AvBuyer Magazine September 2020

1 FC 2020 September 2020.qxp_FC December 06 18/08/2020 14:02 Page 1

Volume 24 Issue 9 2020

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ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION

THIS MONTH Jet Comparison: Citation CJ2+ vs CJ3+ vs M2

2013 Embraer Lineage 1000E Serial Number 611

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Aircraft Refurbishment: What are the Important Value Aspects?

Market Outlook: What Lays Ahead for Business Aviation? www.AVBUYER.com

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Editor Welcome.qxp_JMesingerNov06 18/08/2020 12:07 Page 1

Guest Editor’s VIEWPOINT Siegfried Axtmann

2020: The Year of Responsible Flying aving emerged from the busiest period in our 30-year history, which saw us complete nearly 800 hours of flying on mostly medevac missions, the charter business at FAI rent-a-jet in April was unusually (though understandably) quiet.

H

Our air ambulance division was operating at maximum capacity and averaging around six missions per day. We worked hard to fulfil all the requests coming in for repatriation and medevac flights as rapidly and as efficiently as we could.

The good news is that since the beginning of July we are now witnessing something of a resurgence in demand for charter. The demand is still very limited to European traffic as the quarantine rules lift, and though we are certainly not up to pre-COVID levels it has nevertheless been encouraging.

This trend has been mirrored throughout the industry (for private charter) and particularly in Europe as the recovery continues, albeit ‘bumpily’. Unfortunately, long-haul flights are still rare in conjunction with the lockdown that’s still active in the Americas and in many countries of the African continent.

Over the summer months customers who can afford it have chosen private aviation for leisure travel to holiday destinations such as Spain, Greece and Croatia. Typically, they wish to start and finish their holiday in a safe and secure environment away from the big hub airports and within a protected aircraft cabin environment. That, of course, is the DNA of private aviation.

Our recent collaboration with Atalanta Golden Yachts to provide luxury VIP air charter services is a natural enhancement to our charter offering for HNWIs, enabling yacht charter to fly privately from an airport

of their choice anywhere in the world directly to an airport closest to their chosen embarkation port in Greece or the Eastern Mediterranean.

Three Core Drivers

For similar reasons it should be no surprise that new customers are turning to Business Aviation for the first time too. However, there are three drivers that I believe are going to dominate travel patterns from now on, including: • • •

Safety and air travel (linked to the fear of infection); Moral considerations of private charter (viewed in the context of furloughed employees or those working on reduced hours); and Sustainability.

The big question that will be asked is whether a business flight is really essential. This is the year when I believe we will all become more responsible with our travel decisions.

The airlines will be much slower to recover than Business Aviation, meaning that Business Aviation has a key role to play in the global recovery. All the airlines will be much smaller than they were, and Business Aviation can help bring money into the economies and help safeguard vital aviation jobs.

Only time will tell how the rest of 2020 pans out, but we are optimistic. We’re looking forward to welcoming more new market entrants as an increasing number of customers prefer to travel privately, realizing the huge benefits of doing so.

We stand ready to meet demand across the globe.

As we start to emerge from the crisis of the last six months, there is much to be thankful for.

More information from www.fai.ag ❙

Siegfried Axtmann is the founder and chairman of FAI Aviation Group, which celebrated its 30th anniversary last year. With its eye on the future, the company recently acquired a second Beechcraft Premier 1A on behalf of a corporate client which entered charter operations in July, taking the FAI fleet to 27 jets. The company became a Honeywell Channel Partner in July, and its long-term collaboration with McLaren Racing continues (FAI is an exclusive supplier, providing business jet flights for McLaren drivers and management).

4 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

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Contents Layout Sept20.qxp 19/08/2020 12:42 Page 1

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2020

18

Contents

Vol.24 Issue 9

42 48 56 60 64 68 76 80 86

90 98 104

Guest Editor

Siegfried Axtmann, FAI

Market Indicators

Trends and Observations from Leading Business Aviation Analysts

Market Insight

What Lays Ahead for Business Aviation?

Buying & Selling

Best Practices for Acquiring a Private Helicopter in the COVID-19 Era How to Decide Between a Light Jet and Turboprop

Ownership

Upsizing Your Business Jet: How to Build a Budget How to Minimize Financial Risk When Buying Jets

Jet Comparison

Cessna Citation CJ2+ vs Citation CJ3+ vs Citation M2

Aircraft Price Guide

Large Cabin Jet Aircraft Values

Flight Department Management

Why Pay for an Engine Maintenance Program?

How Operators and Trip Support Services are Evolving (Part 2)

Avionics

The Best Way to Upgrade Your Cabin Avionics (Part 3)

Refurbishment

How to Refurbish an Embraer Legacy 500 In Style Aircraft Refurbishment: What are the Important Value Aspects?

EDITORIAL Commissioning Editor Matthew Harris +44 (0)20 8939 7722 editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon dave@avbuyer.com ADVERTISING Steve Champness - Publisher Americas 770 769 6872 Steve@avbuyer.com Matt Chappell - Account Manager US & Canada Aircraft & Services Sales Freephone from USA: +1- 855 425 7638 MattC@avbuyer.com Lise Margin - Account Manager US Aircraft Sales +1- 703 818 1024 lise@avbuyer.com Maria Brabec - Account Manager EMEA & APAC Aircraft & Services Sales +420 604 224 828 maria@avbuyer.com UK Head Office +44 (0)208 549 9508 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

112

How to Get Your Aircraft Paint Job Right

AVBUYER.COM Jayne Jackson jayne@avbuyer.com

116

On Trend Cabin Refurbishment Materials

Emma Davey emma@avbuyer.com

120

Chartering Your Jet Out? How to Plan a Refurbishment

124

OEM News and Industry Appointments

Community News

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

127

Showcases

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

134

Marketplace

137

Advertisers Index

138

Aircraft for Sale Index

Next Month

• Jet Comparison: Learjet 75 vs Gulfstream G100

• Jet Connectivity: Closing the Gap on Wider Demand

• Dealer Broker Market Update 12 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

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

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A l s o Av a i l a b l e • • • • •

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8/10/2020 8:46:15 AM

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MARKET INDICATORS

Business Aviation Market Overview With autumn comes thoughts of what might lie ahead both at Year-End and for the next year. Rolland Vincent, editor, Market Indicators considers the evidence… eptember is upon us, and with it the realization that, for many organizations and businesses, this is the time to begin planning for 2021. In the Business Aviation industry that means many different things.

For an aircraft manufacturer, the focus is clearly on ensuring that production rates are set, at least within a range of reasonableness, based on available insights into the evolving aircraft sales environment.

For the numerous OEMs who have recently celebrated the certification of a new aircraft model, the desire to ramp up production to satisfy early demand and begin the long road to return-on-investment has to be balanced against the risk of having too many aircraft to sell if demand stays soft. (The last thing any OEM wants these days is unsold finished goods (white tails) sitting on their

S

18 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

balance sheet, and the associated tensions that come with it – pressures to discount being amongst the most ominous, and softness in residual values along with a host of others).

This is a tough time to be making these calls, for which OEM leadership teams rightly deserve extra danger pay (at least in our books).

For aircraft dealers, the challenges are the common ones – such as ascertaining whether the times are right to take on inventory and be in an advantageous position to capture year-end deals. Given the paucity of young, highpedigreed aircraft on the pre-owned market, where is that sweet acquisition opportunity in this vast worldwide market? And how can dealers even get into position (physically and otherwise) to evaluate the asset in person, review the log books, and meet the seller face-to-face? www.AVBUYER.com

MarketIndicators SEPT20.qxp_Layout 1 19/08/2020 10:02 Page 2

AVBUYER.com With 35+ years in the aviation industry, Rolland Vincent, president, Rolland Vincent Associates (RVA) has served as a trusted consultant at Textron, Bombardier and ICAO in various roles in strategy, marketing, business development, aviation economics and aviation statistics. Identifying a need for enhanced insights into the state of the business aviation marketplace, Rolland Vincent Associates partnered with JETNET in 2010 to create JETNET iQ. Mr Vincent is chair of the Transportation Research Board’s Standing Committee on Light Commercial and General Aviation, and is president, RVA, a consultancy focused on aviation market research, strategy, and forecasting. Contact him via rvincent@rollandvincent.com

More Important than Ever

Know Your Customer (KYC) is a noble and essential process that has never made more sense than today, when millions of dollars are moving from one side of the table to another (or more likely these days from one on-line account to another) in a business aircraft transaction.

Nobody on either side of the deal wants to enter into this activity with the thought that things will unravel.

Orchestrating all of the complexities of a transaction is a role that is typically led by the aircraft broker/dealer.

Their primary responsibilities span the spectrum, from assembling the right team of trusted professionals that understands requirements and has the expertise and bandwidth to ‘get the deal done’, to ensuring that expectations are established and well communicated on each side of the table.

Experienced brokers and dealers know that each transaction is unique in one way or another. Having the ability to negotiate and successfully pivot based on changing information can make all of the difference in ensuring that deals happen.

Pre-Owned Aircraft Transaction Volumes

While overall transaction activity is down, some broker/dealers are doing much better than others, taking share in a competitive market. Transaction volumes of preowned business jets, including retail sales and leases to end-users, were down 29% year-over-year in the fourmonth period from March through June 2020 (averaging about 150 aircraft per month worldwide, based on the latest JETNET records).

Days-on-market for those aircraft that were sold have increased 22% (to ~305 days) YOY during this same period, reflecting both lower COVID-19 related demand and the fact that there is relatively limited young, highpedigree inventory for sale.

With about 2,200 jets listed as ‘for sale’ across the world at press time (~10.2% of the in-service fleet), inventory has grown modestly this year against a backdrop of a marketplace that is relatively balanced between buyers and sellers.

First-time buyers and prospects are amongst today’s welcome market opportunities. Attracted to the notion of private and secure on-demand air travel, they would be wise to engage an experienced broker/dealer to help them with identifying the one aircraft and/or private aviation solution that best meets their particular requirements.

In some cases, given how few low-time aircraft are on the market, this search might end with the OEMs, who may be www.AVBUYER.com

in a position to offer an all-new model with its advantages of factory warranty, specification flexibility, and personalized delivery experience that is something special to behold.

In other cases, the right solution might be to simply charter or invest in a membership program, particularly if annual utilization expectations are relatively modest.

An experienced dealer/broker is amongst the most knowledgeable professionals to advise a prospective buyer on their best options, which could include both acquiring an aircraft that fits their budget and supplementing it with an on-demand solution to meet specific but less frequent missions.

As we know from analysing the way most customers actually fly their aircraft, the vast majority of non-stop business aircraft flights are below 1,500nm, an average mission that can be accomplished by aircraft that carry more modest price tags.

Light Jet Category Trending Up

In May-June-July 2020, ~40-44% of pre-owned jet transactions have been for aircraft in the light jet and very light jet categories, which is up noticeably versus 2019 and 2018.

This mirrors flight activity patterns, where demand has been stronger at the lower price points of the market (including turboprops. This is a pattern that we will continue to watch closely in the months and quarters to come – if it is sustainable, this will indeed be a welcome development for a segment of the market that has had less than its fair share of good news in the long recovery period following the 2008 Global Financial Crisis.

With key players in Business Aviation within Europe and North America now back from their summer sojourns, we are entering the season of higher transaction volumes.

Every year, like clockwork, December sales and delivery activity surges upwards, as predictably as the ocean tides.

While many will be glad to see ‘The Year of the Asterisk’ in their rear-view mirror, there is unfortunately little that is predictable about December 31 or any other day on the Gregorian calendar when it comes to the coronavirus.

