes usually employ some material change, such as matching carpet for close-outs, wood, or other trim material for new switch panels, or mounting for new displays. Surprisingly, due to availability, material and burn testing can create delays.

Certification: Make sure that whatever you intend to accomplish is certifiable. Planning should include a Certification Engineering study before an upgrade contract is signed. Many delays are caused by certification requirements.

The Planning Drivers of a Cabin Electronics Upgrade

Once you have dealt with the constraints, begin to plan around the drivers that will impact and direct your decisions. These include: www.AVBUYER.com

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Aircraft Retention: What is the end-goal with the aircraft, both short- and long-term? If you intend to trade the aircraft within the next couple of years, you may need to be more budget-conscious, thinking also about equipping to sell.

On the other hand, if you are planning to operate the same aircraft for the longer-term, you can take a more visionary posture and consider long-term use of the cabin electronics.

Aircraft Operations: How do you intend to utilize the aircraft? Apart from the category of operation (Part 135, Part 91K (Fractional) or Part 91), utilization includes typical flight duration. The latter tells you how many hours, on average, passengers will occupy the cabin.

By knowing that, and whether flights are for charter, corporate or personal use, it will be easier to plan cabin equipage.

Furthermore, if flights are domestic (United States), they can operate with an Air-To-Ground (ATG) internet and phone system, whereas if you plan to fly transoceanic routes, you will also need a Satcom for the same purpose.

Cabin Utilization: While equipping the cabin for the type of operation you intend to conduct, consider how

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passenger activity will play out within the cabin itself.

Who sits where, and what do they intend to be doing on the ground and in the air?

Will the same passengers be flying regularly, or will they differ each time? Is the aircraft owner frequently onboard?

Make an early determination regarding the use of carry-on devices (iPhones, iPads and Laptops). Many upgrades today rely on these to connect to the internet while acting as a source for music and video content.

Security: Check for corporate policy around internet security. For these reasons, some flight departments will not permit the use of internet on board their aircraft.

Make sure you a) know the policy, b) know who will be permitted to use personal devices, and c) what those devices may be?

Appearance: Does the planned cabin electronics upgrade enhance the cabin appearance? The ambience of the aircraft cabin is so important to some executives and their influential partners.

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The passenger experience should be understated elegance, with calm and comfortable surroundings.

There should be an air of neutrality about everything, especially if there is a plan to trade the aircraft anytime soon.

For cabin electronics, this refers to the way interactive controls and display mounting surrounds will coordinate with the overall cabin style. With an increasing use of carry-on personal electronic devices, there is less to consider regarding appearance today than a few years ago.

Who’s Working on the Aircraft? Do you always take your aircraft to the OEM, or are you open to having your cabin altered by a third party? The answer will help direct you in terms of what the factory offers versus what third party providers offer.

Sometimes OEMs have pre-owned aircraft upgrade programs, where several options will offer different capabilities.

Third-party companies (Maintenance, Repair and Overhaul facilities), and others, may offer more latitude

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Figure 1: Outline of a typical Mid-Size business jet’s cabin, separated into zones, with layout options

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View the gallery, watch the hydrodipping video, listen to the podcast, and more about this Global Express XRS refurbishment here: www.DA.aero/resources/globalexpress-xrs-refurbishment

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Figure 2: Electronic equipment and options, by cabin zone

in choice or custom, one-off integrations. Whoever you decide to go with, make sure they are capable and approved to both maintain and release the aircraft. You can bet there will be a necessary repair or service during the visit.

Obsolescence: Are you finding it increasingly difficult to complete repairs on existing cabin systems? Is the repair facility warning you about the difficulty of maintaining your entertainment electronics? These are early indications of obsolescence, and the headaches that will bring.

Usually, warning signs will be sensed, and it is wise to act early by planning a system replacement.

The Upgrade Approach

Understanding the constraints and having considered the planning drivers, you can begin to tackle a systematic approach toward an upgrade. One approach is to grasp the big picture by understanding how an aircraft’s cabin is typically divided into zones (see Figure 1, previous page).

Each cabin zone can be laid out differently, and, in the instance of forward and aft cabin (seating), each will have its own layout to accommodate different seating needs.

Somewhere will be an executive seat for the CEO, or the most senior passenger. When considering a business jet’s cabin electronics, you should start from there.

Having broken out your aircraft cabin into zones, each with its own configuration, you can place the electronic requirements against each seat, attendant, galley, and lavatory position. Figure 2 (above) provides an example, and for clarification: a) b) c)

The vestibule can be separate to the galley on larger jets.

The galley ‘switch panel’ refers to an attendant’s panel, while ‘control’ refers to galley controls.

Forward & aft cabin passenger ‘panels’ refers to individual seat ‘environment and entertainment control’ panels.

Once the zone and equipment layout are completed, include any interior changes. Replacement or modifications to the existing interior may have an impact on the cabin electronics. Revisit the original need and preliminary cabin electronics upgrade plan, to ensure everything has been addressed.

From here may be a good place to set the priorities.

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Cabin Electronics Priorities

Setting priorities can be overwhelming because you need to consider the constraints, planning factors, approach to an upgrade, and then functionality.

The functionality piece is crucial, because you want everything to play together and not have entertainment or cabin environmental inconsistencies. Examples of inconsistency will be: a) b)

Conflict in who controls what.

The ergonomic placement of switch panels and other controls. c) New cabin electronics does not play well with the existing.

The executive seat position will have most control, especially over cabin environment, such as temperature.

Some of the control will share with the attendant and there will be a smaller group control, often by the divan.

There are different ways you can define priorities, but one way is to map them out. Table A shows one example.

Here the primary electronics groups are listed.

The groups may then be mapped out to the different ‘Zones’, including remote equipment, with individual item placement listed under ‘Specifics’.

From there priorities can be assigned, based on constraints and factors of planning, such as intended aircraft operations. Remote equipment can be located either within the zones, including behind interior or inside closets, or under the cabin floor.

An Integrated Cabin

Integrating the cabin relies on ‘system to system’ coordination. Some of the integrated Cabin Management Systems (CMS) by Collins Aviation, Honeywell and Lufthansa, for example, accommodate many different options and are frequently developed in harmony with the aircraft manufacturer’s overall cabin goals.

Not all aircraft are built that way, and equally designs, features, and popular capabilities become outdated or out-of-style.

Despite several aircraft having integrated cabins, many others have been adding or upgrading their internet capability over the last few years. Because the upgrade may use different manufactured equipment, this topic is worth a specific mention.

When the aircraft is to be used domestically (speaking from a US point-of-view), the internet can be acquired

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Table A: One way to map out cabin electronics is to prioritize, based on constraints and other factors…

"

"

"

"

"

"

using Gogo Business Aviation, or SmartSky Networks that utilize Air-to-Ground (ATG) technology.

For oceanic and remote-area use, Collins and Honeywell operate their own Ku- and Ka-band satcom systems. Viasat is another popular satcom contender, deploying its own satellites. All three companies provide internet, phone and video streaming.

Several companies offer satcom via Iridium, but unlike Inmarsat or Viasat satellites, Iridium is a low-earthorbit, low data-capacity and less-costly solution.

Collins and Honeywell also act as service providers, along with the popular Satcom Direct, allowing connection with the Inmarsat and Iridium satellites, along with many system features.

For creative, less-integrated cabin upgrades, and especially where you wish to retain some existing equipment, there are several options. Alto, for example, allows for replacement of individual components and sub-assemblies via plug-and-play devices, saving effort, downtime and cost, yet providing reliability with newer technology and additional features.

When working with mixed equipment, and plug and play solutions, make sure the engineering and certification planning is thorough. Because of variations in part numbers, connectivity and software programming, there are potential integration pitfalls.

Similar plug and play solutions are also available for aircraft cabin lighting systems, one popular business jet vendor being Aircraft Lighting International (ALI). Here, existing lighting is replaced with LED creating a brighter

environment, and even enhancing intensity and color, with a more reliable and longer lasting solution.

Design for Growth and Resale

Whatever you decide when upgrading the cabin electronics, always consider open-ended architecture that permits future growth, avoids obsolescence or becoming outdated, and will allow for additional features down the road.

For resale, any upgrade should be easy to maintain, easy to operate, and ergonomically sensible. Unique and novel features, materials, colors and configurations may not appeal to the broader market, or be suitable for charter and fractional operations.

As cabins become more like the home or office environment and there is less reticence about broadcasting Bluetooth and Wi-Fi around the aircraft, there will be an increasing reliance on personal walk on devices, providing personal music and stored video content.

Also, security is an understandable concern, and company firewalls need to be respected. If the aircraft is for any kind of corporate use, involve the IT specialist and begin dialogue about access and security. Bring that person into the cabin electronics discussion early on.

This article prescribes just one approach to upgrading cabin electronics. Whichever way you proceed, always keep overall cabin functionality and future aircraft resale in mind. ❙

KEN ELLIOTT has 52 years of aviation experience focused on avionics in General and Business Aviation.

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

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Connectivity: The Lynchpin of your Cabin Upgrade Whether your planned cabin electronics upgrade is likely to be major or on the more conservative side, Brian Wilson explains why cabin connectivity is a good place to start...

oday the hub of all cabin electronics upgrades is the connectivity, but there are still many potential ancillary systems that should be considered at the same time.

Taking advantage of aircraft downtime and interior removal are two great reasons to review the electronics in your cabin.

In order to review, concentrate on defining the hub of the system, the connectivity. This will require a focus on how to answer the following questions:

T

• • • •

How will the upgrade look and feel to your passengers?

Will it fulfill the desired ‘passenger experience’?

Will the aircraft perform supplemental charter?

Does the desired connectivity system provide more than a path to the internet?

Without having a defined set of features as they relate to your passengers’ expectations, you will almost certainly bare additional, unneeded costs and redundancy, or suffer a shortfall of capabilities.

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Connectivity: It’s More Than Internet

Today, connectivity goes beyond just having email and the internet. Systems like the Gogo Avance L3/L5 and SCS provide a ‘Netflix in the air’ experience without absorbing any data usage and charges.

Passengers can stream movies and TV shows directly to their Personal Electronic Devices (PEDs).

Other features include a moving map, digital magazines and weather details at the destination.

Yet despite the sophisticated cabin electronics available, a surprising number of business aircraft flying today still have DVD players and other early generation media systems installed.

Moreover, many existing switch panels are also becoming obsolete, and can no longer be repaired or reconfigured, leaving passengers frustrated or confused when the switch does not operate, or is incorrectly labeled.

And the monitors aboard a large number of private jets only provide limited resolution, lacking any ‘smart’ applications. Moving maps are standard www.AVBUYER.com

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definition, and woe betide the passenger seeking a USB port to charge their PED. If the outdated cabin electronics described above gives a picture of those installed on your business jet, then, given the typical connectivity upgrade takes between two-to-four weeks, you may want to plan addressing the issue ready to upgrade during the next maintenance inspection.

Since a good part of the interior must be removed during heavy maintenance checks, this is the ideal time to perform cabin upgrades that enhance the passenger experience.

The Conservative Approach to Upgrades

Circling back to, and defining, the ‘hub’ of our cabin is the connectivity. Here, we are broadly dealing with three areas, including: •

Internet/Email

•

Media Source (Movies/TV/Magazines)

•

Personal Electronic Devices (PEDs)

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The more conservative approach to an upgrade may be driven by a limited budget or a shorter downtime. If this is the necessary approach for you, how can you connect the ‘spokes’ to your connectivity ‘hub’ to give you the best ‘bang’ for the buck?

Cabin Management Systems: While older Cabin Management Systems (CMS) that face obsolescence are best being entirely replaced, this adds a substantial additional cost. For conservative upgrades, it’s worth considering simplifying the switch configuration and utilizing applications on a cabinbased PED (such as a smartphone or tablet).

Bulky VIP switch panels mounted on the drink rails can be modified to add USB charging and smartphone docking stations.