With progress on many fronts and in many countries on COVID-19 vaccines, we can only be hopeful that the palpable rebound we are witnessing in customer sentiment – whether in our JETNET iQ surveys or daily conversations that are occurring in the marketplace – is sustainable.

MI www.navigating360.com

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AVBUYER MAGAZINE Vol 24 Issue 9 2020

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MARKET INDICATORS

AVBUYER.com

Flight Activity – Global

The recovery in global Business Aviation flying appears to have hit a mid-summer ceiling of around 80% of normal. From July through the first few days of August just over 23,000 Business Aviation aircraft operated a combined total of 500K flight hours.

The figure for July and the start of August was 18% shy of the activity for the same period in 2019 and, according to WingX, the trend hasn’t been smooth, with some relapse in the second half of July before renewed recovery at the end.

Nevertheless, BizAv still looks to be in better shape than the Scheduled Airlines, which remained down by almost 60%.

Europe

Europe continues to be the region where Business Aviation is coming back strongest, with July-early August trends up to 89% of the comparative 2019 activity. Regionally, Central Europe is seeing the strongest recovery with Germany slightly up YoY, and flights from Austria and Switzerland up around 5% compared to last year.

Core markets like France are in much better shape, too, with flights within 10% of normal. Unsurprisingly, Spain’s early month recovery was reversed as 20 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

virus-related travel restrictions were reimposed, and flights were trending 3% below normal.

Italy, the UK and Greece are seeing gradual recoveries, with combined activity around a third below par. Much more robust recoveries are evident in Turkey, Russia and The Netherlands.

United States

By contrast, the recovery in US Business Aviation activity has lost ground. In June, trends were coming within 15% of usual, but a month later they’re more than 20% behind. For the first time since the pandemic struck, Florida is no longer the busiest State.

The bellwethers of California and Texas are both around 80% of normal in terms of sectors flown since the start of July. Meanwhile, Colorado and Arizona appear to be thriving as getaway destinations, with flight hours operated in and out trending at least 5% above the same period in 2019. By contrast, New York, New Jersey and Illinois are still ~30% behind normal.

Rest of the World • •

Africa remains in the doldrums; Asia has stabilised at around 20% below par (activity out of China is hovering at just under 85% of usual);

•

• •

Oceania maintains a 5% delta (Australia and New Zealand have been solid recoveries the last few months, but flight activity there is starting to erode); South America keeps its head above water as Brazil and Columbia enjoy strong growth; Middle East flight activity is well below par, but the UAE is bucking the trend with strong growth.

“The mid-summer comeback in business jet activity has been weaker than anticipated due to the stop-start lockdowns in the US,” says Richard Koe, managing director, WingX Advance.

“Europe is doing much better, but with similarities with the rapid recovery in Spain now offset by renewed restrictions, the UK still in a mire, and only Central Europe is showing strong pent-up demand.

“August usually sees a lull in the US market so we don’t expect a turnaround there in the next few weeks, but leisure demand in Europe should continue to boost the charter market. The missing piece is the corporate market, and we will need to wait until Fall to see how the business traveler adapts.”

MI www.wingx-advance.com

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page 24

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WILL DELIVER WITH FRESH 144 MONTH INSPECTION, FOURTEEN PASSENGER EXECUTIVE CONFIGURATION, ENGINES ON ROLLS ROYCE CORPORATE CARE, TCAS 2000 WITH CHANGE 7.1, GULFSTREAM PLANEVIEW CERT. FOXTROT, NEW EXTERIOR PAINT, LED UPWASH LIGHTING, HONEYWELL MCS-7120/HD-710 PHASE IV STAND-ALONE SATCOM WITH HIGH SPEED DATA UNIT, SATCOM DIRECT ROUTER FOR 3G DATA ACTIVITY ON GROUND, DIPLEXER (DLNA) FOR INMARSAT SWIFT BROAD BAND (SBB) OPERATION, ASC 84D ENHANCED NAVIGATION, FANS-1/A, CPDLC, ETC., ASC 105C ADS-B OUT

2005 GULFSTREAM G550 SERIAL NUMBER 5058 – REGISTRATION N2480H

ENGINES ON ROLLS ROYCE CORPORATE CARE, APU ON HONEYWELL MSP, AVIONICS ON HONEYWELL AVIONICS PROTECTION PLAN, CUSTOM 14 PASSENGER FLOORPLAN BY GULFSTREAM SAVANNAH IN 2009, AFT GALLEY & FORWARD CREW REST, U.S. REGISTERED / FAA PART 135, ADS-B OUT, FANS-1/A, CPDLC, BROAD BAND MULTI-LINK (BBML) HIGH SPEED DATA WITH GEN 2.5 SERVER (YONDER SERVICE), SWIFT BROADBAND, 12 MONTH / 500 HOURS INSPECTION C/W FEBRUARY 2020

1997 GULFSTREAM G-V SERIAL NUMBER 506 – REGISTRATION M-FISH

LOW TIME, ENGINES ON ROLLS ROYCE CORPORATE CARE, AVIONICS ON HONEYWELL AVIONICS PROTECTION PLAN, MECHANICAL PARTS ON HONEYWELL MECHANICAL PROTECTION PLAN, NO DAMAGE HISTORY, OPERATED PRIVATELY – NOT FOR CHARTER, FAA COMPLIANT – PART 91, FORWARD GALLEY & CREW REST, NEW EXTERIOR PAINT & INTERIOR IN 2015, SPACIOUS 8+1 PASSENGER CONFIGURATION FEATURING AFT PRIVATE MASTER BEDROOM WITH FIXED FULL SIZED BED

25 Park Lane, London W1K 1RA EU +44 (0) 203 603 0000 | US +1 917 414 1995 sales@thejetbusiness.com | www.thejetbusiness.com

MarketIndicators SEPT20.qxp_Layout 1 18/08/2020 16:12 Page 4

MARKET INDICATORS

AVBUYER.com

Business Aircraft Value Trends (H1 2020)

AMSTAT and partner VANGAS Aviation Services have released data highlighting the monthly trends in business aircraft values in 2020 by market group for January to June…

Following is a brief outline of the findings, while more in-depth analysis and charts can be found on the AMSTAT website.

Heavy Business Jet Market Values

According to AMSTAT, 2020 started with a 4% increase in the average estimated value for the ‘Heavy’ jet group, a trend that was reversed in the second half of March and start of April, offsetting the initial gains with a 7% decline.

Values plateaued in late April and early May and then proceeded to fall 16% for a net YTD decline of 18%. Early data suggests a recent slowdown in this decline, however.

Super-Mid Business Jet Market Values

The group’s estimated values rose for the first two months of 2020, gaining 6%.

There then followed a period of oscillating values between March and April. Between the second half of May through June the average estimated value for Super-Mid Business Jets fell 15%.

Medium Business Jet Market Values YTD values in this group fell 14%. As with the Heavy and Super-Mid Business Jet groups, the Medium Business Jet average estimated value rose at the

start of 2020, by 3%. Between February and May, however, average estimated values in this market group fell 22%.

This downward trend slowed in June and may have started to level off recently.

Light Business Jet Market Values

The average estimated value of Light Jets has been up and down YTD. The overall trend between January through May was down with values falling 12%.

Recent data indicates that this trend has been reversed in June, with estimated values for Light Jets regaining 5%. The net impact has been an 8% decrease in

the average estimated value of Light Jets so far in 2020.

Business Turboprop Market Values

The average estimated value rose 4% in the Turboprop group between January and February 2020. The trend between March and May was generally downward, falling a net 14%. The average estimated value of Business Turboprops has recently started to regain some of the losses from earlier months and, since the start of June, the average estimated value has risen 5%.

MI www.amstatcorp.com

H1 2020 Avionics Market Report In H1 2020, total worldwide Business and General Aviation avionics sales amounted to >$1.1bn, AEA reports; a 23.6% decrease compared to H1 2019. For Q2 2020, sales decreased 37.3% compared to Q2 2019…

Of the more than $1.1bn in sales during H1 2020, 53.3% came from the retrofit market (avionics equipment installed after original production), while forward-fit sales (avionics equipment installed by airframe manufacturers during original production) amounted to 46.7% of sales.

Of the companies separating their total sales figures between North America and other international markets, 74.6% of the YTD sales volume occurred in North America.

“Realizing a substantial decrease in worldwide avionics

24 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

sales during Q2 2020 was the expectation in light of the COVID-19 pandemic,” said AEA President and CEO Mike Adamson. “The economic impact of the disease has been significant, and the Business and General Aviation electronics industry is not immune to the crisis.

“However, I remain optimistic that our industry will be poised for recovery as our shops and manufacturers continue their essential operations, legislators continue to address key employment initiatives, and our industry amplifies the immense value of Business and General Aviation as an economic catalyst.”

MI www.aea.net



page 30

www.AVBUYER.com

Aviation Consultants to the World 2011 GLOBAL 5000 | S/N 9392 DU-875 • Batch 3.4 • 92,500 LBS GTOW FANS 1/1A+ • CPDLC • ADS-B Out RRCC • APU on MSP • P135 Approved One Owner Since New • US Based 3173 TSN • 1342 Landings

2005 CITATION XLS | S/N 5576 4267 TSN • Power Advantage + • Proparts Aux Advantage • WAAS/LPV Approved • ADS-B Out ATG-4000 WIFI • SATCOM • FDR • 2019 Paint

2007 CJ2+ | S/N 341 TAP Blue • Proparts Dual FMS • CVR • Prov for HF Belted Lav • ADS-B OUT / WAAS APPROVED Fresh DOCS June/2020 • DOC 22 c/w Oct /18 2017 Paint / Interior • 5480 TSN

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Project1_Layout 1 21/08/2020 10:18 Page 1

Project1_Layout 1 21/08/2020 10:18 Page 1

+41 22 787 08 77

2010 GULFSTREAM G550 S/N 5303

2’425 TT, Engines & APU on Programs, 2018 Paint & Interior, 96 Months Performed in December 2019

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2012 LINEAGE 1000 S/N 317

2007 LEGACY 600 S/N 995

1’840 TT, Engines on GE Onpoint Program, WiFi, Airframe on EEC, 19 Passengers Configuration.

4’843 TT, Recent 144 Mths/LDG OVH/ ADS-B/Cabin Touch-up, EASA, EEC, RRCC Engines Program, Wi-Fi, 13 Pax.

2003 HAWKER 800XP S/N 258612

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3’995 TT, Engines on MSP Gold, 8 Pax + Belt Lav., G-Check + ADS-B Completed in January 2020.

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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

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1’430 TT, T-CAS 7.1, Airframe & Engines on Programs, EASA, 13 Pax, WAAS, LPV, High-Speed Internet, One Owner Since New

Make Offer

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2013 CHALLENGER 605 OFF-MARKET 2008 CHALLENGER 300 OFF-MARKET 2007 GULFSTREAM G200 OFF-MARKET

WWW.SPARFELL.AERO

MarketIndicators SEPT20.qxp_Layout 1 18/08/2020 16:12 Page 5

MARKET INDICATORS

AVBUYER.com

JetHQ Reports Success, Despite Pandemic Despite the global impacts of COVID-19 on the wider market, one company, JetHQ, has reported an unusually successful last few months. AvBuyer's Rebecca Applegarth spoke with JetHQ’s Jill Plumb…

According to Jill Plumb, vice president, Marketing & Sales Management, JetHQ has taken advantage of the “evolving market where the need for safe, private transportation has grown”. As a result, JetHQ says it has just enjoyed its most successful three-months to date.

“In addition to supporting the large US markets, our global reach and ability to access aircraft to fill our client’s needs has been beneficial,” she notes.

“Having access to a great selection of pre-owned aircraft globally also bodes well for JetHQ in the coming months.”

Plumb joined JetHQ is 2019 with a focus on establishing and growing the JetHQ brand, as well as ensuring the company’s sales leaders have the market research and support necessary for JetHQ’s success.

With an inventory ranging from UltraLong-Range business jets all the way down to Turboprops, the company is well positioned to comment on activity in all sectors of the pre-owned marketplace.

“In recent months, we’re seeing that Mid-size jets and Turboprops have been the most popular due to our clients’ needs for safe and efficient regional travel,” Plumb shares. “With long-range international travel still facing a lot of restrictions [owing to the COVID-19 pandemic], people are traveling more regionally right now.”

Asked about the impacts of COVID-19 on the wider market, Plumb responds, “The world has never seen a situation like this, so of course it’s going to change.

[On the positive side] people are discovering private aviation’s many advantages over commercial airline travel – especially in terms of health and safety.”

Right Time to Recruit, Internationally

Over the years, JetHQ has experienced planned, gradual growth. According to Plumb, “JetHQ was established to pursue global business, and is centrally located in Dubai to serve emerging markets in the region.”

The goal of JetHQ has been to expand its global footprint and base sales personnel in specific markets to better serve those regions – a fact supported by the recent appointments to

30 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

the International leadership team, the Middle East and Latin American sales teams.

“JetHQ is a global company with a regional focus,” Plumb explains. “The US market is the largest, so moving the headquarters to the US was important. We anticipate continued growth in other markets, though, including the Middle East, Asia and Latin America.

“While our business is worldwide, we have found that customers are better served by a regionally-focused, refined sales process,” she adds. “So, as the world starts reopening, we’re better positioned to assist them and continue on our growth path.”

MI www.jethq.com T



page 34

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EAGLE AVIATION +1 803.822.5520 SALES@EAGLE-AVIATION.COM

EAGLE-AVIATION.COM

DON’T JUST LIST YOUR PLANE LET EAGLE AVIATION SELL IT! If you prefer, we have options to purchase your aircraft outright.

2011 CITATION SOVEREIGN • 680-0317

1993 CITATION V • 560-0236

1997 CITATIONJET • 525-0218

1978 KING AIR C90 • LJ-800

2000 SOCATA TBM-700B • 180

1981 CESSNA 340A RAM VI • 340A-1204 LEE THOMAS President 803.429.7408 cell | 803.822.5526 ofc lthomas@eagle-aviation.com CARY FRIEDMAN Aircraft Sales & Acquisitions 803.261.4782 cell | 803.822.5550 ofc cfriedman@eagle-aviation.com

2000 CESSNA 206H STATIONAIR • 20608095

HOWARD HENRY Aircraft Sales & Acquisitions 336.406.6947 cell | 803.822.5527 ofc hhenry@eagle-aviation.com

RALPH LACOMBA Aircraft Sales & Acquisitions 803.530.3520 cell | 803.822.5578 ofc rlacomba@eagle-aviation.com

BRYAN WOOD

Piston Aircraft Sales & Acquisitions

816.665.6207 cell | 803.822.5522 ofc bwood@eagle-aviation.com

2006 PIPER SARATOGA • 3257412

O'GaraJets September.qxp_Layout 1 18/08/2020 09:48 Page 1

AIRCRAFT FOR SALE

GULFSTREAM G550 SERIAL NUMBER 5028 ARCS Premium Completed Fresh 96/192 Month Insp. in June 2020 CB 190 Horizontal Stab Insp. in June 2020 JSSI 100% Engine & APU Coverage Enhanced Navigation & Synthethic Vision 14 Passenger Cabin Paint Underway

GULFSTREAM G550 SN 5199 Excellent Two Owner, U.S. Pedigree RollsRoyce Corporate Care Engine Coverage Triple FMS w/ WAAS/LPV

CHALLENGER 300 SN 20353 JSSI 100% Engines & JSSI APU Coverage New Paint and Interior Underway Delivery w/ 96 Month Inspection Completed

GULFSTREAM G280 SN 2028 Aircell GoGo Biz WiFi CabinView Cabin System w/ Dual Monitors Honeywell MSP Engines & APU

HAWKER 900XP SN HA-151 MSP Gold Engines & APU CASP Avionics Plan Flightdocs Maintenance Tracking

O'GaraJets September.qxp_Layout 1 18/08/2020 09:49 Page 2

HAWKER 800XPi SN 258732 Low Total Time Since New ADS-B Out Compliant Like New Paint - 2016 by Textron

HAWKER 400XP SN RK-504 Like New Paint - 2016 by Textron ADS-B Out Compliant Low Total Time Since New

HAWKER 400XP SN RK-572 Low Total Time Since New ADS-B Out Compliant Like New Paint - 2016 by Textron

PHENOM 100 SN 151 10-Year Inspections Complete Fresh Landing Gear Overhaul ADS-B Out Compliant

C I TAT I O N J E T S N 5 2 5 - 0 2 78 Jet Performance At Turboprop Costs Two U.S. Ownership Since New Engines On Tap Elite

C I TAT I O N E XC E L S N 5 6 0 - 5 1 3 9 Two U.S. Ownership Since New ESP Gold Lite Engines Honeywell MSP APU Coverage

CHALLENGER 601 3A/ER SN 5005 Fresh Pre-Purchase Inspection - March 2020 GE OnPoint Engines / Honeywell MSP APU WAAS / LPV / ADS-B Out www.OGARAJETS.com +1 770 462 7333 | inquiry@ogarajets.com

MarketIndicators SEPT20.qxp_Layout 1 18/08/2020 16:13 Page 6

MARKET INDICATORS

AVBUYER.com

Table A

Fleet Maintenance Condition

In-Service Aircraft Values & Maintenance Condition

5.35

•

July’s ‘for sale’ Quality Rating, at 5.293, continued to place the tracked fleet within the ‘Excellent’ range during 2020, on Asset Insight’s scale of -2.5 to 10.

Aircraft accumulated/embedded maintenance expense (what Asset Insight terms Maintenance Exposure), deteriorated/rose a substantial 3.1% to $1.419m, signaling upcoming maintenance for the latest fleet mix would be higher.

Maintenance Exposure to Ask Price (ETP) Ratio

34 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

O

N

D

J

F

M

Maintenance Exposure

A

M

J

J

Quality Rating Trendline

Table B

Large Jets fueled the loss with a reduction of 2.4% in July (and a total value loss of 11.8% in 2020); Medium Jets gained 1.5%, but are still down 3.7% YTD; Small Jets posted a 12-month high figure by gaining 0.3% in value and are now up 9.2% for the year; Turboprops Ask Prices gained 2.8%, but are still off by 2.4% for the year.

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’ analysis has shown that when the ETP Ratio is greater than 40%, a listed aircraft’s time on

S

Quality Rating

July’s Quality Rating for Asset Insight’s tracked fleet dipped a bit from June’s 12-month best (highest) figure, and the latest ‘for sale’ fleet mix increased the anticipated cost for upcoming maintenance events close to the 12-month high figure. Asset Insight’s tracked inventory recorded the following:

•

$1.35 $1.30

A

Inventory Fleet Maintenance Condition

•

$1.40

5.15

Average Ask Price for aircraft in the tracked fleet decreased 1.5% in July, leading to a 5.0% value decline since the start of 2020.

•

$1.45

5.293

Aircraft Values

•

$1.50

$1.42

5.25

Aircraft transactions continued to rise, with Asset Insight’s July 31, 2020 market analysis of 134 fixed-wing models revealing a 1.2% inventory fleet decrease over the previous month. This was the tracked fleet’s first reduction since January, and brought the year-to-date inventory increase down to 6.8%...

Medium Jets led the way with a 2.7% inventory decrease.

They were closely followed by Small Jets at 2.6%, then Large Jets at 0.4%. Unlike the rest of the fleet, however, Turboprops posted a 1.9% increase.

•

$ Million



F50EX 40.4% Hawker 850XP 43.4% Learjet 60XR 43.4% KingAir 350 - Pre-2001 43.4% G200 45.7% KingAir B200 - Pre-2001 46.2% F900B 48.8% Citation Excel 560XL 50.2% F900 50.4% Hawker 750 53.8% CL-604 54.2% GIV-SP (MSG3) 55.0% Premier 1A 55.9% Learjet 40XR 58.2% KingAir 300 58.2% Hawker 400XP 59.6% Citation V Ultra 63.8% G400 64.2% Citation CJ1 66.4% Learjet 45 w/APU 66.8% Global Express 67.0% Learjet 40 69.1% TBM 700A 70.7% Learjet 45 81.6% Citation VII 82.0% Hawker 800XP 82.5% F2000 83.8% Hawker Beechjet 400A 88.1% GIV-SP 97.0% Learjet 60 97.1% Premier 1 97.1% Citation V 560 101.4% G100 115.0% KingAir C90 116.6% Learjet 55C 117.0% Hawker 1000A 118.2% Learjet 31A 123.6% Piaggio P-180 125.9% F50 126.3% Citation II 127.7% Citation VI 128.0% Citation ISP 128.5% Hawker Beechjet 400 131.2% CL-601-3R 131.5% Hawker 800A 167.8% CL-601-3A 177.7% GIV 184.6% Learjet 36A 184.6% Learjet 55 188.0% Learjet 31 205.9% Citation III 231.8% Learjet 35A 253.6% Citation Bravo 258.2% F20-5 292.1% CL-601-1A 303.0% Hawker 125-700A 316.4% GIII 629.6% Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of July 31 2020

G500 CL-650 G650ER Citation Latitude G650 F2000LXS Global 6000 CL-350 Legacy 500 F7X Citation CJ3+ Learjet 75 G280 Citation X+ F2000LX Boeing BBJ Citation CJ4 525C F900EX EASy Citation Encore + King Air 350i Pilatus PC-12 Phenom 300 F2000EX EASy CL-605 G450 F900DX Citation Sovereign 680 TBM 850 Piper Meridian G150 Caravan 208-675 Nextant 400XTi Hawker 900XP F900EX Phenom 100E G550 Citation CJ3 Global XRS CL-300 Citation XLS Citation CJ2+ 525A Global 5000 Learjet 45XR KingAir 350 - Post-2000 GV Citation Encore Embraer Legacy 600 KingAir B200 - Post-2000 Caravan 208 Citation CJ2 Caravan Grand 208B Piaggio P-180 II Phenom 100 Citation CJ1+ Citation Mustang 510 Hawker 4000 page 38

1.5% 4.6% 4.8% 4.8% 5.8% 6.6% 8.4% 8.6% 9.1% 9.3% 9.5% 10.5% 11.2% 12.9% 13.3% 13.3% 13.7% 16.5% 17.0% 17.2% 17.3% 17.8% 17.9% 18.5% 18.7% 19.1% 19.3% 20.7% 21.4% 21.5% 22.8% 27.0% 27.3% 27.4% 28.1% 28.3% 28.7% 29.2% 29.4% 29.6% 31.5% 33.3% 33.4% 34.1% 34.2% 34.2% 34.5% 35.4% 35.6% 36.1% 37.9% 37.9% 38.0% 38.4% 39.1% 39.4%

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

www.AVBUYER.com

Hatt & Associates September.qxp_Layout 1 18/08/2020 09:17 Page 1

2007 Falcon 2000EX EASy II S/N: 104 Reg: N958BG 4,668.7 hours since new Engines and APU enrolled on JSSI 100%

ADS-B Out Compliant 2C inspection and Gear Overhaul completed by Duncan Aviation in 2018 Asking Price: Make Offer

E, F, and G Insp. Completed in September2016 by Standard Aero Teflon Coating completed in 2017

Unique in Experience, Global in Scope.