No doubt there is an old audio source that can be removed and replaced by a Bluetooth device to provide music through the speaker system.

Advancements in technology have made speakers smaller and more powerful, creating an acoustic surround-sound element to the cabin.

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Cabin Monitors: High Definition (HD) monitors are a must in the minds of many passengers today.It should be noted, however, that seeing the true resolution difference on a monitor of 20-inches or less is minimal.

Nevertheless, passengers still expect to have that same experience as they would enjoy on the ground. At the very least, it’s worth making sure the system is designed so that passengers can sync their PEDs with the monitors, enabling them to view their movies.

Systems such as the Gogo Avance L5 with Gogo Vision (GGV) allow both streaming to the PEDs, and, by utilizing a splash page application, provides a path for users to watch the movies or TV shows on the monitors.

Conservative Upgrader’s Tip: Make sure you ask the MRO providing the quote to itemize each option so you can pick and choose, helping you stay within your budget.

The ‘All-in’ Cabin Electronics Upgrade

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seven to eight years these days, there inevitably comes a time when they must decide to purchase a new one, or substantially invest in their existing aircraft.

This usually comes during a major inspection, and could include a new paint livery, interior modifications, and avionics upgrades.

Full CMS upgrades are common during this event, many being driven by obsolescence of the existing system, or a lack of features. New CMS upgrades can cost over $500K and require significant planning and lead time.

Since all cabin management systems are controlled by software and applications, it is critical that the configuration and feature set is well planned and considered. CMS companies refer to a “software lock”, indicating the point after which any change will require additional cost and lead time. Of course, you could always handle the additional costs by just paying more, but the lead time is firm and can be weeks or even months.

Integrating the CMS with the connectivity system should be the priority.

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“Since a good part of the interior must be removed during heavy maintenance checks, this is the ideal time to perform cabin upgrades that enhance the passenger experience.”  www.AVBUYER.com

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LARGE-CABIN EXPERTISE. ATTENTION TO EVERY SMALL DETAIL. A complete center of knowledge for Gulfstream and Global aircraft, the Stevens Aerospace Large Cabin facility gives you the opportunity to fully engage with our technicians and craftsmen as we plan and execute the work. From expert maintenance and avionics upgrades to stunning interior refurbishments, the Stevens team draws upon more than 200 years of combined large cabin expertise to go well above and beyond your expectations. For an aircraft like no other, trust Stevens to deliver an unmatched service experience.

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PHOTO COURTESY OF DUNCAN AVIATION

Keep in mind that in most cases, this integration includes multiple vendors, so compatibility is crucial.

The customer is advised to take the lead on this process at the beginning of planning, since it is they who will want the system delivered with their expectations fulfilled.

• • • • • • •

Create a block diagram representing all the components.

List the features of each LRU. Display how each unit will be controlled (PED, application, or switch panel?).

Focus on communication between different vendor products.

Meet with the MRO and their engineering team to review, discuss, and identify any technical challenges.

List milestones for product, software and integration.

Have the MRO assign personnel to be responsible to meet the deadlines.

Other cabin considerations are the lighting,

perhaps a new expresso maker, and the moving map (which have evolved into specialized and customized maps).

Advancements is lighting technology can transform your boring ‘white’ light cabin into any ambiance you fancy. Consider updating your up-wash and downwash lighting during the cabin refurbishment.

The application can be designed and set to match your mood. Bright light for work. Soft, subtle lighting for resting or watching a movie. Choose and preset from many color selections and intensities.

In Summary

Marketing has long associated the phrase ‘office in the sky’ with connectivity. I like to think of the cabin as the ‘living room in the sky’. Since aircraft continue to fly further without the need to stop and refuel, it is essential that you design the cabin to be as comfortable for your passengers as possible.

Whether they want to work, relax and watch a movie, or take a nap, you should create an atmosphere that makes them feel like they are at home. ❙

BRIAN WILSON has more than 40 years’ experience in the aviation field, and currently he is the Director of Key Accounts at Gogo Business Aviation. Brian lists Jet Aviation West Palm Beach and Banyan Aviation amongst his previous employers where he has developed and planned STC certifications projects on cabin connectivity. He has been involved in more than 1,000 avionics installations, having previously headed up various avionics, engineering, and interior departments. His background has given him extensive expertise in all aspects of an installation.

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CMS Upgrade?

The Decisions that Drive the Cost Upgrading cabin management systems (CMS) can be a costly exercise. Gerrard Cowan asks the industry’s experts for their tips on cutting expenses, from tightly defining precise needs to focusing on the essentials…

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abin Management Systems cover a range of technologies that are essential for passenger interaction with an aircraft.

These include controlling the temperature or window shades, for instance. Many also include in-flight entertainment (IFE) under the broader CMS umbrella.

Business jet operators often look to upgrade their CMS when other work is taking place on the aircraft that requires the removal of cabin panelling. While installing cutting-edge systems will help boost a jet’s comfort for its current owners, and its appeal on the pre-owned market, what are the cost considerations to keep in mind regarding an upgrade to the CMS?

Need versus Want

The cost of a CMS upgrade will naturally be affected by the amount of equipment being acquired and its sophistication, says Mark R. Zimmerman, Director of Business Development for 84 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

VVIP and Head of State Solutions at Collins Aerospace. (Collins produces the sophisticated Venue CMS range).

“For example, several 4K monitors will be more expensive than their 1080 display equivalents,” he explains, adding that Collins Aerospace offers the Venue system in different packages. These can be selected depending on an operator’s needs – ranging from a basic focus on aircraft environment controls (cabin temperature, lighting and shade control, Wi-Fi streaming, and other essentials) right up to a highly sophisticated system incorporating a range of devices (including IFE) that are integrated into the CMS. “The key is to clearly define needs versus want,” Zimmerman says. “If everything is a need, then the cost is the cost. But if there are certain items passengers would only like to have, we can set up a system that is really focused on the critical needs for the operation of the jet.” www.AVBUYER.com

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Make Your Decisions Early

Olivier Durand, Business Aviation Marketing Manager at Collins Aerospace, says that timing is also a key consideration. It is essential for customers to discuss their objectives and establish their thinking as early as possible, engaging with the right specialists.

“If you think it through and make the decisions early, it will have a very big impact on the cost at the end,” Durand advises.

Operators must clearly establish why they are upgrading, whether it be increasing the value of an aircraft before a sale or solving an obsolescence issue, according to Don Hamilton, President of ALTO Aviation (which produces the Cadence CMS suite).

“The approach taken will depend on such considerations,” he says. As an example, ALTO has worked with some operators whose aircraft’s hull value would not justify an expensive upgrade. In such cases, the owner simply ‘wants the CMS to www.AVBUYER.com

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ALTO AVIATION CADENCE CABIN CONTROL APP FOR PEDs

work’, so the focus tends to be on fixing or upgrading the lighting or temperature controls and other essentials.

Hamilton says the particular use of the aircraft is also crucial. For example, a corporate operator might choose to eliminate IFE, an area that may be more important for a private or family operator.

Even where IFE is retained, however, there are different options that could affect costs. For example, some operators are moving to eliminate hard controls for IFE, with control taking place via apps on personal electronic devices (PEDs).

Also, many operators want to be able to stream music or films from their PEDs to the aircraft’s onboard systems. “They can decide where to put the money, depending on what they want out of the system,” Hamilton says.

Future-Proof your Choice

The key for all such replacements is to future-proof the aircraft, Hamilton advises. The operator can

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save money by ensuring that any upgrade work is itself readily replaceable in the future.

Operators should also research their supplier to ensure, to the greatest extent possible, that this company will still be in business in ten years’ time. “Some of the biggest obsolescence problems in the past [occurred when] the systems just became unsupported,” Hamilton notes.

Aircraft Size and Age Factors at Play

Steve Elofson, an Avionics Sales Representative with Duncan Aviation (which conducts a range of aftermarket services for business jets, including upgrades to CMS/IFE) says that the size and age of an aircraft will naturally impact upgrade costs for operators.

Larger platforms will likely have numerous, complex systems to cover. And age is important on a number of levels, including, for example, that the aircraft could have old wiring that needs to be replaced.

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In such cases, Elofson says “it would be wise to replace the entire system with a new CMS that will be supported for years to come, and offers the latest in technology.”

If a system is still supported by its manufacturer, it often makes sense to simply perform upgrades to the existing technology, rather than order a complete replacement, Elofson adds.

Though sometimes this may not be possible, nonetheless he advises that operators should generally limit their spending to areas where equipment is obsolete, or where an upgrade would make a significant difference, such as opting for HD displays and other technological improvements “that passengers will use and enjoy during their flight”.

“It is essential for customers to discuss their objectives and establish their thinking as early as possible, engaging with the right specialists.”

Consider the Wider Impact on Cost

Woodwork is often a significant cost associated with CMS upgrades, Hamilton notes. The Cadence system has been

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integrated systems with cabin controls for lights, temperature, and moving maps.

Adams emphasizes the importance of developing a clear vision of the final goal, adding that the costs can also be reduced by leveraging commercial electronics effectively, and capitalizing on wireless technology.

Plug and Play – Technology of the Future?

designed to offer a range of ‘drop-in’ replacement switches and other components, eliminating the need to perform such costly alterations.

Indeed, much of the cost of CMS upgrades is associated with modifying the interior structure to accommodate the new system and options, according to Brian Adams, Vice President of Aftermarket Innovation at Textron Aviation, which conducts a range of CMS upgrades for its business jets and turboprops.

Engineering work is the next-largest cost to consider, he said, followed by the labor associated with installation.

“Ultimately, the more levels of integration, the higher the design and modification expense will be,” Adams explains, adding that Textron offers a range of products and price points for customers, from enhancing an aircraft’s IFE system to providing

GERRARD COWAN is a freelance journalist who focuses on aerospace, defense and finance. He can be found on Twitter @GerrardCowan

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Darrell Finneman, Vice President of Product Engineering at Rosen Aviation, expects to see increasing integration of PEDs with cabin management systems in the coming years, including improved streaming capabilities.

Rosen Aviation produces a variety of IFE-focused products, including sensor and audio/video technology, and will be expanding its CMS focus in the coming years. Finneman advises that it could be worthwhile for operators to consider ‘plug and play’ upgrades when updating components, where they’re available.

Eliminating wires and rewiring is particularly important, according to Finneman. Additionally, new systems should be the same weight or lower than those they are replacing, which means less or even no engineering for mounting structures like bulkheads.

And finally, according to Finneman, “Owners need to balance between their budget and their priorities.

Most priorities trend towards connectivity, performance and ensuring basic control components are still functional.

“Usually, everything after that is secondary,” he concludes. ❙

MAKE MORE INFORMED AVIONICS DECISIONS with AvBUYER.com

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Cabin Lighting Upgrades: Easier than you Think With new lighting technology developing at a rapid pace, the opportunity to optimize your cabin space for work, rest and play is greatly enhanced today – and doesn’t even require a costly, difficult process. Dave Higdon learns more from PWI’s Eric Dahlinger….

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ew lighting technologies in aircraft cabins provide options to do away with the cold blue illumination from fluorescent tubes, and the heat and harsh light of traditional incandescent sources.

Lighting technology has made it possible to make work, rest and play aboard a private jet far easier, reducing harsh shadows along with the load on the aircraft's electrical system, and helping the cabin stay comfortably cool.

Most of these improvements come by way of advances in light-emitting diodes (LEDs). The lighting industry has advanced this technology to a point where many of the incandescent bulbs used in the aircraft can even be replaced with LEDs that plug into the same lighting fixtures.

Custom LED light sources are now possible in a variety of shapes, sizes and colors – and some are able to change their hues to match the atmosphere and mood of the main-cabin occupants.

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Owners can work with MRO shops to select the replacements they want, and many of the solutions are available with short delivery times. In turn, the MRO shops work with companies like Wichitabased PWI, which is adept at designing LED replacements fitting into the same space.