2003 Challenger 604 S/N: 5543. Reg: N1VF • Asking Price Make Offer • 12,570 hours since new • Engines enrolled on GE On Point, APU enrolled on MSP, Airframe enrolled on Smart Parts • 192 mo. inspection completed December 2018, Factory Landing Gear Overhaul • ADS-B Out install completed March 2020 • Exterior Paint completed in 2018 by Straube’s Aircraft Services

2008 Hawker 4000 S/N: RC-11 • Asking Price: Please Call • 4,045 hours since new • Engines enrolled on ESP • Next Gen Avionics ADSB-Out, TCAS 7.1 • High-Speed Data / WiFi Exterior • Paint and Interior Refurbishment in July 2018

+1.303.790.1050 hattaviation.com

2007 Learjet 45XR S/N: 45-346 • Asking Price: USD $2,495,000 • 9,046.54 hours since new • Engines and APU enrolled on MSP • Next Gen Avionics ADSB-Out, TCAS 7.1 • Delivered with recent A - D Inspections • Paint and Interior Refurbished in 2016

Hatt & Associates: Global Aviation Sales Acquisitions | Brokerages | Consulting Scottsdale | Denver | Breckenridge | Wichita | Dubai | Calgary | Miami

Jet HQ March branding.qxp_Layout 1 17/02/2020 15:02 Page 1

Go Anywhere For Your Next Ride JetHQ knows the global aircraft marketplace from tip to tail. We go anywhere to find a plane that drives your passion. Our dedicated professionals bring decades of sales experience, with relationships and resources to close deals others can’t. Your next set of wheels should fly.

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9:10 am

Jet HQ inventory FP September.qxp_Layout 1 17/08/2020 14:19 Page 1

Your Headquarters for Global Aircraft Sales

1944 BEECHCRAFT D17S STAGGERWING • Serial Number: 6874 • ADS-B In/Out • Total Aircraft Rebuild • New Interior and Paint- 1997

• 1998 EAA AirVenture Award • Winner- Outstanding Open • Cockpit Biplane Runner-Up

2000 BEECHCRAFT BEECHJET 400A • Serial Number: RK-266 • Garmin 5000 Integrated Flight Deck • New Paint and New InteriorNov 2017

• New Hawker XPR WingletsNov 2017 • AirCell ATG 2000 with Talk & Text • Fully RVSM and ADS-B Compliant

1981 KING AIR B100 • Serial Number: BE-118 • 2020 ADS-B Compliant • Executive Wings Winglets • Chelton EFIS Avionics Package

2007 LEARJET 45XR • Serial Number: 45-346 • Engines and APU Enrolled on MSP • Next Gen Avionics: ADSB-Out, TCAS 7.1

• Delivered with Recent A - D Inspections • Paint and Interior Refurbished - 2016

2007 BOMBARDIER GLOBAL 5000 • Serial Number: 9226 • Low Time – 1,221 Hours • Program Enrolled – JSSI (Engines & APU) • FAA Certified

• High Speed Internet • 13 Passenger Executive Configuration

1996 BEECHJET 400A • Phase 1-4 Inspections CW August 2019 • McCauley Black Mac 5 Blade Props

• Serial Number: RK-120 • Enrolled on IFA- Increased Flight Activity Program • Fresh Hot Section Inspection1,980 Hours Until Next Event

• ADS-B Compliant • New Paint- February 2020; Freshly Refurbished InteriorMarch 2020 • FDR Equipped

MarketIndicators SEPT20.qxp_Layout 1 18/08/2020 16:14 Page 7

MARKET INDICATORS

Large Jets

Medium Jets

Ask Price vs. Maintenance Exposure

Ask Price vs. Maintenance Exposure

$ Millions

$1.30

Asset Quality Rating

Asset Quality Rating

Scale -2.500 to 10.000

Scale -2.500 to 10.000

5.800

5.712 5.700

the market increases, usually by more than 30%.

During Q2 2020, assets whose ETP Ratio was 40% or more were listed for sale nearly 53% longer (on average) than aircraft whose Ratio was below 40% (251 versus 384 Days on Market). July’s analytics revealed that over 50% of the tracked models, and nearly 54% of the tracked fleet posted an ETP Ratio greater than 40%.

July’s fleet ETP Ratio worsened/rose to 71.2% from June’s 69.9%, coming to within less than a point of the worst/highest 12-month recorded Rating.

• •

For the eighth consecutive month, Turboprops posted the lowest ETP Ratio at 41.8%, which was also the group’s 12-month best/lowest figure.

Large Jets repeated their second placed standing by improving to 61.4% from June’s 64%.

At 73.7%, the Ratio for Medium Jets was virtually unchanged from June’s 73.4%.

Following three consecutive monthly improvements, Small Jets posted a 12-month high (worst) ETP Ratio at 96.5%, following June’s 85.8% due mostly to a spike in Maintenance Exposure.

Market Summary

Our tracked fleet’s inventory continued to decrease in July, with listings equating to 10.7% of the active fleet (the same as in April), compared to June’s 10.9% and May’s 11.3%. Turboprops posted the lowest (best) figure

38 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

Jul-20

Jun-20

May-20

Apr-20

Mar-20

Feb-20

Jan-20

Dec-19

Nov-19

Oct-19

Sep-19

5.000 Aug-19

Jul-20

Jun-20

May-20

Apr-20

Mar-20

Jan-20

Dec-19

Nov-19

Oct-19

Sep-19

Aug-19

Feb-20

5.100

5.500

•

5.279

5.300 5.200

5.600

•

$1.25

Jul-20

Apr-20

May-20

Feb-20

Mar-20

$2.50

Jun-20

$1.27

$2.75 Jan-20

$2.90

$3.00

Dec-19

Jul-20

Jun-20

May-20

Apr-20

Feb-20

Mar-20

Jan-20

Dec-19

Oct-19

Nov-19

Sep-19

$3.03 Aug-19

$10.0

$3.10

$3.20

$3.25

Oct-19

$11.0

$3.30

$1.35

Nov-19

$11.7

$12.0

$3.50

Sep-19

$3.50

Aug-19

$13.0

$ Millions

by remaining at 7.4%, Large Jets were next at 9.6%, Small Jets improved to 9.9%, while Medium Jet inventory increased to 12.3% from June’s 11.5%.

Large Jets

Following June’s 5.788 record high (best) figure, the tracked fleet’s Quality Rating receded to 5.712 but remained well within ‘Outstanding’ territory. With higher priced units transacting, ask prices dipped 2.4% to a figure lower than the group’s 12-month average.

Inventory decreased by two units, and the latest mix worsened (increased) Maintenance Exposure by 1.0%.

While late production inventory is sparse, the ETP Ratio Asset Insightto analytics decrease (improvement) 61.4%,(www.assetinsight.com) from June’s 64%, proves that good values are still available.

Medium Jets

An 18-unit inventory decrease brought Asset Insight’s tracked fleet total to one unit more than the group’s year-end inventory. The new fleet mix lowered asset Quality by 0.8%, but still kept it within the ‘Excellent’ range at 5.279. Maintenance Exposure increased 0.7%, but the figure was only slightly higher than June’s 12month best (low) figure.

With Ask Price increasing 1.5%, the ETP Ratio saw little change, climbing from June’s 73.4% to 73.7%. The main problem affecting many sellers is the percentage of the active fleet listed for sale, which decreased only

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Small Jets

Turboprops

Ask Price vs. Maintenance Exposure

Ask Price vs. Maintenance Exposure

$ Millions

$1.10

$1.02

$1.00

$1.85

$0.65

$1.58

$1.60

$0.60

Jul-20

Jun-20

May-20

Apr-20

Mar-20

Jan-20

Feb-20

Dec-19

Nov-19

$1.40

$0.55 $0.54 Oct-19

$0.70

$1.50

Sep-19

$0.80

Jul-20

Jun-20

Apr-20

May-20

Feb-20

Mar-20

Jan-20

Dec-19

Nov-19

Oct-19

Sep-19

Aug-19

$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

5.150

5.176

5.200

5.046

5.050 4.950

5.100

4.850

Asset Insight analytics (www.assetinsight.com) Asset Insight analytics (www.assetinsight.com)

slightly, from 12.4% in June to 12.3%. For this reason, it appears buyers continue to hold the better hand.

Small Jets

This group also posted an 18-unit inventory decrease, but is still 41 units ahead of the 2019 year-end total.

Asset Quality dipped 1.75% to drop Small Jets back into ‘Very Good’ range, but Maintenance Exposure skyrocketed by 15.3% thanks toanalytics the latest fleet mix.

Asset Insight (www.assetinsight.com) Ask Prices posted a second consecutive 12-month high figure with a 0.3% increase but, not surprisingly, the ETP Ratio ballooned from June’s 85.8% to post a 12month high (worst) figure of 96.5% due to the large Maintenance Exposure increase.

Based on the drop in asset quality, and the increase in Maintenance Exposure, higher Ask Prices are unlikely to be realized in the ultimate transaction value generated by most sellers.

Jul-20

Jun-20

May-20

Apr-20

Mar-20

Feb-20

Jan-20

Dec-19

Nov-19

Oct-19

Aug-19

Jun-20

May-20

Apr-20

Mar-20

Feb-20

Jan-20

Dec-19

Nov-19

Oct-19

Sep-19

Aug-19

Jul-20

4.750

5.000

Sep-19

$1.65

$0.70

$0.90

$1.87

$1.75

$1.70

Aug-19

$1.95

$ Millions

posted a 12-month low (best) figure at 41.8%. This environment continues to offer great transaction opportunities for both buyers and sellers, something Asset Insight does not expect to see change any time soon.

MI www.assetinsight.com ❙ Asset Quality Rating Key Outstanding Excellent 5.500 5.250 or to Greater 5.499

Very Good 5.000 to 5.249

Good 4.750 to 4.999

Below Average Average 4.500 Less to than 4.500 4.749

Turboprops

Tracked fleet listings increased by another nine units in July, but the 9.6% YTD increase still means that only 7.4% of the active aircraft are listed for sale. Asset Quality rose 3.8% to regain the ‘Very Good’ Rating at 5.046, while Maintenance Exposure improved (decreased) 3.6% to reach a 12-month low (best) level.

With Ask Price increasing 2.8% (just slightly higher than the 12-month average), the group’s ETP Ratio

www.AVBUYER.com

Tony Kioussis is president of Asset Insight.

The company provides audit and valuation services and has developed a standardized Asset Grading System scale that evaluates an aircraft’s maintenance condition.

AVBUYER MAGAZINE Vol 24 Issue 9 2020

39

Freestream 2 September.qxp 17/08/2020 14:22 Page 1

2009 Boeing BBJ3 S/N: 37560 Airframe Total Time: 2,925 Hours. Aircraft Total Cycles: 886 cycles

2015 in Service 2017 Boeing Model 787-8 VIP Airframe Total Time: Delivery Hours. Aircraft Total Cycles: Delivery Cycles FREESTREAM AIRCRAFT LIMITED

London +44 207 584 3800 sales@freestream.com

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

Hamilton, Bermuda +441 505 1062 sales@freestreambermuda.bm

FREESTREAM AIRCRAFT (H.K.) LIMITED

Hong Kong +852 2724 5620 info@freestreamhongkong.com

Freestream 1 September.qxp 17/08/2020 14:20 Page 1

2014 Global 6000 S/N: 9549. Airframe Total Time: 1687.17 hours. Aircraft Total Cycles: 734 cycles

2009 Falcon 7X S/N: 046

2018 Gulfstream G650ER S/N: 6286

2016 Gulfstream G650

2018 Gulfstream G650 S/N: 6312

Airframe Total Time: 6504.8 hours Aircraft Total Cycles: 1639 cycles

Airframe Total Time: 1850 hours Aircraft Total Cycles: 585 cycles

FREESTREAM AIRCRAFT LIMITED

London +44 207 584 3800 sales@freestream.com

Airframe Total Time: 245.9 hours Aircraft Total Cycles: 77 cycles

Airframe Total Time: 305 hours Aircraft Total Cycles: 136 cycles

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

Hamilton, Bermuda +441 505 1062 sales@freestreambermuda.bm

FREESTREAM AIRCRAFT (H.K.) LIMITED

Hong Kong +852 2724 5620 info@freestreamhongkong.com

Market Insights 1.qxp_MARKET INSIGHTS 18/08/2020 12:17 Page 1

MARKET INSIGHTS

What Lays Ahead for Business Aviation?