“It's been quite the revolution,” explains Eric Dahlinger, Sales Director for PWI. “The benefits are significant and long-lasting.”

LEDs: A Lifetime Change for the Better

Once upon a time, equipping any device or system with LEDs was an expensive business. Production was low, and the benefits remained largely unknown to the general public. But, late in the 20th century, production of LED light sources grew almost exponentially, with prices becoming far more affordable.

In aviation, LED fixtures became available as plug-and-play replacements for everything from power-hungry landing and taxi lights, wingtip www.AVBUYER.com

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position lights, and even stroboscopic anti-collision lights. And with an expansion in product availability and engineering to bring LEDs into aircraft cabins, PWI’s business took off.

“With last year being a washout, people are anxious to get moving on the [cabin lighting] improvements they want,” Dahlinger observes.

“And they want the benefits of LEDs retrofitted to their older, pre-LED business jets and turboprops.”

Those benefits may well outlast the airframes in which the LEDs are installed.

The Benefits Abound

Dahlinger walked AvBuyer through the various improvements available by making the transition from incandescent light sources. “One of the big benefits of LEDs is that they generate less than half the heat,” he explains – a result of the greater power efficiency of LEDs (which itself is a benefit to the aircraft’s electrical system, lowering the load on the aircraft’s generating sources). www.AVBUYER.com

“The low current draw means the crew can leave the cabin lights on, which makes passengers more comfortable with collecting their goods and getting out of the cabin. The lights are on but they’re not drawing down the battery.

“It gives the passengers an enhanced experience without running an APU, or plugging into a ground cart.”

And LED fixtures offer a far-longer lifespan than either fluorescent or incandescent light sources.

“Typical incandescent lights last about 200 hours, whereas LEDs last 100,000 hours,” Dahlinger says.

“If you put LEDs in, you probably won’t have to think about those bulbs ever again. You won’t have any passengers sitting in a dark seat because a bulb burned out.”

The quality of the light produced is helpful for both passengers and crew, Dahlinger notes. “The (improved) contrast really helps...the whiter light produces better contrast so you can see all you need to see.” However, PWI makes LED fixtures in

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ELLIOTT PRIZM LED LIGHTING INSTALLED ABOARD A DASSAULT FALCON 2000 BY DUNCAN AVIATION

a variety of other colors.

“The big demand,” according to Dahlinger, “is for the white light. Aviation White leads the demand.”

the aircraft. We make the units to fit into the same space, and to use the same connections and switches.”

Rapid Turnover

Availability

Some operators hesitate to use technology that wasn’t available when the aircraft was new. “They worry about dealing with problems, or about the time it takes to get the new fixtures, or the time needed to adapt them to the existing electrical system,” one avionics shop foreman told AvBuyer.

Dahlinger explains their worry is without basis; PWI, for example, can fulfill an order for new fixtures within a couple of weeks of receiving the order. And the installation process is very different to what might be typical for upgrading an avionics panel.

“We build our units to be plug-and-play compatible with the aircraft’s existing connections and the space in which it will be installed.”

PWI doesn’t perform installations itself, but does supply the customer with a drawing that shows how it goes in, where it plugs in, and if problems arise is able to talk the customer through that process.

Moreover, the new LED-based fixtures also offer greater durability and resistance to vibration. “The LEDs themselves are sealed, so they can't be contaminated,” Dahlinger says.

“We buy LEDs because LED manufacturers have the processes to make them more inexpensively. Then we put them in the fixtures we manufacture to install in

PWI supplies cabin-lighting for Textron Aviation’s entire line of King Air turboprops, and also has approvals for systems in other aircraft that can be ordered and quickly replaced. And with the short turnaround available on newly-manufactured systems, its product line continues to expand.

“We have approvals for about 60 aircraft right now,” Dahlinger says. “We’re about to add 25 more to our approvals.”

All an operator needs to do to begin a transformation of their cabin through its lighting is to work with their regular maintenance provider to select where, and what kind of replacement fixture is desired.

“Once you establish how much light you need and were it goes, the process it pretty straightforward,” Dahlinger says.

With a little advance planning, lighting suppliers can work with the MRO to deliver replacement fixtures for installation during an annual inspection, or most other periodic-maintenance chores.

And with the longer lifespan and reduced maintenance demands, the one-time changeover to LEDs can still prove to be a significant money-saver; one that can even help increase the residual value and appeal of the company jet. ❙

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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Cabin Electronics: Managing Passenger Expectations Upgrading your cabin electronics is a delicate balancing act. How can flight department managers balance passenger expectations, higher costs, and keeping ahead of the technological curve? Andre Fodor shares… ne term coined to describe the speed at which the competitive advantage of a new piece of technology is surpassed – causing it to lose its value, applicability and usefulness – is ‘Velocity of Obsolescence’. This can often be measured in days and weeks, as opposed to years.

By comparison, 'Adaptability of Obsolescence' helps define whether these technologies can be upgraded or altered, helping extend their useful lives. As you can probably imagine, these two terms have plenty to do with business jets – including their cabin electronics.

Business jets are extremely vulnerable to technological obsolescence. Passengers who are used to consuming new, cutting-edge technologies at home or in the work place expect to find the same amenities in the cabins of their multi-milliondollar jets.

High speed internet, large and high-definition screens, and networkable technologies are just a

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few of their expectations.

The same finishing and materials used in their offices, homes, and cars will often be desired in their aircraft interiors. While the technology installed should also be more a matter of choice and taste (and ultimately cost), it’s instead often determined by lengthy, costly certification matters.

Why the High Costs?

Aviation materials and components must be certified to ensure they’re safe to operate on aircraft. And this can delay the arrival of new products into our aircraft cabins, restricting the choices that ultimately become available to owners, due to the associated high costs.

And certification isn’t universal. It will require unique approvals from different certifying authorities from around the world. This stringent process drives up the cost of components, and can also cause the arrival of ‘new’ goods on the market that are already on the verge of obsolescence. www.AVBUYER.com

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Having worked for an aircraft OEM in the past, I’ve seen the certification process first-hand. The development teams must have a keen eye to predict technologies and new trends so that their products have a long life on the market, eventually yielding a return on investment.

Failure to develop and certify the right equipment could cost millions of dollars and several years of effort for nothing. For example, I recall once taking delivery of a brand new aircraft installed with iPhone charger connectors only for them to become obsolete when Apple introduced a new charging standard.

For a long time, I have held the belief that OEMs would be well-served to focus on providing hyper-resilient backbone systems. In other words, the OEM develops a networkable, flexible and multi-connectivity system for vendors to provide an array of upgradable plug-and-play devices that seamlessly interface with it.

By offering the upgrades in the form of STCs www.AVBUYER.com

(which don’t carry the same stringent certification requirements), OEMs could provide assurance that their cabins will remain advanced and flexible, and they’ll potentially gain a market edge.

And if the backbone was already in place, the cost to upgrade would be lower, making it easier for the owner to ensure their aircraft remained technologically up-to-date.

The Flight Department’s Role in Educating Passengers

But it’s not just about items like the Wi-Fi or in-flight entertainment that business jet passengers are concerned with. Discerning passengers expect to have full control of their cabin environments, too.

Less than a decade ago, our homes began to morph from being lit by incandescent bulbs to LED lighting that can provide tone, warmth and color palette options, all at the touch of a smartphone.

We’re seeing a move in this direction in the aircraft cabin, too, while air filtration systems and

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sophisticated food preparation systems are also options that should be available for the modern private flier.

While great opportunities are available for owners of older aircraft to retrofit their cabin electronics and take advantage of newer equipment, it is crucial for flight departments to maintain a professional focus on the available technology.

The passengers in the cabin rely on their flight departments to guide and inform their selection choices, ensuring their in-flight technological needs are met to the best possible standard.

So it is important for the flight department to communicate and familiarize them with the higher standards, safety, and redundancy thresholds that must be met before technology can be installed in an aircraft’s cabin. Without the information, they may think that the high costs of having necessary cabin electronics installed is simply taking advantage of their deep pockets.

Make Planning Your Key

Once the aircraft’s owner is fully appraised of what is available, planning becomes key as we move ahead with a cabin electronics upgrade. An understanding of the work scope will help with the planning.

What else could be tied in with an upgrade of the cabin electronics, which will require extensive interior removal? Is this the ideal time to re-cover seats, replace panels and change the carpets?

“While great opportunities are available for owners of older aircraft to retrofit their cabin electronics and take advantage of newer equipment, it is crucial for flight departments to maintain a professional focus on the available technology.”

Plan for the future, including installing extra wiring provisions with a view to making future upgrades.

And, most importantly, seek the best vendor that blends expertise, quality and relationship intention into one strong product. This will make your experience easier to manage, and deliver results that match the expectations of your passengers as closely as possible. ❙

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

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FLIGHT DEPARTMENT MANAGEMENT

How to Better Understand RNP AR Approaches (Part 2) Continuing the review of RNP AR APCH, Mario Pierobon looks at where RNP AR approaches can be found, and considers the enabling on-board systems and technology that are required, and the operating procedures involved… ccording to Jim Johnson, Senior Manager of Flight Technical Services at Honeywell Aerospace, a few of the operational benefits of RNP AR approaches are the improved access to terrain-challenged airports through approaches with lower weather minima; traffic deconfliction allowing fewer delays into congested airports; and, for those challenged by restricted airspace, increased safety with clearly defined lateral and vertical flight guidance.

“These allow for a stabilized approach, clearly defined missed approach procedures, and time and fuel savings with shorter routing to final approach”, Johnson says.

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Where are RNP AR Approaches Found?

Despite the advantages, in Europe RNP AR approaches are still fairly uncommon, with the procedures available at only around 20 airports in the European region.

EUROCONTROL says that RNP AR approaches are usually implemented to allow access to aerodromes in challenging mountainous environments, such as

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Innsbruck in Austria, and in Switzerland. They can also be found in the Azores, Norway and Sweden, EUROCONTROL adds.

The FAA currently has 402 RNAV (RNP) charts (the chart name for RNP AR APCH in the US) in the FAA Inventory.

Worldwide RNP AR approaches are available at several airports, notes Charles Thornberry, Head of Airspace and Airports Sales at NAVBLUE Airspace, an Airbus company specializing in RNP AR implementation projects.

“RNP AR can be a precision tool for potentially alleviating a specific operational challenge, such as terrain in Kathmandu; turbulences and low cloud in Vagar; take-off payload challenges in Tibet; and traffic separation in multi-runway operations,” Thornberry elaborates. “Combining RNP AR design techniques with knowledge of aircraft performance can deliver tangible results to the operator.

“RNP AR design criteria have been used in departure at Guatemala to improve payload, and in Cape Town to drastically reduce track miles,” he adds.

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As alluded to, RNP AR approaches are typically found at runways in mountainous terrain, including in Alaska, New Zealand, Peru, Chile, Ecuador, and Indonesia — all places where terrain restrictions make the installation of ILS systems impossible.

“RNP AR technology is opening up many more runways at these airports, increasing the number of flight operations and dramatically reducing the number of flights canceled due to poor visibility,” says Tom Harper, director of marketing at Avidyne. “There are also RNP AR approaches opening up at higher volume airports allowing simultaneous approaches on parallel runways.”

RNP AR On-board Systems and Technology

RNP AR APCH requires an RNP system based on the use of GNSS and an on-board inertial system (IRU/IRS). The extent to which this equipment is available on business jets will vary, but some models, particularly the larger ones, may qualify, EUROCONTROL highlights.

The operational approval is a different matter, it adds, but again with the appropriate infrastructure (training and procedures) supporting the operation, it should be achievable.

For the larger business jets, the training simulators also exist and are sufficiently representative for RNP AR qualification. Smaller business aircraft, and certainly privately-owned aircraft, may be more challenging, EUROCONTROL says: In Europe, they would still have to apply for Part-SPA, and, without an air operator certificate (AOC), that may be difficult.