The big story has been the immediate impact of COVID-19 on the BizAv market – but what is the medium-term impact likely to be as the industry looks towards year-end and 2021? Rebecca Applegarth asks analysts Brian Foley and Rollie Vincent… ll eyes are on the remainder of 2020, and specifically how business continues to recover from the impacts of COVID19. There have been a multitude of perspectives on the marketplace, and analysis aplenty as the Year-over-Year numbers unfold on a monthly basis. But as Fall arrives, interest starts to shift to the medium-term impact on the industry.

“There’s no getting away from the fact that the impact of COVID-19 on our societies, economies, and the Business Aviation industry is profound,” says aviation analyst Rollie Vincent. “While we are witnessing early signs of a recovery in flight operations, demand has not recovered by any stretch of the imagination.

“Border controls and quarantine measures have squeezed international flight operations, effectively cutting off most business travel,” he reflects.

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42 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

“While we have been seeing month-over-month improvements in flight operations, we are still well below recent activity levels.”

“In March, Business Aviation companies went into self-preservation mode until the safety of themselves, their families and employees was assured,” fellow analyst Brian Foley adds.

“Concurrently, sources of finance were identified, aid was applied for (where qualified), and businesses right-sized for the new conditions.

“By taking these early precautions and planning for a new workload level, most companies have, by-and-large, survived unless they had been already heavily indebted at the onset.”

Overall, Foley says things are improving at a more rapid rate than many expected, although he cautions that there will still be some soft patches, such as for those relying on high business jet utilization and new aircraft manufacturing. www.AVBUYER.com

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M

Rebecca Applegarth is an Aviation Journalist on the AvBuyer team.

Fall & Winter 2020 Outlook

With the scene set for how the industry generally has been faring to date, what can we expect to see for the remaining months of 2020? According to Foley, slow and steady improvement appears to be the most likely scenario in the weeks and months ahead.

“I feel that on average most companies will be down in the order of around 25% for the year,” he says, though he adds that there will naturally be exceptions (both higher and lower) to that rule.

“The trajectory of recovery will differ widely by market segment, region, and other factors,” Vincent suggests, highlighting that charter flying has rebounded more quickly than private and corporate flight operations.

Moreover, while governments and business leaders have been quick to react to the new realities of life in a COVID-19 world, the many financial support programs that have been instituted have been generous and timely, but temporary.

“Much of this funding was predicated on the belief that the economy would drop sharply in Q2 and recover quickly in Q3 and perhaps Q4 2020,” Vincent notes. “While this may be the shape of the recovery in many parts of the world, the situation in www.AVBUYER.com

the US is quite different, with a resurgence of coronavirus cases in many parts of the country in June/July, and a divisive Presidential election upcoming in November.

“With 6 in 10 of the world’s business jets based in the US, a delayed recovery from the COVID-19 pandemic and ongoing restrictions in international flying were not anticipated in the various payroll support packages and business grants/loans that have helped support industry,” he suggests.

And Vincent believes that employers such as the commercial airline industry could face some very difficult decisions to lay-off large numbers of people in October 2020 unless financial assistance is extended (something which was not guaranteed at the time of print).

“A healthy commercial airline industry helps Business Aviation thrive,” Vincent adds. “It provides a relatively low-cost way of moving crews, parts and a plethora of necessary goods to where they are needed in our ‘on-demand’ world.”

Business Aircraft Sales Projections

Of course, a key indicator of the industry’s health is aircraft sales (both new and pre-owned). “Preowned aircraft sales seem to have perked up already,” Foley suggests. “In 2020 they had

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MARKET INSIGHTS

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”A key challenge will be to see if we as an industry can find ways to lower our cost structures, improve our asset utilization, and become more rewarding stewards of capital for investors.” already started slower than in previous years, so it was arguably going to be a ‘down’ year to begin with.

“I believe brokers will see a year with transactions finishing around 2016 levels. Though that’s not as great as 2017-2019, it’s still not too shabby.”

“Pre-owned sales are likely to recover before new aircraft sales,” Vincent details. “This will be for a number of reasons, including lower, more affordable, price points; more choice and inventory availability; and (we think) new business models that are built on a foundation of previously flown aircraft.

“Across the industry, new aircraft sales are likely to take longer to recover,” he elaborates.

“However, there will be exceptions for aircraft that offer unique and attractive capabilities, and for OEMs that offer superior product and service quality and value-for-the-investment.”

“New sales are stubbornly slow as buyers still aren’t fully confident to pull the trigger,” Foley says. “New deliveries should also be down around 25-30% compared to 2019, with deliveries not returning to 2019 levels for a few years.”

Vincent predicts that overall demand for new business aircraft will remain quite flat for the next 44 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

few years, with orders concentrated among the more recently certified models.

“Business Aviation has a much grander image at the outset of this recession than it did during the global financial crisis,” he says. “A key challenge will be to see if we as an industry can find ways to lower our cost structures, improve our asset utilization, and become more rewarding stewards of capital for investors.”

In Summary

So with the scene set, what has to happen for the future that Vincent and Foley paint? “The trifecta would be for the economy to improve to support current stock valuations; for no surprises in the US November election; and a COVID-19 vaccine in the first half of 2021,” Foley suggests.

“An effective, affordable, and widely available vaccine this year would be the best news our industry, economies and societies could receive,” Vincent concludes. “Until this is discovered and distributed, fear will continue to play an outsized role that holds us back from reaching our potential and blowing right past any recovery forecasts that are out there.”

More information from www.brifo.com or www.navigating360.com T www.AVBUYER.com

Elliott Jets September.qxp_Layout 1 18/08/2020 09:18 Page 1

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Buying&Selling 1 SEPT20.qxp_Finance 18/08/2020 12:43 Page 1

BUYING & SELLING AIRCRAFT

Best Practices for Acquiring a Private Helicopter in the COVID-19 Era Private buyers seeking to purchase a pre-owned turbine helicopter in the COVID-19 era can find it to be a challenge to select the right one, notes Mark V. Clancy. Following are the best practices for landing the ideal private rotorcraft for you…

48 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

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Buying&Selling 1 SEPT20.qxp_Finance 19/08/2020 10:03 Page 2

AVBUYER.com Mark V. Clancy is an aerospace engineer and founder of HelicopterBuyer, Inc, a USA-based helicopter buyer and seller agent, inventory dealer, and support business with 35 years’ extensive expertise with helicopter and engine sales, valuations, MRO, reconfigurations, and operator support.

Contact Mark at +1-763-753-3700 or via e-mail at mark@helicopterbuyer.com. He welcomes your comments, suggestions, and/or perspectives.

irline travel is not always possible or desirable these days making private aircraft transportation appealing. Initial visions for helicopter ownership may include room for a pilot, family, luggage for a big trip, and perhaps pets. High-value decisions and longterm commitments like these can be daunting, though.

If you’ve never purchased a helicopter before, there’s much to understand – and if you currently own one and are seeking to upgrade, you may be facing similar challenges.

Here are some best practices to ensure you get the value you want from the helicopter you purchase.

A

1. Decide Whether a Single or Twin-Engine Helicopter is Best

Determine which helicopter makes/models offer the cabin size, performance, and weather capabilities that best meet your interests and needs. Information is available from the OEMs, HAI, helicopter agents, and helicopter data organizations.

Single-Engine Options: As certain helicopter sectors have come to a screeching halt in the last six months, sellers may be eager to make deals with buyers. A range of attractive visual-flight-rule (VFR) pre-owned Airbus, Bell, Leonardo and MD single-engine turbine powered helicopters ($500k$2.5m) are available versus new ($2.8m-$3.5m). These may prove to be interesting to private buyers wanting to avoid commercial flights and minimize having to use PPE while traveling with families and friends.

You might consider acquiring and reconfiguring available pre-owned helicopters from the affected tour, utility, offshore, or law enforcement sectors. That may have higher total times than pre-owned private helicopters, but may also have good component value remaining - although they may require some level of MRO, refurbishment, reconfiguration, and avionics updates.

While it can be a challenge to envision converting a former commercial or government helicopter to private use, great deals are often available on late model and legacy commercial helicopters, especially as so many are currently not flying very much.

Twin-Engine Options: Airbus, Bell, Leonardo and Sikorsky twin-engine helicopters offer greater cabin seating, are faster, carry more cargo, and can fly under Instrument Flight www.AVBUYER.com

Rules (IFR) or in adverse meteorological conditions. They’ll require a seasoned IFR-capable pilot, maintenance service center support, and a budget substantially greater than a single-engine turbine helicopter.

But OEMs may be under pressure and motivated to sell existing inventory that is sitting in a hangar. Prices can range from $5m to $10m, and some OEMs offer larger discounts or incentives than others.

There is a variety of late model and legacy corporate configured twin-engine helicopter models available from operators, government or private entities at a lower price ($500k-$3m) too. These machines may require varying degrees of customizing, refurbishment, MRO, and/or avionics updates. Once complete, though, they will enter their ‘second life’, custom-configured and ready to provide years of comfortable, safe and reliable service.

Doing a thorough analysis of your options will take some effort. We recommend that you retain the assistance of an experienced helicopter sales agent and service center to help you weigh the advantages and disadvantages before deciding on the right helicopter.

2. Consider Model Year, Hours, Optional Equipment, Maintenance Status, History, Condition, Location and Price

Once you’ve selected your ideal make and model, you can begin your search of available helicopters for sale. They will be advertised in various industry publications and on aircraft sales web sites.

Gather initial helicopter specifications including a list of installed optional equipment, maintenance status summary and current photos, and current operational status. Also, determine if there has been any damage history and, if so, who performed the repair and returned the aircraft to service.

Some helicopters remain on the market for long periods of time as their sellers hope to secure above-market prices.

This time-on-market information will help you narrow your field of prospective helicopters.

3. Make Equitable Value Comparisons

Some private buyers do not know how to make equitable comparisons. Helicopter value is in the component details, so buyers are advised to develop an analytical assessment of major component values. Buyers should request the full

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Corporate Concepts September.qxp 19/08/2020 14:09 Page 1

Corporate Concepts International, Inc. Falcon 900EX Next 900EX to Sell All 2020 upgrades and WAAS, Multi-zone interior with 13 seats, forward and aft lavatories, dual berthing aft divans, 12 month inspection in progress.

Gulfstream G-V Reduced Price Exceptional Pedigree, All 2020 Upgrades, New Paint, Recent Interior, 17 seats, Forward Galley, Forward and Aft Lavatories, All Programs – Contact us for details

Falcon 50-4 with Proline 21 Must See! 731-4 engine upgrade for better hot and high performance, new generation Proline 21 avionics, Falcon 50EX-style interior with soundproofing package, all programs and more.

Legacy 600 New to the Market New paint, refurbished interior, landing gear overhaul and major 144 month inspection in 2019. Soundproofing package and latest Honeywell Ovation Cabin management system including Apple TV, Chromecast, GoGo Vision and surround sound.