The aircraft need to be equipped with FMS

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navigation with multi-sensor capability, Garmin says.

RNP AR approaches require GNSS as the primary navigation sensor, plus a back-up navigation sensor that can maintain the required RNP after loss of the GNSS signal-in-space.

Most existing RNP AR approvals have used an inertial navigation sensor as back-up for loss of GNSS, Garmin notes.

There must also be sufficient redundancy so that no single failure could cause loss of RNP capability. The aircraft manufacturer must demonstrate airworthiness for RNP AR using FAA AC 20-138D (Airworthiness Approval of Positioning and Navigation Systems) as a means of compliance. In the course of obtaining the airworthiness approval the aircraft’s minimum RNP capability will also be established, Garmin explains.

Since RNP AR capability implies significant additional aircraft capability, as well as a complex airworthiness approval process, RNP AR is currently available on a relatively small number of business jets, Garmin says.

Upgrades may be available from the aircraft’s OEM. Harper observes that several late-model business jets are now delivering with integrated avionics suites that meet RNP and RNP AR requirements, however very few legacy business aircraft are currently equipped to support RNP and RNP AR. “Several companies are offering varying levels of retrofit avionics for legacy business aircraft designed to add RNP or RNP/AR functionality”, he says. “Avidyne’s new ATLAS FMS system, which is currently nearing certification, is designed to support RNP navigation and

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RF legs, and we are monitoring customer demand for possible RNP AR approval in the future.”

The RNP and Estimated Position Uncertainty (EPU) must be displayed by the avionics along with the ability to display the arc on RF legs, says Johnson.

“The CDI [Course Deviation Indicator] also must be scaled to RNP. RNP AR approach capability will be clearly stated in the aircraft flight manual or supplement.

“These capabilities have been well-leveraged across business aircraft in recent years, while the manufacturers that have certified RNP AR on their aircraft have it available from the factory.”

The MMEL usually includes the requirement for avionics systems, notes Thornberry. “Each OEM can provide guidance on what is possible for each aircraft type. For example, the Airbus Corporate Jet (ACJ) can be upgraded to perform RNP AR procedures.”

A Note on the Operating Procedures

Operators must receive authorization from their local regulatory authority to conduct RNP AR operations.

“In the US, operational guidance is under AC 90101A and approval is given via LOA/OpsSpec C-384,” Johnson says. “For EASA, operational guidance is defined in AMC 20-26.”

Specialized initial and recurring flight training for operators of business aircraft is also required through an approved training provider.

“Since navigation data accuracy is critical for RNP

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AR approaches, regulatory authorities require that coded data for approaches be validated each cycle,” Johnson adds. “Operators must have an approved process and be capable of conducting these validations.

“Honeywell offers a RNP AR Navigation Database Validation Service for operators of Honeywellequipped aircraft certified for RNP AR. Honeywell’s service is approved by the FAA and meets the requirements for data validation under AC 90101A”.

The operational approval must be sought from the regulator of the country of registration as well as authorization from the regulator in the country where the aerodrome is located, according to Thornberry.

“The basic approval requires the operator to demonstrate that the aircraft documentation, procedures and other key aspects such as RAIM [Receiver Autonomous Integrity Monitoring] prediction and navigation database validation are in place (both of which are provided by NAVBLUE). In addition, the crew flying the procedure need to have authorization, so they need to undergo dedicated training.

“Then, for each specific approach, the operators need to provide a flight operations safety assessment (FOSA) where the aircraft performance is checked for the procedure and the various failure modes,” Thornberry concludes. T

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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How to Minimize Insurance with Pilot Training What can pilots do to brush up on their flying skills and make themselves an attractive proposition to aviation insurance underwriters today? Benjamin Peterson shares some tips from an insurance industry perspective… hether you’re flying for business or pleasure, flying demands training and experience. The very idea of a new airplane with a new pilot sounds risky and dangerous. That is the reason why corporate flight departments consider flight hours an important metric when employing pilots.

While getting trained to fly your new aircraft is necessary for your safety and that of the passengers on board, training is also crucial for getting your aircraft insured.

Your training and experience will help you present as a low risk prospect to the insurance company, with preferential access to desirable coverage options to protect your investment.

In a market that is getting tighter, and in which insurance premiums are shooting sky-high, it is vital that you make your risk profile shine in front of the underwriters if you want to get your desired coverage at the best premium rates.

Training plays an important role in making this possible. As a matter of fact, many policies require

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training in the same make and model of aircraft you want to insure. If you aren’t sure how much training you need specific to your aircraft, here’s some food for thought…

Larger Business Jet Pilot Insurance Requirements

For crewed aircraft/business jets requiring two pilots (i.e.

Gulfstream jets), both pilots must complete annual simulator training in the same make and model of aircraft at an approved simulator training facility, such as Simcom, CAE Simuflite, or FlightSafety.

It doesn’t matter if you’re also doing training in a different aircraft. You will always have to complete training in that same make and model aircraft every 12 months.

Single-Pilot Business Jet and Turboprop Pilot Insurance Requirements

If you operate a single-pilot business jet or turboprop (i.e. a Pilatus PC-12 or Cessna Citation CJ model), you can participate in simulator training or get training in an approved in-aircraft training facility.

In-aircraft training also requires you to carry out your

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training annually in that aircraft, with an approved flight instructor who already holds experience in that aircraft.

If you’re transitioning to a new turbine-powered aircraft and have little or no experience in that aircraft, you are likely to need to complete the initial training and fly five to ten dual hours with a mentor pilot who is currently trained in that same aircraft.

High-Value Aircraft Pilot Insurance Requirements

A high-value aircraft often comes with strict training requirements. For example, insuring a reciprocating high-value propeller aircraft, such as a new Cirrus SR22T, may require you to occasionally complete an Instrument Proficiency Check (IPC) or Biennial Flight Review (BFR) annually.

This requirement is usually dependent on the value and liability limit of your aircraft.

Helicopter Pilot Insurance Requirements

Generally helicopter owners/operators can expect the same guidelines for training. If the helicopter is powered by a turbine engine, training will be required annually at

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an approved training facility.

For smaller helicopters like the Robinson R44, there’s often no training requirements other than staying compliant with the FAA regulations.

The only real changes to the helicopter Pilot Warranties lately has been due to the recent crashes for Commercial operators transporting passengers, which now also requires these pilots to complete training and be Instrument rated/current in that same helicopter.

Some Useful Training Tips for Getting Your Aircraft Insured • • • •

Gain more training, either through in-aircraft or simulator facilities, to make insurance companies notice you.

It is preferable to get training from a company that is recognized by the insurance provider.

Get a commercial license or ATP license if you don’t already have one.

Earn a higher pilot rating to create a stronger risk profile and access more liability options for your aircraft.

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“ If the helicopter is powered by a turbine engine, training will be required annually at an approved training facility.”

• • • •

Keep adding more flying hours to your logbook.

Make sure you fly more than 100 hours every year to stay current and favorable to underwriters.

Complete Instrument Proficiency Checks (IPCs) annually to save some of your annual premium costs with discounts.

Become a member, and participate, in your Owner and Operator Association (i.e. TBMOPA, MMOPA, COPA, and etc).

If you’re still in the consideration phase of purchasing an aircraft, opt for the one you’re most qualified to operate. Your prior training and experience will be helpful in getting your airplane insured more cheaply.

Get Training for Your Safety; Insurance will Follow

If your pilot license is current and you already have

the temporary airworthiness certificate for your aircraft, the FAA says you may start flying straight away. But does it really sound safe to fly a new plane with no prior experience?

Training isn’t just necessary to get your aircraft insured – it’s for the safety of everyone who boards the flight. And, when you start training with this objective, you’ll eventually start building a strong risk profile for yourself that insurance underwriters will prefer to quote on, even in the current tighter market conditions.

The best time to start selecting your training school is before you take delivery and before buying your aircraft insurance.

Sunset Aviation has a list of every approved training facility and is happy to provide it upon request. Reach out via team@sunsetais.com or call +1-310-453-3355. T

BENJAMIN PETERSON has been a commercial pilot and flight instructor for over 15-Years.

In 2012, Ben started Sunset Aviation to help aviation clients around the world with their insurance needs. https://www.linkedin.com/in/ben-peterson-64505720/

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AVIONICS

Avionics 101 – Pre-purchase Avionics Inspection Over a series of articles Ken Elliott covers the different aspects of Avionics, where they may be relevant to an aircraft owner, operator, buyer or a broker. Here, he discusses the technical characteristics of avionics that may be considered during an aircraft transaction. hen acquiring a business jet, avionics is just one of several areas to address. Despite its importance, it is not always prioritized correctly. Understanding avionics is both a science and an art because there are numerous integration nuances and equipage options that can vary considerably.

A knowledgeable aircraft consultant may be capable of leading the owner or buyer through the avionics maze, but becoming familiar with some of the fundamentals yourself – as a current or future owner – should help to give you the confidence to probe and ask the right questions along the way.

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An aircraft trade is a process that is likely to include a prepurchase inspection, repairs and routine maintenance before the aircraft delivery takes place.

For convenience, this checklist assumes there will be no major upgrade or modification undertaken. However, some transactions do involve an upgrade to the avionics, which will be addressed in a future article.

Table A is somewhat exhaustive, and could seem overwhelming, but it’s worth noting that not all items will apply to every aircraft. Many other items will only entail a check to ensure they are completed, with no work steps required.

Checklist for Avionics

How to Approach the Checklist

A smart way to address the aircraft’s avionics during a transaction is to work from a checklist. Table A (opposite) provides an example checklist to assist you with the avionics requirements.

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An approach to the checklist is to think in terms of: a) b)

Maintenance for Airworthiness Approval for Operations

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Table A: An Avionics Checklist for a Business Jet Transaction Complete on Aircraft (Ground)

Complete on Aircraft (Airborne)

Antennas Inspection

RVSM Verification

Static Wicks Inspection

ADS-B Out Verification

Radome Diverter Strip Inspection

VOR Accuracy

Complete FAR 91-411 Air Data

HF Radio & Selcal

Complete FAR 91-413 Transponders

Autopilot & Flight Directors

Cosmetics of Avionics Cockpit

IFR ILS & GPS Approaches w/Markers

Cosmetics of Cabin Electronics

Check No Audio Static

ELT Battery & 24 Bit ICAO Address

Check No Lightning Detection Noise

ELT Function Test

Audio-Visual Warnings & Cautions

Selcal Code Change Update Databases - Several Change Database Subscriptions

Operations as Applicable

Log Book Entries

Change Service Provider Records

Modification Records STCs Modification Records 337s Service Bulletin Records Service Info Letters Records ASC Records (Gulfstreams) Airworthiness Directives & Circulars Change Collins CASP Change Honeywell MSP (HAPP) Other Avionics Programs (i.e. JSSI) Warranty Coverage & Changes TCAS 7.1

Function Test Cockpit Avionics

Weight & Balance

Function Test Cabin Avionics

Electrical Load Analysis

Avionics Mode S – N# Address Change

Damage History

Avionics Installed per Equipment List

ADS-B Out Version 1 or 2 CPDLC FANS 1/A+ ADS-C CPDLC ATN-B1/LINK2000+ WAAS LPV or LP/SBAS NAT MNPS B-RNAV RNP5 RNP4/RNP 10 P/RNAV RNP AR 0.3 FM Immunity/8.33KHz/TCAS 7.1 CVR/FDR Approved Where Registered DataLink VDL Mode 2 Satcom/Iridium (for Oceanic) RVSM

Unusual Repair History

Compass Swing

Equipment List

QAR Download

Flight Manual Supplements

Update Electronic Charts & Map Latest SW Version of Primary Avionics

Review Off Aircraft

Aircraft Avionics Prints Pilot Operating Handbooks (POH) USBs – CDs and Other Uploads

Both the airworthiness and the operations consist of ‘on and off’ aircraft tasks. The on-aircraft tasks may be as simple as checking for a part number, modification status, serial number or software level. On-aircraft tasking also refers to tests conducted with ground power and tests conducted while airborne.

Off-aircraft tasks can mostly take place in a flight department conference room, for example checking logbooks and other aircraft records.

How an aircraft has been maintained can be reflected in the state of its records. Shabby, incomplete records thrown in a box and buried inside a hangar cabinet may well be an indication of an aircraft not being consistently maintained.

With avionics, record-keeping is paramount as there are so many remote rack-mounted systems and assemblies, each with its own history.

When reviewing logbooks, if you see a lot of entries for the same component (maybe different serial numbers) being repaired or swapped, that could be a red flag. Here may be a bigger problem that is aircraft (not box) related.

This may require expert troubleshooting.

In this case, be sure to ask, if the reported problem was ever properly resolved and, if it’s intermittent, how often is it still occurring?

Equip to Function Where you Will Operate

Looking at ‘Operations as Applicable’ check items on Table A, the goal is not to look at how the aircraft was approved previously, but what it needs to be approved for next. www.AVBUYER.com

When traded, an aircraft may be operating in a completely different environment, where different rules apply. Different operating rules signal different equipage, or different versions of equipage. You may indeed have the product on the aircraft equipment list, but that does not automatically mean it is approved to operate in any airspace.

Not only does the approval require the right version of the product, but it dictates both the aircraft is approved and the crew are trained. In essence, the flight department as a complete operating entity, is what the approval applies to.

Some examples of inadequate approval are: a) b) c) d)

That the aircraft is only provisioned and not fully equipped. Boxes are missing, power breakers are pulled and tied back!

The equipment is installed but requires a hardware or software change to operate in the airspace you intend to fly.

The equipment is fitted and current, but awaiting a final airworthiness certification – and the aircraft has an exemption to operate, pending final approval.

The equipment is installed with the latest version of software, but the crew have not been trained and certified for the specific type of operation to be flown.

A great example of equipage operational approval is the ADS-B Out worldwide requirement. There are two versions of ADS-B Out (Version 1 and 2).

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Proactive OEMs may have previously equipped their new aircraft with Version 0 (sometimes termed 1) not fully-aware that Version 2 was on the horizon. Those aircraft need to have been upgraded to Version 2, to operate in airspace regions where Version 2 has since become a requirement.

Some regions were, and still are, okay with Version 0 (1) ADS-B. This is all fine until those aircraft with ADS-B Version 0 (1) are traded into a different region. Some operators have been caught short on this nuance that is not easy to catch ahead of time.

Incomplete Avionics Records

Any missing or inaccurate aircraft record should raise suspicion and that is no different for the avionics. Avionics have routine tests to maintain currency and accuracy. Some of these (such as RVSM and ADS-B) can be arranged during routine flights, while others require a visit to the avionics shop.

While FAR 91-411 and -413 biennial inspections are rarely overlooked, batteries in ELTs and CVR/FDR underwater beacons may be.

Anything related to aircraft modifications should be scrutinized. Here are several items to check: 1. Approvals and certificates relating to the modification, from FAA Form 337, or equivalent, to a Supplemental Type Certificate (STC).

2. Custom prints and data showing new equipment wiring and locations.

3. Electrical Load Analysis that includes all modifications to date.

4. Weight and Balance record that includes the same.

5. Operating Handbooks and the Flight Manual Supplements relating to added or modified systems.

6. Instructions for Continued Airworthiness (ICA) issued for routine checks and inspections, relating to aircraft changes.

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A

remind operators when inspections and checks are due, and will track service changes. However, bad data in means bad results.

The equipment list that your maintenance tracker uses, must reflect the true status of the aircraft, including part and serial numbers. Changes that have taken place along the way must be fully reflected within the tracker’s database.

Unfortunately, if you have acquired an aircraft that has the inherent error of miscued data, it is inevitably much harder to go back into the history and correct it.

Do your due diligence during a pre-purchase, not only for the airframe and engines, but the avionics and all accessories. Remember that avionics includes cockpit, remote equipment and cabin systems.

Obsolescence of Cockpit Displays

One common area of obsolescence in avionics relates to the cockpit displays. These may look digital and somewhat modern, but on further investigation the buyer may find they are Cathode-Ray Tube (CRT) and are no longer fullysupported. There may even be a notification from the display manufacturer listing an end date of in-service support.

Upgrading cockpit displays is a major, and extensive, undertaking. Because current displays are larger and there are fewer of them, they can each present more information to the pilots. That means there will be numerous available options, where the inputs will vary.

What you see is not always what you get, so make sure you know what can be selected by the pilots. Upgrading from CRT to flat panel is one large expense. Adding desired features to an already-modernized cockpit is another.

An example of desirable options will be charts and maps.

Others include lightning display, enhanced vision, synthetic vision, and the list goes on...

Production Level of the Avionics Suite

The different aircraft manufacturers have their own branding for the suites of cockpit systems they provide in modern aircraft. The overall suite may be the same, but it will have a

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different branding name for each of the aircraft for which it is selected to be the primary avionics.

The aircraft manufacturer will outfit its aircraft with this special branded suite, and it will begin as version one.

However, nothing stays the same. Eventually a version two will enter production as the same suite of avionics with the identical branding.

Savvy buyers (or their consultants) will know that version two was introduced at aircraft ‘serial number X’, so they will know whether an aircraft of interest does or does not have the latest version.

It is normal for manufacturers to move ahead with both new features and compliance with recent mandates. For the buyer, this means, if you want to operate your purchased aircraft in a different airspace, or in a different operating role, you will need to meet the mandate. This implies upgrading the avionics to the later version.

Because the primary avionics is pretty much everything, you can rightly surmise that changing from Version 1 to Version 2 could levy a large fee. Make sure you know exactly what aircraft and avionics you are trading up, or down, to.

Avionics Ground Tests

During a pre-purchase inspection, the avionics will be checked along with the airframe and engines. Keep an eye out for how the aircraft is opened-up. Sometimes the prepurchase is undertaken along with a major inspection. If you have any avionics questions resulting from your review, this could be the ideal time to do a visual inspection.

Visual inspections may be to check on part (or serial numbers) of remote equipment, or to check on a modification. Either way, access is always time-consuming and expensive, so leverage opportunities where they may present.

Table A provides most of the items that should be included for a ground check, and only some of them are function-related. One that is not is ‘database updates’ which are provided in different ways and involve a subscription of sorts. You do not want a break in the subscription, so make sure there is some overlap during an aircraft changing hands.

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The method of updating databases varies, anywhere from using a CD, through USB, to a portable updater. Most smart installations provide easy and accessible places to update onboard systems. Do not forget those in the cabin (such as Airshow).

Some software updates require that electronic cards and equipment be returned to the factory or exchanged. Allow sufficient time for anything that needs to be shipped.

Avionics Flight Tests

Table A also provides a list of items for a flight test. Bearing in mind that the avionics is only one part of the aircraft, you can imagine just how many tests there should be to know how airworthy an aircraft truly is.

‘Airworthy’ is a safety-related term, but for transacting an aircraft, it extends to everything working as advertised.

Many cockpit selections are more feature- than safetyrelated, but for a pilot they will be frustrating if they malfunction.

• ‘Shake the aircraft down’ – at altitude, on a couple of approaches, and while executing a flight plan.

• Pressurize the cabin, especially if any major work was completed recently.

• Use a checklist, both for the airframe/engines and the avionics.

• Do not short-change the avionics in favor of other systems, either because you see avionics as secondary, or you just don’t know what is important to check.

Table A lists some of the avionics airborne tests, focusing on systems that can only be verified as operational by flying them.

Even if you have carried out a systems function test in the hangar, all the avionics should also be monitored in flight. By conducting a few approaches and getting to altitude, the pilots will be testing most systems by default, so it is not such an extra burden to complete.

Cockpit Cosmetics

How an aircraft is treated by its owner will be reflected in the appearance of its exterior, cabin and cockpit, with the latter

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receiving the lowest priority. Aircraft that have multiple owners, or are frequently used for charter, have a greater risk of a cockpit cosmetics issue. For a pre-purchase inspection: • Look for bent or damaged knobs, switches and controls, where intermittency of function may occur.

• Look, too, for grubby, congested control panels that may have taken a few cups of coffee over the years.

These could also be operating unreliably.

• Displays should not be dim, displaying misleading colors, or showing artifacts due to shorted pixels.

• The cockpit pedestal and side panels are prone to the most cosmetic damage because the pedestal gets trodden on and the side panels are used as storage areas. Pay close attention to the aft pedestal and side located controllers for possible damage that may be greater than cosmetics.

• Make sure all the placards for both airframe and avionics are present and legible.

Service and Repair Programs

Some operators take the risk and do without service programs. Others find it more useful to have predictability in annual service costs, including for avionics.

Both the equipment and third-party service providers will offer avionics service programs. Essentially, you pay a fixed annual fee for the service and repair of most systems and a rated fee for additional service, not covered.

Those aircraft maintained under such programs are more likely to have fully serviceable avionics and require less oversight for reliability.

Two avionics programs from equipment manufacturers,

for example, are Collins Aerospace’s CASP and Honeywell’s MSP (formally HAPP). Both have been around a long time, are reliable, and very popular. In addition, JSSI offers its Tipto-Tail aircraft service program that includes avionics.

If you acquire an aircraft that had a service program, you will need to transfer the ownership. And if the aircraft did not have a program previously, it may be wise to start one now.

In Summary…

The most important lesson to take away from this article is not to underestimate the importance of a thorough avionics pre-purchase inspection when trading an aircraft. For both seller and buyer alike, delays and unexpected expenses are never welcome.

The seller should properly prepare the aircraft for sale, and the buyer should properly inspect the aircraft, including a thorough review of its records.

When I was in the UK Fleet Air Arm – the air-wing of the Royal Navy – they termed me and my colleagues ‘Airy Fairies’. This was partially borne from a fear of the unknown: who were these mysterious types that can keep heaps of metal airborne?

Worse still, as an avionics specialist on an aircraft carrier full of able seamen, I felt alien – not elitist, but different. All of this eventually translates across to how avionics always was a secondary, poorly understood aspect of the aircraft.

Not anymore.

Avionics is now the central nervous system, sensing, monitoring, and controlling just about everything that keeps the aircraft up in the air. So, when you review an aircraft for a transaction, pay close attention to its avionics. ❙

KEN ELLIOTT has 52 years of aviation experience focused on avionics in General and Business Aviation.

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

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NAFA June.qxp_Layout 1 19/05/2021 13:57 Page 1

With historically low interest rates and unprecedented tax incentives, there has simply never been a better time to finance an aircraft and free up cash for the growth of your business.

Aviation finance is specialized and diverse. Our lenders (both large and niche) are experts in their field and can understand your financing needs and how to meet them.

In addition to lenders, NAFA members include product and service providers such as title and escrow firms, brokers, dealers, certified appraisers, and more.

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OEM Bites

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Bell Textron announced the 300th 505 Jet Ranger X delivery recently. The milestone helicopter was delivered to the Jamaica Defence Force (JDF). The first Bell 505 was delivered in 2017, and today there are Bell 505s in operation across six continents. Customers have logged more than 70,000 global fleet hours in their aircraft. https://bellflight.com

Gulfstream G700 Testing Advances to Cabin Experience The Gulfstream G700 aircraft dedicated to testing cabin experience flew for the first time in April, and subsequently joined the five other test aircraft already in the steadily-maturing certification program.

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he fully outfitted G700 reached an altitude of 48,000 feet on its maiden flight, traveling up to Mach 0.935.

The test regimen will encompass more than 15,500 test points, validating every facet of the cabin to ensure the utmost in interior comfort and reliability prior to customer deliveries.

The first fully-outfitted G700 features the industry’s only ‘ultra-galley’, offering more than 10 feet of counter space; a dedicated crew space; an entertainment and presentation area; a six-place conference and dining area; and a state room with full-length wardrobe.