See www.flycci.com for Full Details and Photos

Corporate Concepts September.qxp 19/08/2020 14:09 Page 2

VVIP Airbus A340 New to the Market Fresh from major inspections, gear overhaul and paint. Never an airliner – 12 hour range with 77 pax in ultimate comfort with multiple staterooms.

All 2020 upgrades.

VVIP Boeing 737-300 New Reduced Price Corporate Pedigree, never an airliner, all 2020 upgrades, GE On-Point, recent major inspection, 42 VIP seats, long range tanks, new paint. Less than 8,000 hours total time. Available for demo or ACMI lease. Contact us for further details at www.flycci.com.

VVIP Boeing 737-200 Fresh from major inspections and gear overhaul, All 2020 upgrades, new interior, new super soundproofing, new paint, many upgrades, long range tanks, Low Hours - Never an airliner.

See www.flycci.com for Full Details and Photos or to Schedule a Private Showing of Any of our Aircraft.

Coming Soon – Off Market Gulfstream G-550 and Falcon 7X Dennis Blackburn +1.832.647.7581 blackburn@flycci.com

Chris Zarnik +1.919.264.6212 czarnik@flycci.com

Larry Wright +1.704.906.3755 lwright@flycci.com

Buying&Selling 1 SEPT20.qxp_Finance 18/08/2020 12:45 Page 3

AVBUYER.com

BUYING & SELLING AIRCRAFT

“Sometimes, the most favorable helicopter acquisitions are located oceans away...” maintenance tracking and identify anticipated maintenance.

Substantial value may be excluded from your consideration if you only utilize the summary of component values. There are also maintenance cost software programs available to assist in understanding your direct maintenance costs. In addition, future component costs can be projected in your spreadsheet analysis, based on anticipated hourly/annual utilization.

4. Hire an MRO with Desired Make/Model Helicopter Experience Selecting the right helicopter maintenance, repair, and overhaul (MRO) service center or mechanic/engineer is one of the most important aspects of purchasing a helicopter.

A trusted service center mechanic experienced in maintaining the particular helicopter make/model you intend to purchase will: • • • • •

Assist you in identifying issues during a pre-purchase inspection; Provide estimates for any MRO, refurbishment, reconfiguration, service bulletins or airworthiness directives and avionics updates; Ensure continuous helicopter airworthiness on your behalf; Create an itemized budget for these categories; and Consider how an anticipated work-scope schedule coordinates with the commencement of your flight operations.

5. International Acquisitions are Challenging but May Offer Greater Opportunities

Helicopters purchased domestically, or regionally within one airworthiness authority, are less complicated and easier to relocate, but do not always provide the best acquisition opportunity.

Sometimes, the most favorable helicopter acquisitions

52 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

are located oceans away, where governmental airworthiness authority bi-lateral agreements may not exist, and where installed optional equipment may not have Supplemental Type Certificates (STCs), thus requiring removal prior to obtaining airworthiness approval in your country.

You may also need to locate an independent designated airworthiness representative able to guide you and perform an acceptable aircraft inspection and issue a civil standard airworthiness certificate prior to the helicopter being exported, or following import to your home country.

6. Buy for the Long-Term

In the COVID-19 era, helicopter values have declined to a degree, and while it is difficult to predict the bottom of the market, most industry people believe the market will return over the next couple of years.

If you intend to operate your helicopter for several years, then buying right for the long-term is a good strategy. Once you have collected data and completed your analytical assessment and costs, you’re ready to commence owner or owner-agent negotiations.

The more informed and prepared you are, the more likely you will be able to negotiate a favorable price.

The next step is drafting the Helicopter Purchase Agreement (HPA) which can be complicated without a helicopter sales agent or broker and/or an aviation attorney to guide you, as they are generally written by sellers. Once a mutually acceptable HPA is approved you are on your way to the helicopter inspection and closing.

7. Comprehensive Pre-Purchase Inspections Validate Helicopters

Typically, once a written agreement is reached with a seller and a refundable escrow deposit is placed in escrow, a helicopter Pre-Purchase Inspection (PPI) is performed with your experienced MRO mechanic and helicopter sales agent at the seller’s location.

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BUYING & SELLING AIRCRAFT

A PPI typically requires one to two days, depending if the helicopter is a single or twin-engine model and the age (older helicopters have more data to review).

You may also want to perform an engine borescope inspection and may need to hire an engine service center with the correct equipment and training to complete the engine inspection properly and determine if there are any issues that are required to be addressed.

A flight test is performed with the seller’s pilot to verify helicopter functionality and engine performance as they need to meet OEM maintenance manual criteria.

Helicopters located overseas provide very good acquisition opportunities, but there are PPI hurdles that make acquisition more complicated in the COVID-19 era.

Potential 14-day travel restrictions on each end would create an extended acquisition schedule, assuming you are able to find an MRO mechanic willing to travel to the destination.

The cost to perform the PPI under these circumstances would be higher.

Alternatively, you may hire an in-country MRO or mechanic to perform the PPI. Your sales agent or MRO should be able to recommend one, but you would have to be comfortable with that arrangement and the PPI findings prior to accepting the helicopter.

Upon conclusion of the PPI, there could be major or minor airworthiness issues that need addressing. Your service center mechanic will identify the important issues to be resolved by either you or the seller.

8. Relocate the Helicopter using Professional Freight Forwarders

Once you have completed the helicopter inspection and acceptance, it’s time to decide on how to relocate the helicopter from the seller’s location to your facility or service center. If you will be relocating the helicopter over a substantial distance, you should consider engaging a professional ferry flight pilot experienced in air operations.

Again, in this COVID-19 era, it may be nearly impossible to hire a pilot for international ferry flights since both of you would have to deal with all the travel restrictions in between countries. The most practical alternative would be to arrange to ship the helicopter via ground, sea, or air-freight.

In this case, obtain a quote from the seller’s service center to properly dismantle and prepare the helicopter for land, sea or air freight shipment. You will also need an experienced international freight-forwarder with good knowledge of the export/import process, and a helicopter mechanic/engineer to ensure proper loading and unloading of your helicopter.

Find

9. Select a Professional Helicopter Agent to Maximize Your Opportunity

In an increasingly challenging market, and to assist you in selecting the right helicopter, you may wish to engage the services of an experienced helicopter sales agent committed solely to representing your acquisition interests.

The right professional helicopter buyer agent has:

• • • • • • • • •

In-depth knowledge of the various helicopter markets; Unique knowledge of the makes and models being purchased; Maintains fleet data, ‘for sale’, and historical sales transaction data points; Is able to identify on- and off-market helicopters for sale; Performs detailed valuations; Can offer recent sales insight; Prepares buyer-oriented HPAs; Is experienced with international transactions; and Offers extensive experience for the clients’ exclusive benefit.

10. Enjoy the Buying Process

Buyers love to buy but hate to be sold to, and this COVID19 era is no exception. Buying your own private helicopter correctly is especially important. High-value assets like helicopters can be a challenge and complicated to acquire, especially internationally.

By identifying all helicopters available on the market, implementing an analytical comparative assessment and cost projection process, and by securing a trusted support team, you are certain to identify, acquire, and begin enjoying the best value helicopter, as smoothly as possible.

More information from www.helicopterbuyer.com ❙

AIRCRAFT DEALERS & BROKERS

54 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

at AVBUYER.com

www.AVBUYER.com

GLOBAL XRS

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GULFSTREAM G450

S N 43 0 8

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SN 283

CHALLENGER 350

CHALLENGER 601-3A

FALCON 900EXy

S N 5116

S N 406

HAWKER 800XPi

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CITATION SOVEREIGN

FALCON 8X

SN 31

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

900 Bestgate Road, Suite 412

Buying&Selling 2 SEPT.qxp_Finance 18/08/2020 13:09 Page 1

BUYING & SELLING AIRCRAFT

How to Decide Between a Light Jet and a Turboprop

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Buying&Selling 2 SEPT.qxp_Finance 19/08/2020 14:41 Page 2

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

Contact him via Dave@avbuyer.com

For would-be Business Aviation users with the need, would a Light Jet or a Turboprop be the best choice of aircraft purchase? Dave Higdon speaks with Janine Iannarelli to establish some of the factors that will lead a buyer to the right decision… he recent launch of the Beechcraft King Air 360 resurrected a discussion pitting the advantages of Turboprop aircraft against the advantages of Light Jets. The King Air 360 was announced after the venerable Super King Air 350 proved it wasn't too old to benefit from an upgrade many years in the making.

The jet that started the debate over whether to buy a Light Jet or Turboprop came from Wichita, Kansas in the 1960s courtesy of Bill Lear. Coincidentally, the Turboprop came from another Wichita company operating on the opposite side of town: Beech Aircraft Corp.

As the pioneers in their segments, the Learjet 23 and King Air 90 faced no direct competition, while the differences between them relegated each to its own market niche. The fuel use differed considerably, as did other aspects of the operation of these aircraft, such as runway needs and cruise speed. The Learjets were faster by nearly 300kts at cruise (back then). And jets typically enjoyed operating at higher altitudes, often providing respite from weather at lower altitudes to which the turboprops were limited.

But in the ensuing decades Light Jets have evolved into more user-friendly aircraft and turboprops have evolved to gain speed and comfort amenities. As the gaps between the two categories have narrowed, today's question became a routine inquiry for would-be buyers of new and used business aircraft.

T

The Question: Light Jet or Turboprop?

In keeping with the grand tradition of aviation, the short answer is, “it depends”. As a business travel tool, the answer will depend on many operational considerations, including: • How the operator plans to use the aircraft; • The type of operations envisioned; and • The need the operator seeks to fulfil primarily.

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Today's inventory in each category offers something unavailable in the early 1960s: Single-engine versions of both jet and turboprops, further helping to complicate the selection process. Even more confusing, some Turboprop singles deliver speeds that are very close to those offered by some of the Light Jets.

Ultimately, the decision over whether to buy a Light Jet or Turboprop requires numerous factors to be weighed, and those factors will be unique from one operator to another.

“There are a number of things that can go into that decision,” explains Janine Iannarelli, founder of Par Avion Ltd. “You climb faster and fly higher in jets – and being able to get above inclement weather is an important consideration."

Key among the considerations are the types of airports that the aircraft will use. While some of today's modern Light Jets use far less runway than the original Learjet 23, so, too, do the latest Turboprops (which already held a runway-performance advantage, accessing short, unimproved strips).

Fuel consumption also plays into the examination of Direct Operating Costs (DOCs), and maintenance costs may be a little lower for a Turboprop owner. As Iannarelli notes, however, speed for speed jets tend to use about double the fuel a turboprop requires to accomplish the same trip. But, offsetting that fuel flow are the shorter trip times of many jet flights when flying towards the upper limits of their range capabilities.

Assess Carefully

“If you can't afford to use the airplane to its full potential,” one operator explained, “you're buying too much airplane – be it piston, turboprop or jet.” Another business operator (a commercial real estate investor) told AvBuyer that at first he hesitated over signing a purchase contract for a new Light Jet.

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“Insurance? Higher. Maintenance? Similar. Direct Operating Costs? Higher per hour,” he reflected. The operator came close to passing on a great deal for a new jet because of those cost differences when he realized he wasn't assessing those costs equitably.

“I was comparing apples and oranges, when I should have been calculating and comparing the DOCs apples to apples.” Changing his calculus he discovered that the jet was, indeed, more expensive – across the board – but not the twice-as-expensive he had first calculated.

When he started plugging flight data into his calculations using actual trip times from the turboprop he flew at the time, and the jet he wanted to fly in the future, thanks to the jet's speed advantage of 115kts, he revised many of his numbers and realized he needed 25% less time to make most of his business trips with proportionally less fuel.

“The Light Jet began to move into the realm of possibility,” he reflects.

Time Saved is Money Saved

“When you talk about equal purchase price points and reasonable expectations of operating costs being equal, what would you choose?” Iannarelli asks.

Only an individual operator can assess the typical trips, the runways used, and the en route challenges, so the right buying decision may differ. Likewise, an operator’s take on the necessary comfort items will differ, too. But with turboprops as fast as some light

jets, and jets capable of using shorter runways, the choice won't get any easier until a potential buyer takes the time needed to develop a full assessment of mission needs and the budget available to support the mission.

“When a person chooses a turboprop over a jet there's usually a good reason aside from costs,” Iannarelli concludes. Invariably, that reason should be your unique mission fit. ❙

“Ultimately, the decision over whether to buy a Light Jet or Turboprop requires numerous factors to be weighed, and those factors will be unique from one operator to another.”

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AOPA advertorial September.qxp_Layout 1 17/08/2020 14:35 Page 1

SPONSORED CONTENT

AOPA: Why Does the Lender Want Pre-payment Penalties?

By Adam Meredith In a nutshell, it costs money to lend money. Generally speaking, the transactional costs by a bank to lend money on a loan are covered through the spread of interest rate over the life of the loan, minus their cost of money at the time of loan origination.

In a very, very low interest rate environment like the one we’re currently experiencing, lenders experience rate compression, whereby the pressures from what depositors demand and what the market will bear for interest on loans makes it a challenge to cover their costs.

Let’s say you get a five-year loan on an aircraft. Then just a couple of years later, you turn around and pay it off early.

Good for you, right? Well what’s good for you might be bad for the bank. If the bank originally lent you money when the market was 5% on loans and now the market is 4%, the bank has to redeploy the money at lower net interest margin. As a result, your early payoff would significantly eat into, or completely decimate the bank’s ability to cover the loan’s administrative overhead.

This is particularly true when rates are dropping. By adding a prepayment penalty, it guarantees the bank a non-interest revenue source from which to cover the sunk transactional costs (as well as redeployment of funds) associated with that loan.

We’re often asked, “Can I get a loan without a prepayment penalty on it?” Yes, sometimes. The most important two conditions lenders consider for removal of prepayment penalties from a loan package are these: • If the rate is floating; or • If the lender is sufficiently comfortable that they won’t have this payoff and have to replace it with a less. profitable loan.

No Free Lunch!

Remember that in cases where negotiating out the prepayment penalty is possible; the lender’s costs still need to be www.AVBUYER.com

covered. The burden of potentially shared out-of-pockets will be shifted to you completely. Out-of-pocket expenses typically include appraisal, titling, settlement and other legal document paperwork associated with closing. In other words, there is no free lunch.

Knowing the likelihood of whether you’ll pay off early is an important factor you should consider. It’s often times worth it to pony up the closing costs up front vs. say paying a one or two percent prepayment penalty.

Also, in most circumstances, if you’re thinking about buying another airplane in the short-term, prepayment penalties can be frequently negotiated away as long as you stay with the existing lender on a new loan of greater or equal amount.

One Major Caveat If you think you’re only going to hold the loan for 3-6 months, or a year maximum before repaying it, an aircraft loan may not be the best option for you. The expense and time invested in the aircraft loan process (because they’re digging into the aircraft plus your personal and business financials) potentially makes it inefficient in the short-term.

You may instead consider bridge financing.

There may be some less expensive and more efficient alternatives to consider, including taking a margin loan on your marketable securities, or a line of credit through your business, or a HELOC. All of these could potentially be more efficient than investing 2-4 weeks on waiting for the airplane, and you to be vetted before a lender will grant you an airplane loan.

To better understand your options and review your specific situation, give us a call, we’re here to help.

Great rates. Great terms. Helpful and responsive reps. 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) or visit finance.aopa.org to request a quote.

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OWNERSHIP David Wyndham is executive sales director and acquisition specialist with Par Avion Ltd. 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.

Upsizing Your Business Jet: How to Build a Budget Assuming you have done the research and determined that a larger aircraft is needed to successfully accomplish your aviation mission, how do you build your budget to upsize your jet? David Wyndham shares tips…

once had a client who traveled overseas.

Stopping at the coast to refuel the jet before heading out over water was acceptable when the trip was made only a few times per year.

But as the frequency increased, the fuel stops became problematic.

In the case of my client, the additional range and trip frequency were enough justification for the larger aircraft. What’s important to remember, though, is that whatever the reason for upsizing, the budget is also going to be upsized.

So what elements need to go into that budget, and what are the factors you need to consider to determine how dramatically the costs will rise, and whether they are justified?

I

What are Your Budget Assumptions?

The budget for the larger aircraft is like any operational budget. The first – and most important— step is to agree on the assumptions. If management directs the flight department to fly the same or more trips, the various assumptions around supporting that decision (fuel, travel expenses and operating costs) 60 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

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will help define the budget.

As an example, let’s assume you are considering upgrading a typical Mid-size Jet to a Large Cabin Jet. The acquisition budget may be the most significant jump.

If you are selling your older Mid-size Jet and buying a new Large Cabin Jet, the price for the new business aircraft can be anywhere between $25m and $40m. (Even a pre-owned Large Cabin Jet can cost over $20m, depending on model and age.)

The cost analysis between new and pre-owned needs to consider a full life-cycle of each option.

What are the Initial Expenses?

Before putting your new aircraft into service, you should budget for the initial expenses, which may include: • •

www.AVBUYER.com

Paint and interior upgrades, avionics updates, etc. (This can add over $1m to the acquisition budget).

Initial training for the pilots and technicians, although included with new aircraft, is not

•

•

•

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included with pre-owned aircraft. Therefore, buyers of a pre-owned aircraft will be responsible for these expenses (costs vary).

Ground support equipment. (Your aircraft tug may easily pull your 20,000lbs aircraft in and out of the hangar but may not be suitable for a 45,000lbs business jet).

Make sure the larger aircraft will fit into your hangar. (If renting a hangar, keep in mind that the larger aircraft will require more space, so a rent increase may be forthcoming).

Acquiring initial spares. Depending on your operating location and the availability of local spares (tires and other items), you may need to buy some initial spares. You can sell your current spares if they are no longer required.

How Will the Operating Budget Change?

Larger aircraft will burn more fuel. The engines are more powerful and have higher costs for overhauls or their guaranteed hourly maintenance programs.

Airframe parts costs tend to increase with aircraft size and complexity. And, typically, the avionic

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“Having a bigger aircraft may also increase usage demand, and you should survey the main users to confirm their anticipated demand. Even a 10% increase in aircraft usage may add another 30 hours, or $120k to your annual operating budget.” systems as well as the cabin entertainment and environmental control systems are more complex with more advanced features that could cost more to maintain.

Following are the average changes in variable operating costs between a Mid-size and Large Cabin Jet: • • •

Mid-size Jet Average Variable Cost: $2,600/hr Large Cabin Jet Average Variable Cost: $4,000/hr Increase in Variable Costs (assuming 300 flight hours annually): $420,000/year

Note: Having a bigger aircraft may also increase usage demand, and you should survey the main users to confirm their anticipated demand. Even a 10% increase in aircraft usage may add another 30 hours, or $120k to your annual operating budget.

Moreover, flight-related costs may also increase if the travel profile changes. An increase in international travel will likely result in airways charges, handling fees, and overnight costs. So a trip analysis for those changes is needed to ascertain the magnitude of the costs. (Airborne connectivity could also go up if the larger aircraft has a more capable, satellite-based system.)

Fixed operating costs will increase, including:

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• • •

If the hull value of the new aircraft increases substantially, your insurance will increase.

Annual training costs increase with a larger, more complex aircraft.

Pilot salaries my need reviewing. The average salary for a senior captain on a Mid-size business jet is not the same as the average salary for that position on the Large Cabin Jet. And if the mission is changing significantly with the travel is becoming more internationally-focused, a salary increase may also be warranted.

By adding up the fixed costs, you may see an increase in the region of $100,000 to $300,000 annually.

It all depends on how the aircraft is being used.

How Much is too Much?

This is a question only the decision-maker can answer, ultimately. If the budget increases $1m per year simply to avoid one additional fuel stop per quarter, is that avoided fuel stop worth $250,000? In contrast, if the aircraft is needed to accomplish an evolving mission, then the additional $1m could be seen as the ‘cost of success’.

Do your homework and look at the total operating costs over time. Only then will you know whether they will exceed the initial investment. T

www.AVBUYER.com

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Contact Jim Donath at Donath Aircraft Services.

773.935.9871 | jimdonath@donathaircraft.com | DonathAircraft.com

Ownership 2.qxp_Finance 19/08/2020 10:07 Page 1

OWNERSHIP 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.

How to Minimize Financial Risk When Buying Jets What is a Special Purpose Vehicle, how can it minimize financial risk for a corporation or High-Net-Worth Individual who is financing a jet, and how should they be properly structured? René Armas Maes explores… usiness jets can be purchased by a myriad of financing mechanisms including cash, export credit agencybacked financing, and debt instruments, among others. Likewise, and based on the aircraft owner’s business goals, different corporate structures can be set up to minimize certain risks.

A Special Purpose Vehicle (SPV) is a corporate structure that allows a parent company to isolate financial risk. In order to help mitigate risk, it is advisable to legally separate assets or entities.

SPVs (also known as Special Purpose Entities) are separate legal entities created by a parent company for a business transaction, such as lending scenarios (for example, operating leases), or asset acquisition.

SPVs have their own legal structure, assets, liabilities and balance sheet and allow a corporation or a High-Net-Worth Individual to carry out specific activities, such as to buy and operate a business jet. In addition – and in the case the parent company is liquidated – SVPs will not be affected and will keep its obligations. Thus, they

B

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are referred to as “bankruptcy remote” entities.

A corporation/High-Net-Worth Individual whose goal is to limit liabilities and protect itself in case of incidents, accidents, and claims may prefer to setup an SPV company that owns its business jet.

Therefore, it may decide to create a separate legal entity from the parent company (in this case a flight department) that owns one or multiple aircraft.

It's important to note, however, that they may take different forms such as Limited Liability Corporations (LLCs), limited partnerships, purpose trusts and joint ventures.

What are the Benefits of SPVs?

The benefits of SPVs are many. We’ve listed a number of benefits, as follows: Primarily Risk Insulation: SPVs allow owners/operators to reassign the risk of an asset such a business aircraft from the parent firm to a separate company (the SPV) and insulate it from the financial risk in the event of default. By creating SPVs, businesses can carve out protection for www.AVBUYER.com

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specific entities or assets that are held separately from their primary business.

Limited Liability Recourse: An SPV allows protection against claims in case of an aircraft accident, while limiting legal liability for the parent company (in other words, the recourse of the SPV will be limited to the aircraft itself).

Asset Transfer: SPVs allow corporations to transfer assets easily without delays to a new organization in the case of a merger acquisition or any other commercial transaction. By having a SPV own an asset, the SPV can be sold as a self-contained unit, eliminating the need to transfer permits.

Asset Confidentiality: SPVs allow off-balance sheet treatment as the asset and debt can be held separately from the balance sheet of the parent organization.

Financing Flexibility: An SPV can be used to secure financing for a new asset without increasing the www.AVBUYER.com

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debt burden on a parent company. In addition, a parent company may benefit from a lower cost of capital because of the off-balance sheet asset treatment opportunity. Therefore, SPVs allow the removal of debt from the parent company’s balance sheet, translating into a potentially lower financial leverage position and a preferred interest rate. Likewise, the parent company may benefit too, since such vehicles can be used to raise additional capital at more favorable borrowing rates.