Interior elements include natural stone flooring in the galley and bathrooms; quartz countertops; powered single seats; surround sound; and other bespoke features that come standard on the aircraft.

The test aircraft includes the ultrahigh-definition circadian lighting system, along with Gulfstream’s 100% fresh,

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never recirculated air system; the industry’s lowest cabin altitude; and whisper-quiet noise levels.

“Flying a fully outfitted aircraft signals significant progress in the G700 flighttest program,” said Mark Burns, President, Gulfstream. “The G700 interior is raising the bar for cabin innovation and customization.

“It provides more space than ever before for Gulfstream’s precision-crafted furnishings, more opportunity for personalization and more technology to optimize passenger health, safety and enjoyment. We look forward to fully testing the cabin before delivering this amazing aircraft to customers.”

The G700 cabin can be configured for up to five living areas with the option to include a passenger lounge in the ultragalley and/or a grand suite with optional shower.

More information: www.gulfstream.com

Bombardier welcomed Airshare as its newest Challenger 350 fleet operator.

Airshare ordered three units of the Super Mid-size jet, with options for 17 more. If all options are taken, it would enable the Kansas City-based private aviation company to double the size of its fractional ownership fleet in the near future. www.bombardier.com

Bye Aerospace announced an eight-seat all-electric twin-engine turboprop class airplane recently. Safran will also support the eFlyer 800, a response to perceived market demand for regional all-electric airplanes with significantly reduced operating costs, but increased capacity and utility. https://byeaerospace.com

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OEM Bites

Pilatus delivered its 1,800th Pilatus PC12 aircraft recently. PC-12 NGX serial number 2070 was delivered to Alán Aguirre, owner of Divine Flavor LLC, a family-run and grower-owned distribution company based in Nogales, Arizona, with greenhouses and vineyards throughout Mexico. www.pilatus-aircraft.com

Aero-Dienst Expands Presence in Southern Germany Nuremberg-headquartered Aero-Dienst, a full-service provider for Business Aviation and air ambulance services, has obtained full approval from the German Federal Aviation Office for its new maintenance station in Oberpfaffenhofen.

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he approval means AeroDienst is ready to start providing base- und linemaintenance services at Oberpfaffenhofen as part of its EASA Part 145 approval with immediate effect.

Aero-Dienst has been present there since the 1960s, steadily cultivating contacts with aircraft owners and operators, and growing into a comprehensive local network. Located 20km west of Munich, Oberpfaffenhofen special-purpose airport is considered the hub of Germany’s aerospace industry.

From its brand new, fully equipped 7,400sq.ft. hangar, Aero-Dienst will supply not only standard line services, but all MRO services for airframes, engines and avionic components, as well as interior work, modifications, upgrades and 24/7 AOG support.

“This move takes us and our aircraft 118 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

maintenance considerably closer to our existing customers in the Munich metropolitan area,” says Aero-Dienst’s Managing Director Viktor Peters. “Just as at our other locations, the backbone of the new setup is our excellent technical team.

“Over the course of a year, we took the time to get prepared, and we are now in a position to provide our customers with top-of-the-line, comprehensive Aero-Dienst service at the Oberpfaffenhofen location.”

Robert Blob, Station Manager in Oberpfaffenhofen, noted, “Our lean organization means rapid decisionmaking processes and allows us to respond quickly, including in AOG cases. Our customers especially appreciate the direct contact with our aircraft experts...”

More information: www.aero-dienst.com

Robinson Helicopter recently delivered its 13,000th helicopter, an R44 model, to its long-time dealer SKY Helicopters based in Dallas, Texas. The milestone aircraft shows off a brandnew paint scheme and is equipped with the latest in R44 options. It includes a well-configured glass panel featuring Garmin’s 700L TXi, GTN 650Xi navigator, and a Genesys HeliSAS Autopilot. www.robinsonheli.com COMMUNITY APPOINTMENT: Tobias Kleff joined the CFS Jets team recently. He brings extensive experience with complex private and commercial aircraft transactions (in both domestic and international markets). He holds a private pilot license, is multilingual, and is excited to draw on his experience to assist customers with the acquisition or sale of their business aircraft. https://cfsjets.com/ T

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Mesotis Jets June.qxp_Layout 1 19/05/2021 12:18 Page 1

1995 Cessna Citation Jet S/N: 525-0089

AIRCRAFT HIGHLIGHTS • TAP Elite

• ADSB out

• LPV converter

• Interior refurbished May 2018

• Airframe: Total Time: 6760:25 hours Landings: 6577

Jetsense Aviation January.qxp_Empyrean 20/05/2021 09:27 Page 1

S H O W C A S E

1997 Beechcraft King Air 350 Serial Number: Registration: Airframe TT: Landings:

FL-175 SE-LLU 6670 6159

 ADS-B Out Compliant  RaisbeckNacelle Wing Lockers  FrakesExhaust Stacks  TCAS II  EU OPS 1  UNS 1E FMS  11 Passenger Interior  Basic Empty Weight: 9908 lbs  Rosen Passenger Audio and Video Entertainment –Incl Moving Map & Briefing System  Gill Lead Acid Battery STC  Enrolled on CAMP Engines Description: S/N: THSN: TCSN: THS OHI:

Left engine PT6A-60A PCE-PK0075 6545 Hours 5765 Cycles 2379 Cycles

Right engine PT6A-60A PCE-PK0072 6597 Hours 6007 Cycles 2500 Cycles

Props Description: HC-B4MP-3 TSOH: Left: 828. Right: 828

Avionics & Connectivity ADS-B Out Compliant EFIS System 1 Collins Pro Line II EFIS 85 3 Tube VHF Communication 2 Collins VHF-22C VHF Navigation 2 Collins VIR-32A FMS/GPS 1 UNS-1E Flight Director 1 EFIS 85 Autopilot 1 Collins APS-65 ELT 1 Artex ELT C406N Automatic Direction Finder 1 Collins ADF-60A Distance Measuring Equipment 2 Collins DME 42 Multi-Function Display 1 Universal MFD-640 Radio Altimeter 1 Collins ALT 50A HF Radio 1 King KHF 950 (Provisions) Cockpit Voice Recorder 1 Fairchild S-100 Traffic Collision Avoidance System 1 Collins TCAS 4000 Version 7.1 Flight Data Recorder 1 Fairchild F1000 SSFDR Transponders 2 Collins TDR-94D EGPWS 1 Honeywell Mark VIII (Class A) RVSM 1 Elliott STC SA2264CH Compliant Weather Radar 1 TWR-850 Color Radar Interior & Entertainment Year Refurbished: March 2015 at Elliott Aviation w/ new Headliner and EMTEQ Lighting Installed Number of Passengers: Eleven (11) including Belted Lav and Dual Aft Foldup Seats Lav Location: Aft (Belted) Exterior Painted at Elliott Aviation March 2015 Base Color: Matterhorn White. Accent and Stripe Colors: Flight Red and Taxiway Yellow Call for Pricing

Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 1 Golfview Rd, 2nd Floor, Lake Zurich, Illinois 60047

120 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com www.AVBUYER.com

Dassault Falcon 7X April.qxp 20/05/2021 09:28 Page 1

S H O W C A S E

2013 Dassault Falcon 7X One Fortune 100 Owner Since New Serial Number: Airframe: Landings:

211 2690 1872

Engines #1 Engine PCE-CH0667: 2693 Cycles: 1873 #2 Engine PCE-CH0657: 2693 Cycles: 1873 #3 Engine PCE-CH0666: 2693 Cycles: 1873 APU s/n P-324: Honeywell GTCP36-150(FN) - Enrolled on MSP Gold Engine Type Pratt & Whitney Canada PW307A - Enrolled on ESP Platinum Maintenance Inspections Due: 12 Month/800FH Dec. 2021 & 24 Month/1600FH Dec. 2022; 1B/2B at 4683 hours; 1C November 2021. FalconCare (Parts Only) coverage. Contract Expires November 1, 2021 Exterior Overall White with Orange, Medium Blue and Green custom accent stripes (Original) Interior Beige leather seats, Beige lower sidewall, Pale Beige Ultra-leather headliner, 24K Gold Dark Aged plating (Antique), Olive Longwood Ash veneer with custom stain / high gloss (Original) Seating 13 passengers: 4-place forward club, 4-place mid-cabin dining group with opposing credenza, aft 3-place divan and opposing 2-place club, forward and aft lavatories

Avionics (EASy II Cert 4 with SB’s 301, 302, 303, 304, 305, 306, 308, 309, 310, 552, 553) Flight Management Systems (FMS) triple Honeywell EASy Central Maintenance Computer Honeywell EASy VHF Communications & VHF Data Radio – “VDR” triple Honeywell TR-866B VOR/ILS/Marker/GPS dual Honeywell DME Systems dual Honeywell DM-855 ADF Systems dual Honeywell DF-855 Mode S Transponder Systems dual Honeywell Color Weather Radar System Honeywell Primus 880 TCAS II System ACSS TCAS 3000 (w/ Change 7.1) Radar Altimeter System dual Honeywell KRA-405B Enhanced GPWS with Windshear Honeywell EASY Head-Up Guidance System (HGS) Rockwell Collins HGS-5860 Enhanced Flight Vision System (EFVS) Rockwell Collins EFVS-5860 High Frequency Communication Systems dual Honeywell KHF-1050 Additional Equipment Honeywell: triple AV-900 Flightdeck Audio Systems, SELCAL, Attitude Heading Reference System, Standby Instrument Display, SmartRunway RAAS, LSS-860 Lightning

www.dassaultfalcon.com

www.AVBUYER.com

Sensor System. Honeywell EASy: Modular Avionics Unit (MAU), Communications Management Function (CMF). Rockwell Collins FCMS HD+: 3D Interactive Map, two (2) 22 inch HD LED monitors, 10.6 inch Plug-in HD LED monitor and receptacles, dual Blu-Ray player. Goodrich Air Data SmartProbes, Goodrich Ice Detectors Asking Price: MAKE OFFER Dassault Falcon Pre-Owned Department USA Tel: + (1) (201) 541-4556 FR Tel: + 33 1 47 11 60 71 E-mail: andrew.stark@dassaultfalcon.com

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Clip Group 2020 Bell 505 Jet Ranger X May.qxp_Heeren Cit Ultra sep 20/05/2021 09:30 Page 1

S H O W C A S E

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

65253 SP-MRW 16

 As owner, we are proud to present  this BRAND NEW Bell 505  Price from Bell in this configuration  (including ferry to EU) was $1,85M  Now reduced to $1,75M Airframe Delivery hours: 16 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

122 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

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

www.AVBUYER.com

1 Marbale Universal June.qxp_Empyrean 20/05/2021 09:32 Page 1

S H O W C A S E

2020 Gulfstream G500 Serial Number: 72036 Registration: OE-LVA Airframe TT: 74.7 Landings: 48  Brand new, 13 passenger aircraft, under  75 hours of flight time  EASA Certified and FAA Compliant  Aircraft registered in Austria  Vinyl Flooring in Entryway and Gallery Area  Removable Acoustic Curtain between  Cabin 2 and 3 Engines Pratt and Whitney PW 814GA Left engine Right engine S/N: #1 PCE-GA0122 #2 PCE-GA0116 THSN: #1-69.5 Hrs #2-69.5 Hrs TCSN: #1-46 cycles 2#-46 cycles Program Coverage: JSSI APU Honeywell HGT400 (GVII-G500) S/N: P-153

Email: KOKOLOFF@gmail.com

www.AVBUYER.com

Total hourse since new: 118 HRS Program coverage: JSSI Airframe Home Base: Moscow Program Coverage: Warranty Airframe and Outfitting Maintenance Tracking: CMP Certification: EASA Avionics The Aircraft is Equipped with Honeywell Primus Epic II refer to the attached List for the single components Currently Operated under EASA (ASC 007) ARINCDIRECTSM DATALINK SERVICE PROVIDER CONFIGURATION (ASC 12A) EEC Software Update perf (ASC 22B) INTEGRATED MODULAR AVIONICS (ATA 42) SYMMETRY FLIGHT DECK MASTER OPERATING SYSTEM SOFTWARE UPDATE (ASC900A) EVAS installed

Vasily

Additional equipment ADS-B out equipped FANS and CPDLC 13 Pax and 3 Crew Fwd LH and RH Galley and fwd Lavatory Fwd Cabin - 4 club seat and two double seats Side credence Aft Cabin - 2 club seat and 3 place divan Sleeping possibility for 6 Pax Aft lavatory Baggage compartment accessable via aft lavatory Watersystem with waterheater and a 60 Liter Tank Galley equipped with Refrigerator, Hot Air Oven and Micro wave oven plus Coffee Maker and Espressomaker Exterior Aircraft is New Painted (Sep 2019) Matterhorn White (Wing Walk) Stripes Blue Pearl and Silver Pearl)

UK Mobile: +44 7500 5549 57 Russian Mobile +7 915 294 74 55 WhatsApp Only: +1 765 705 01 14

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Boeing 737 35B

Gryphon Aviation

M A R K E Tel: +1 (786)-488-5142 T Leasing E-mail: chris@gyrphonleasing.com P L A FOR IMMEDIATE SALE C E Total Cycles: 23,614

Price:

Please call

Year:

1988

S/N:

24269

Reg:

N789LS

Interior & Entertainment: Current Passenger Seating: 40 Seats

TTAF:

41,440.8

Contact: Christopher Watkins

Location: USA

www.gryphonleasing.com

Boeing 737 35B

Gryphon Aviation Leasing

Tel: +1 (786)-488-5142 E-mail: chris@gyrphonleasing.com

Price:

Please call

Year:

1988

FOR IMMEDIATE SALE

S/N:

24220

Total Cycles: 26,336

Reg:

N788LS

Interior & Entertainment: Current Passenger Seating: 26 Seats

TTAF:

38605.7

Contact: Christopher Watkins

Location: USA

www.gryphonleasing.com

Cessna Citation XLS+

The VanAllen Group Price:

USD $5,750,000

Year:

2012

S/N:

560-6120

Reg:

N224JW

TTAF:

2,235

Location: USA

Boeing 787-8

Bart Ligthart Price:

Please email

Year:

2013

S/N:

35307

Reg:

N964AM

TTAF:

-

Location: Mexico

Cessna 421

Brian Willms Price:

USD $321,900

Year:

1977

S/N:

0219

Reg:

N421VA

TTAF:

4332

Location: USA & Canada

www.AVBUYER.com

Tel: +1 (770) 507-5001 E-mail: info@vanallen.com This 2012 Cessna Citation XLS+, serial number 6120, is currently owned and operated by a long-time Citation operator. The current owner acquired the aircraft in 2016 and is the second owner of this aircraft. Operated predominately in the US (with occasional trips to Canada), the aircraft is currently based in Redmond, Oregon and always hangered. As a result, this aircraft is cosmetically in great shape inside and out. The aircraft recently completed a 96 month inspection making this a turnkey opportunity. EQUIPPED WITH COLLINS PRO LINE 21 AVIONICS PACKAGE. AIRCELL AXXESS II IRIDIUM SATCOM PHONE SYSTEM PLUS GOGO WIFI ATG4000 Price Reduced

Tel: +353 870 925 977 E-mail: bligthart@aercap.com Used Boeing B787-8, date of manufacture October 2013.

Currently in 32 business class seats / 211 economy seats configuration, VIP cabin interior to be defined and installed post sale by the buyer per buyer's specifications. 2,240 ft2 / 217.4 m2 of cabin floor space. The aircraft can fly 9,945 nm with 25 passengers, for example: New York to Tokyo or Auckland or Singapore; Buenos Aires to Dubai or Sydney or Los Angeles; London to Hong Kong or Los Angeles or Sydney; Dubai to Auckland or Los Angeles or Honolulu; and Beijing to London or Cape Town or New York. Engines: GenX-1B70

Tel: +1 (614) 306-2137 E-mail: brianwillms1@gmail.com Avidyne and King Avionics, Fast, Quiet, Comfortable, Pressurized!! Well maintained, full logs, hangered! Engines: GTSIO-520 SER. Engine 1-810 SMOH. Engine 2-632.6 SMOH. Overhaul done by RAM. Props and Governors Overhauled by Palm Beach Aircraft Propeller with De-Ice Boots. Avionics: King KMA24 Audio Panel. Avidyne IFD540 FMS with WAAS and VNAV. ADS-B Out, Avidyne AXP322 Transponder. Int: 8 Place Gray.

Leather Interior 8/10. Sheepskin and Leather on Pilot Seats. Ext: White/Blue Stripes 8/10. Corrosion Proofed. New Bruce Light Weight Full Cabin Cover. Full Known Ice with Heated Windshield

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M A R K E T P L A C E

Cessna Citation Sovereign

The Ritchie Group Price:

For Sale/Lease

Year:

2005

S/N:

0029

Reg:

-

TTAF:

13,009.5

Location: USA & Canada

Tel: +1 (314) 409-4791 E-mail: sales@jet-transactions.com Available For Sale or Lease. INQUIRE TODAY! New Paint Completed December 2020 at King Aerospace.

Gogo 3G and ATG 4000. ADS-B OUT / WAAS. P&W ESP Silver Lite Engine Program. Eight Passenger with Double-Club Configuration, Forward Galley and Aft Lav. No Known Damage or Accident History. Total Landings Since New 8,637. CESCOM Maintenance Tracking. Pratt & Whitney 306C Engines.Honeywell RE-100 APU. Honeywell Primus Epic Avionics System. Dual Nav, Dual Comm, Dual DME, Single ADF. Dual integrated FMS with Dual MCDUs. Exceptional Service Bulletin Upgrades.

www.jet-transactions.com

BAe ATP

Salvador Moreno Price:

Make offer

Year:

1991

S/N:

2038

Reg:

-

TTAF:

22993

Tel: +34 (0) 660 388 294 E-mail: info@atpcargo.com The ATP CARGO AIRCRAFT is the most cost efficient regional cargo aircraft in the 8 ton cargo segment.

This is valid for both metric volume as well as payload.

Engines: Pratt & Whitney Maintenance: Fresh from C Check Avionics: TCAS

Location: Sweden

Airbus/Eurocopter AS 365N-3

Nigel Watson Price:

Please call

Year:

2008

S/N:

6815

Reg:

M-LVIA

TTAF:

955

Tel: +44 (0)162 488 0135, +44 (0)776 544 4043 E-mail: emma@nigelwatson.im 5 passenger VIP Cabin, blue and silver paint. Has exclusively been for VIP operation.

Immediately available to view. Full valuation report and equipment lists available to interested parties.

Well maintained; airworthy & operational with no damage history; fresh annual 4/19. Fully enrolled on PBH and SBH since new. Eng #1 - 3240h; Eng #2 - 955.

Proposals for refurbishments to paint and interiors available.

Location: France

Airbus/Eurocopter EC 145

Nigel Watson Price:

Please call

Year:

2009

S/N:

9242

Reg:

M-LUNA

TTAF:

1455

Location: France

McDonnell Douglas 500E

Anthony Draper Price:

Make offer

Year:

2002

S/N:

0563E

Reg:

G-MDDE

TTAF:

4465

Location: United Kingdom

126 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

Tel: +44 (0)162 488 0135, +44 (0)776 544 4043 E-mail: emma@nigelwatson.im Only 1455TT, 7 passenger VIP Cabin, blue and silver paint.

Has exclusively been for VIP operation.

Available from November 2019. Full valuation report and equipment lists available to interested parties.

Well maintained; airworthy & operational; fresh annual 9/20.

Fully enrolled on PBH and SBH since new. Eng #1 - 1455h; Eng #2 - 1449h.

Proposals for refurbishments to paint and interiors available www.nigelwatson.im/brokerage/ec145

Tel: +44 (0)787 680 1006 E-mail: anthony.draper@me.com Beautifully refurbished MD500e. Completed in 2018 with custom designed paint and interior. Always hangared and well maintained. The aircraft has been valued at $1.45m, however we are accepting sensible offers. Airframe: Equipment Dual Controls. Bristol Wire-strike Kit (Upper and Lower). Passenger Flight Steps. Sliding Vent Windows (Front). Pop Vent Windows (Rear). Avionics: Aspen EFD1000H with traffic unlock. Garmin GTN750H GPS/nav/com. Garmin GTX345 ADS-B transponder.

Garmin GTS800 traffic awareness system. Int: Beautiful Internal Farnborough Interiors Luxury Interior - Completed 2018

www.AVBUYER.com

P125-129.qxp 20/05/2021 09:45 Page 3

M A R K E Tel: +1 516 658 1847 T P L A Bristell LSA 915 Turbo C 141 HP E 1500 FPM Climb - 160 KTS True Airspeed at 18,000 feet

Bristell LSA

Call Lou www.sportflyingusa.com

Airbus/Eurocopter AS 350B-3

Gregory SARTORIUS

Tel: +33 (0) 614 900 456 E-mail: gregsartorius@gmail.com

Price:

€1,550,000 Excl. VAT AS 350 B3+ with double FADEC, original Airbus 3 axes

Year:

2008

S/N:

4565

Reg:

OO-AMP

TTAF:

885

autopilot, original Airbus airconditioning, anti crash seats, original special color yellow Ferrari and black, SBH Safran turbine maintenance contract since new,12 year maintenance just done, 6 Boose headsets, only private flights use, only two owners since new, always hangared. Engines: SBH Safran turbine maintenance contract. Maintenance: 12 year inspection just done. Int: Anti crash seats. Additional equipment: Original Airbus 3 axes autopilot, original Airbus air conditioning

Location: Belgium

Airbus/Eurocopter EC 120B

Chris Summers Price:

Make offer

Year:

2004

S/N:

1380

Reg:

G-JBBB

TTAF:

2360

Location: United Kingdom

Bell 206

Jeff Niehorster Price:

£80,000 No VAT

Year:

-

S/N:

-

Reg:

-

TTAF:

3500

Location: United Kingdom

Guimbal Cabri G2

Ed Sale Price:

£180,000 Excl. VAT

Year:

2011

S/N:

1028

Reg:

G-UIMB

TTAF:

3610

Location: United Kingdom

www.AVBUYER.com

Tel: +44 (0)787 985 4019 E-mail: chris@heliselling.com IMMACULATE!!! Best EC120 on the Market. Low Time, 2 Owners from New, Treasured Aircraft, Private Use only - No Damage History. Open to Offers. 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. Avionics: VEMD. Artificial Horizon. Direction Indicator. Mb Altimeter. 2 x Garmin GTR 225’s. Int: Mixed Grey Leather Interior. Matching Grey Carpets - Interior in Mint Condition throughout.

Tel: +44 (0)783 628 0870 E-mail: Jeff.niehorster@gmail.com Rare opportunity to own a 25% share for £80,000 and join a friendly and flexible syndicate with a "pride of ownership" factor. Available now. Low hours (3500). Good componant times. Suitable for PPL around the southeast. Recently rebuilt with no expense spared. Bare metal respray and hangered since. Latest radio/ transponder. USB hardwired for iPad nav,phone and pilot aware. Upgraded rotorbrake and driveshaft.Dual hydraulic controls. Particle seperator. Range extender tank. 5 seats plus baggage hold. Could be used for training/ upgrading to jet licence. Fuel at £0.60 or less. Range 350 miles. No subletting or sharing share. Additional monthly payment for maintenance fund adjusted annually for actual cost.

In first instance call Jeff for further information. 07836 280870. Thanks

Tel: +44 (0)782 333 3361 E-mail: ed.sale@heligroup.com A one owner from new Cabri G2 which has been very well cared for. With a good configuration, this Cabri G2 is ready to enter service immediately for the new owner be it in a flight training role or for private use. For further information contact HeliGroup Operations Limited. Engines: Engines: Lycoming O360-J2A with approximately 1,430 tso as of the 19th April 2021.

Avionics: PM 1000 Intercom. Kannad 406 compact ELT. Garmin Nav / Com / Mode S Transponder. Directional Gyro. RC Allen Digital Horizon. Int: Light tan seats retrimmed in 2019.

Ext: Blue exterior paint

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M A R K E T P L A C E

Bombardier Learjet 36A

Leonard Hudson Drilling Price:

USD $695,000

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Would consider trade for KingAir 200/300 Price Reduced

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Full EMS Medical 4 patient and 4 attendant interior.

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

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

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

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

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

Available for immediate use.

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

Location: USA

Beech Premier 1A

AUGSBURG AIR SERVICE

Tel: +49 821 7003 143 E-mail: sales@aas-augsburg.de

Price: Year:

2011

S/N: Reg: TTAF:

EU-Reg, Engine TSOH 1500 hrs / 500 hrs, Pro Line 21, 2x TDR94 - D XPDR, ADS-B, Single Point Refueling, Ground Aux Heating, Engines on TAP Blue, Avionics on CASP!

4200

Location:

Beech King Air C90B

AUGSBURG AIR SERVICE

Tel: +49 821 7003 143 E-mail: sales@aas-augsburg.de

Price: Year:

1993

S/N: Reg: TTAF:

EASA-Reg, Engine TSOH 1500 h / 600 h, 2-Tube EFIS84, GTX330 Mode-S XPDR, GNS-430W (8.33 kHz), Eng. Fire Detect / Extin., Full De-Ice, Engine Anti-Ice, 5-Blade Props, top!

4200

Location:

128 Vol 25 Issue 6 2021 AVBUYER MAGAZINE

www.AVBUYER.com

P125-129.qxp 20/05/2021 10:48 Page 5

ALAIN DEPO

Enstrom 480B

Price:

€580,000 No VAT

Year:

2006

S/N:

5094

Reg:

N480AD

TTAF:

1600

Location: France

Aircraft Spare Parts

Wheels, Starters, Brakes, etc.

Outright and Exchange

M A R K E Tel: +33 (0) 611 476 096 T E-mail: contact@heliconcept.fr P L Perfect condition for this Helicopter (ex Police and Border Guard).

A Maintenance Part 145 EASA / Pop out float PF/PM - heater pitot C search light SX5 - camera mont provision - dual controls- all E weather seats . bleed air heater defrost - hight visibility. 2 X alti gyro - RC allen 15BK1 - GTX 327 - ELT Artex 406 - GNS 530 - NAT NPX 138 FM - vertical speed - 2 X altimeter. Engines: Rolls-Royce 250C-20W. TTSN: 1600H. All log since new - work order - all line maintenance cards since new - all commercial engine bulletin / Service letters. Maintenance: Registered US since 08/2020.

Annual inspection: 08/2020

Par Avion Ltd

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

FALCONS • HAWKERS • LEARS

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

www.paravionltd.com

Manufacturer of Select GSE & Speciality Tooling Preowned GSE also available

www.AlberthAviation.com

Buy * Sell * Trade

SALES • ACQUISITIONS • CONSULTING

832-934-0055

The best aircraft for sale search anywhere, everywhere - on pc, smartphone and tablet Advertiser’s Index 1st Source Bank ................................................. 75

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JETNET ............................................................... 105

Action Aviation..................................................... 59

Duncan Aviation .................................. 24 - 25, 73

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Eagle Aviation ...................................................... 33

Jet Values .............................................................. 65

Aircraft Blue Book ............................................ 101

ElliottJets .............................................................. 15

Leading Edge Aviation Solutions..................... 61

Aircraft Finance Corporation ............................ 93

Engine Assurance Program .............................. 23

Lone Mountain Aircraft Sales........................... 39

Airline Transport Professional........................... 65

Freestream Aircraft..................................... 12 - 13

Marbale Universal ............................................. 123

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

General Aviation Services................................. 41

Mesotis Jets ....................................................... 119

Asset Aeronautics ........................................... 111

Global Jet Capital ............................................... 55

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Avpro ..................................................................... 47

Global Jet Monaco .......................................... 5 - 7

OGARAJETS ..................................................... 1, 9

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Gogo Business Aviation .................................... 87

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Clip Aviation ...................................................... 122

Hatt & Associates ............................................... 27

Sparfell & Partners ..................................... 16 - 17

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Jetcraft Corporation ......................... 34 - 35, 132

The Jet Business......................................... 20 - 21

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

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The Private Jet Company................................... 83

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AvBuyer (USPS 014-911), June 2021, Vol 25 Issue No 6, 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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Aircraft For Sale • AIRCRAFT • HELICOPTERS

PAGE

AIRCRAFT

AIRCRAFT

AIRBUS

AIRCRAFT

CESSNA Citation

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

BAe ATP . . . . . . . . . . . 126

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 13, 35, 132 BBJ3 . . . . . . . . . 132 737-35B . . . . . . . 125 737-500 . . . . . . . 111 787-8 . . . . . . . . . 125 787-8 VIP . . . . . . 13 787-9 . . . . . . . . . 35, 132

BOMBARDIER Global 5000 . . . . 34, 35, 132 Global 6000 . . . . 5, 6, 12, 20, 35, 61, . . . . . . . . . . . . . . . 132 Global 6500. . . . 5 Global 7500 . . . . 35, 132 Global Express . 5, 47 Global Express XRS. 5, 20, 47, 73, . . . . . . . . . . . . . . . 132

ISP . . . . . . . . . . . 33 II . . . . . . . . . . . . . 29, 111 III . . . . . . . . . . . . 77 VII . . . . . . . . . . . . 24 X . . . . . . . . . . . . . 29, 131 XLS . . . . . . . . . . . . 24, 132 XLS+ . . . . . . . . . . . 33, 97, 125 CJ2+ . . . . . . . . . . 15 CJ3 . . . . . . . . . . . 33 CJ4. . . . . . . . . . . . 16 Bravo . . . . . . . . . 27 Encore . . . . . . . . 25 Excel . . . . . . . . . . 17 Grand Caravan EX. 35 Jet. . . . . . . . . . . . . 111, 119 M2 . . . . . . . . . . . . . 59 Mustang. . . . . . . . 111 Sovereign. . . . . . 15, 33, 41, 47, 126 Ultra . . . . . . . . . . . 16 340A RAM VI . . . 33 421 . . . . . . . . . . . . 125 421C . . . . . . . . . . . 111 421SN . . . . . . . . . 111 500 . . . . . . . . . . . . 77

CIRRUS

Challenger 300 . . . . . . . . . . . 15, 35, 41, 132 601-3A . . . . . . . . 24 601 3R . . . . . . . . 77 604 . . . . . . . . . . . 35, 132 605 . . . . . . . . . . . 16, 34 850 . . . . . . . . . . . 111

Learjet 31 . . . . . . . . . . . . 29 31A . . . . . . . . . . . 25, 77 35A . . . . . . . . . . . 111 36A . . . . . . . . . . . 128 40XR . . . . . . . . . . 9 45 . . . . . . . . . . . . 41 45XR . . . . . . . . . . 24, 25, 27, 35, . . . . . . . . . . . . . . . 132 60 . . . . . . . . . . . . 35, 132 60SE . . . . . . . . . . 131 75. . . . . . . . . . . . . 35

BRISTELL LSA 915 Turbo . 127

PAGE

SF50G2 . . . . . . . 39

DASSAULT FALCON 7X . . . . . . . . . . . . 2, 3, 5, 12, 35, 41, . . . . . . . . . . . . . . . 47, 59, 121 8 X . . . . . . . . . . . . 3, 47 50 . . . . . . . . . . . . 77, 111 50EX . . . . . . . . . . 9 900B . . . . . . . . . . 35 900EX . . . . . . . . 1, 9, 47, 132 900EX EASy . . . 2 900LX . . . . . . . . . 20, 35 2000 . . . . . . . . . . 24, 41, 47 2000EX. . . . . . . . 131 2000LX . . . . . . . 5, 33, 132

EMBRAER Legacy 500 . . . . 83 Legacy 600 . . . . 16 Legacy 650 . . . . 5, 17 Lineage 1000E . 131 Phenom 300 . . . 15, 17, 25, 97

PAGE

AIRCRAFT

PAGE

GULFSTREAM III . . . . . . . . . . . . . 61 IV . . . . . . . . . . . . . 17 IV SP . . . . . . . . . . 47, 97 V. . . . . . . . . . . . . . 97 100 . . . . . . . . . . . 35 150 . . . . . . . . . . . 47, 77 200 . . . . . . . . . . . 35, 47, 61 280 . . . . . . . . . . . 9, 15, 131 450 . . . . . . . . . . . 5, 19, 47, 59, 97, 131 500 . . . . . . . . . . . 123 550 . . . . . . . . . . . 21, 35, 61, 97, 132 650 . . . . . . . . . . . 13, 21, 35, 59 650ER. . . . . . . . . 21

PIPER Cheyenne IIIA . . 77

SOCATA TBM 700B . . . . . 33 TBM 850. . . . . . . 39 TBM 930. . . . . . . 15 TBM 940. . . . . . . 15

HAWKER BEECHCRAFT

HELICOPTERS

King Air A-100 . . . . . . . . . 111 350 . . . . . . . . . . . 33, 97 350i . . . . . . . . . . . 39 B200 . . . . . . . . . . 97 C90B. . . . . . . . . . 29, 128 C90GTi . . . . . . . . 97 E90 . . . . . . . . . . . 33

Beechcraft 1900D . . . . . . . . . 19 Duke B60 . . . . . . 77 Premier IA . . . . . 128

Hawker 400A . . . . . . . . . . 15, 29, 77, 83 800A . . . . . . . . . . 77 800XP . . . . . . . . . 9, 17, 35, 97, 132 900XP . . . . . . . . . 97 4000 . . . . . . . . . . 27

IAI Westwind . . . . . . 111

NEXTANT 400XT . . . . . . . . . 35, 132 400XTi . . . . . . . . 29

PIAGGO P180 Avanti EVO. . .39

AIRBUS/ EUROCOPTER AS 350B-2 . . . . . 111 AS 350B-2 . . . . . 127 AS 365N-3 . . . . . 126 EC BO 105. . . . . 111 EC 120B . . . . . . . 97, 127 EC 135T2 . . . . . . 97 EC 145 . . . . . . . . 126

AGUSTAWESTLAND AW109E Power . 16 AW109S Grand. .16 AW109SP. . . . . . 34

BELL 206B. . . . . . . . . . 111, 127 206BIII. . . . . . . . 111 212 . . . . . . . . . . . 128 412 . . . . . . . . . . . 111 412EP . . . . . . . . . 97, 111 412EMS . . . . . . . 128 505 . . . . . . . . . . . 122

GUIMBAI Cabri G2 . . . . . . 127

MCDONNELL DOUGLAS 500E . . . . . . . . . . 126

SIKORSKY

PILATUS PC-24 . . . . . . . . . 59

S-76D . . . . . . . . . 61

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ProLine 21 Avionics Upgrade, All new soft goods throughout with Led wash lights, all plating is new.

The interior of all drawers were redone to match new colors throughout the aircraft. Synthetic Vision System, Electronic Charts, FANS 1/A, CPDLC, ADS-B Out V2, WAAS/LPV, Gogo Advance L5 WIFI, ESP Gold, MSP Gold, CASP, 10 PAX Configuration (Preferred)

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2008 DASSAULT FALCON 2000LX S/N 141 • 3,312 Hours; 2,009 Cycles • Engines on ESP Gold • Recent 2C Inspection

2008 BOEING BBJ 3 S/N 37560

2011 GULFSTREAM G550 S/N 5344

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