Offshore Jurisdiction Tax-Saving Opportunity: As SPVs can be set up in a tax-free location, the asset can be exempted from taxation. Favorable offshore tax systems in the British Virgin Island, Bermuda and the Cayman Islands have made these locations (and others) ideal jurisdictions for aircraft financing transactions.

Setting up an SPV Entity is Straightforward: The SPV is a widely used corporate structure when one tries to meet critical business needs, such as

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“SPVs allow corporations to transfer assets easily without delays to a new organization.” isolating and managing financial risk, among other corporate goals.

SPVs in Summary…

Overall, it is important to note that SPVs continue to play a vital role in Business Aviation. However, negative public perception is one potential risk when executing an SPV – especially, as it becomes a challenge for potential investors and financial analysts to conduct a thorough company valuation as they try to price a business and understand its upcoming commitments, obligations, cash flows and total financial leverage.

Moreover, SPVs have been associated with manipulation of financial statements due to the fact that they are off-balance sheet vehicles, and in the past a number of companies have hidden large amounts of debt from investors and creditors.

Nevertheless, when effectively managed an SPV can be highly beneficial. When buying a business jet from a manufacturer, for example, the separate SVP legal entity created by a parent company will need to execute a number of documents and

ad re ou Re Mo Ab

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packages, including the aircraft purchase agreement and its respective financing instrument (unless it is 100% cash purchased), the bill of sale, guarantees, insurance and loan security package, among others.

Finally, it is important to seek legal advice and tax counsel to understand separate legal entities’ registration requirements, especially for tax-free offshore locations, as well as to evaluate the pros and cons of different SPV corporate structures.

Furthermore, and when a free tax holiday is allowed, exempted corporations or High-NetWorth Individuals should receive from the tax heaven jurisdiction a ‘Tax Exemption Undertaking’ that exempts them from any possible future tax recourse (either corporate/wealth tax or any other tax applicable to a company or an individual conducting offshore business) for a period of twenty years or more.

In conclusion, it is essential that you understand the best SPV structure for your business and personal goals, depending on what you are trying to achieve through the vehicle. T

AIRCRAFT OWNERSHIP

at AVBUYER.com

www.AVBUYER.com

Let us take care of your business aviation financing needs, so you can take care of your business.

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Since your business is unique, we understand that your business aviation financing needs are as well. Which is why we’re relentlessly focused on providing flexible solutions designed to meet your needs. From cash preservation to meeting accelerated delivery schedules, our process is transparent, straightforward and most importantly, flexible. You’ve got a business to run.

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GJCP 24593 - AvBuyer - September 2020.indd 1

8/11/20 10:00 AM

AirCompAnalysis SEPT20.qxp_ACAn 18/08/2020 16:44 Page 1

JET COMPARISON Cessna Citation CJ2+

Cessna Citation CJ3+

Cessna Citation M2

Jet Comparison:

Cessna Citation CJ2+ vs CJ3+ vs M2 How do the Cessna Citation CJ2+, CJ3+ and M2 compare side-by-side? What are the advantages offered by each, and where does the need to step up or down in the Citation family arise? Mike Chase analyses the performance and productivity parameters. ver the following paragraphs we’ll consider key productivity parameters for the Cessna Citation CJ2+, CJ3+ and the M2 (including payload, range, speed, and cabin size) to establish which aircraft provides the better value in the Light Jet market.

Where does the case for an operator to upsize or downsize lay within a product line?

It is hoped that the following jet comparison will help clarify.

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Cessna Citation CJ2+

The original CJ2 (Model 525A) was produced between 2000 and 2005. In 2006 the CJ2+ was introduced with updated avionics, increased performance and FADEC controls. In fact, when it was introduced, the CJ2+ came with 17 of the CJ2’s most popular equipment options as standard.

Today, there are 210 wholly owned CJ2+ aircraft in operation worldwide, an additional eight in shared ownership, and five in

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fractional ownership giving a total global fleet of 223.

Cessna Citation CJ3+

The original CJ3 received FAA type certification in October 2004, ending production ten years later in 2014 when the CJ3+ was introduced with a number of upgrades. The CJ3+ remains in production today, and is permitted to operate with a single pilot under the US registry only.

When it was introduced to the market, the model offered an additional two feet in cabin length over the CJ2/CJ2+, and the wingspan was extended by three feet.

Today, there are 150 wholly-owned Cessna Citation CJ3+ jets in operation worldwide. A further eight are in shared ownership, and three more are fractionally-owned, giving a total fleet of 161.

Cessna Citation M2

The Cessna Citation M2 started delivering in

2013 as a replacement for the CJ1+. Its wingtip extensions are too subtle to be called ‘winglets’, and Cessna instead refers to them as ‘swooplets’. The M2 was the first Light Jet to feature Garmin’s G3000 system flat-panel avionics, which was an evolution of the G1000-based system that was standard in the Citation Mustang and in all of Cessna’s current single-engine turboprop models.

Today there are 239 wholly-owned Citation M2s and 14 more in shared ownership, giving a total fleet of 253 in operation worldwide.

Payload & Range Comparison

When comparing aircraft, an important area for potential operators to focus on is payload capability, and especially the ‘Available Payload with Maximum Fuel’.

Table A (overleaf) shows the Citation CJ3+ jet's Available Payload with Maximum Fuel to be 820lbs, which is more than the 715lbs for the CJ2+ and the M2’s 514lbs capacity. www.AVBUYER.com

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www.AVBUYER.com HOW MANY

EXECUTIVE

SEATS

CESSNA

Citation CJ2+

(Manufactured between 2006-2015)

vs.

$4.4 Million (2015 Model)

6

$5.5 Million (2015 Model)

6

$3.1 Million

4

CESSNA

Citation CJ3+

(Manufactured between 2014-Present)

vs.

CESSNA Citation M2

(Manufactured between 2013-Present)

(2015 Model)

WHICH OF these LIGHT jets WILL COME OUT ON TOP HOW MUCH

Citation CJ2+

RUNWAY

Citation CJ3+

DO I NEED?

500

HOW FAR

CAN WE GO?

(Nautical Miles. 4 Pax) 1,538

Citation CJ3+ Citation M2

1,825 1,183

3,440 3,250

Citation M2

(Balanced field length, ft)

Citation CJ2+

3,810

1000

1500

2500

2000

CAN WE TAKE?

Citation CJ2+

(Lbs)

1,720

Citation CJ3+

2,135 1,510

Citation M2

HOW MANY

HOW MANY

OPERATION?

EACH MONTH?

UNITS IN 253

223 161

NEW/USED SOLD 1 (10.3%) 5 (6.3%)

4 (7.5%)

4000

12-Month Average Figure

(Knots)

CRUISING SPEED? Citation CJ2+

357

Citation CJ3+

488 352

Citation M2

W

4500

LONG RANGE

323

WHAT’S THE VARIABLE COST

PER HOUR?

$1,677

Citation CJ2+

Citation CJ3+

Citation M2

(% = Global Fleet For Sale) Sources used: OEMs, Conklin & de Decker, JETNET, B&CA, Aircraft Bluebook, Chase & Associates

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3500

WHAT’S THE

HOW MUCH

PAYLOAD

3000

$1,615

$1,564

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JET COMPARISON

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Table A - Payload & Range Comparison

Cabin Comparison

Citation CJ2+ Citation CJ3+ Citation M2

12,500 13,870 10,700

3,930

4,710

3,296

MAX Fuel (lb)

MTOW (lb)

1,720

2,135

1,510

MAX Payload (lb)

715

820

514

993

1,080

751

Max P/L w/avail. Fuel IFR Range (nm)

Avail Payload w/Max Fuel (lb)

Source: OEMs, B&CA.

4.75 ft

Citation CJ2+ / Citation CJ3+ / Citation M2

Citation CJ3+ Citation M2

4.83 ft

Chart A (middle, left) depicts the cabin lengths of the Cessna Citation CJ2+, CJ3+ and M2. Although all three business jets have the same cabin height and width, the CJ3+ (15.67ft) has a greater cabin length than the CJ2+ (13.58ft) and M2 (11ft). The Citation CJ3+ provides more overall cabin volume (286cu.ft) than the CJ2+ (248cu.ft) and the M2 (201cu.ft).

In terms of baggage provision, while the CJ2+ and CJ3+ provide equal external luggage volume (65cu.ft), the Citation M2 offers less (43.1cu.ft). None of the aircraft provide internal luggage space.

Range With Four Pax Comparison

Chart A - Cabin Comparison

Citation CJ2+

J

Cabin Cabin Length Volume cu. ft. ft.

Cabin Height ft.

Cabin Width ft.

4.75

4.83

13.58

248

4.75

4.83

15.67

286

4.75

4.83

11

201

Source: UPCAST JETBOOK

As depicted in Chart B (bottom, left), using Wichita, Kansas as the start point, the Cessna Citation CJ3+ unsurprisingly offers more range coverage (1,825nm) than the Citation CJ2+ (1,538nm) and the Citation M2 (1,183nm), each aircraft flying with four passengers and available fuel.

This demonstrates a crucial consideration for operators choosing which jet in the Citation line will fit the majority of their specific mission requirements best.

Note: For business jets, ‘Four Pax Range’ represents the maximum IFR range of the aircraft at long range cruise. NBAA IFR fuel reserve calculation is for a 200nm alternate.

This range does not include winds aloft or any other weather-related obstacles.

Powerplant Details

Two Williams FJ44-3A-24 engines power the Citation CJ2+, providing 2,490lbst each, and burning 137 gallons of fuel per hour (gph).

Similarly, two Williams FJ44-3A engines power the Citation CJ3+, each providing more thrust (2,820lbst) while burning slightly less fuel (133gph) than those on the CJ2+. A pair of William FJ44-1AP engines power the Citation M2, each producing a lower 2,100lbst and a smaller fuel-burn (112gph).

Chart B - Range Comparison Citation CJ2+ Citation CJ3+ Citation M2

*

1,538 nm (w/4 Pax) 1 1,825 nm (w/4 Pax) 1 1,183 nm (w/41 Pax)

Variable Cost Comparison

The ‘Variable Cost’, illustrated in Chart C (overleaf), is defined as the estimated cost of fuel expense, maintenance labor expense, scheduled parts expense, and miscellaneous trip expense (hangar, crew and catering).

These costs DO NOT represent a direct source into every flight department and their trip support expenses. For comparative purposes, the costs presented are the relative differences, not the actual differences since these may vary from one flight department to another. The Citation CJ2+ shows a higher variable cost at $1,677/hr compared to the CJ3+ at $1,615/hr and the M2 at $1,564/hr.

Source: Chase & Associates

r

70 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

Cruise with NBAA IFR alternate fuel

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7

AirCompAnalysis SEPT20.qxp_ACAn 19/08/2020 10:13 Page 4

JET COMPARISON

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Chart C – Variable Cost Comparison

Citation CJ2+

Table B (middle, left) contains the new prices (per Aircraft Bluebook) for a 2015 model Cessna Citation CJ2+, CJ3+ and M2.

The long-range cruise speed and range numbers are from B&CA, while the cabin volumes, the number of aircraft in-operation, the percentage for sale, and average sold are from JETNET. The Citation CJ2+ had 23 aircraft for sale on the used aircraft market at the time of writing (10.3% of the fleet), while 12 CJ3+ jets and 16 Citation M2s were for sale on the used market, representing 7.5% and 6.3% of their respective fleets.

The average number of used transactions (units sold) per month over the previous 12 months for the Citation CJ2+ is one, while the Citation CJ3+ has an average four, and the M2 five new and used sales monthly.

$1,677 $1,615

Citation CJ3+

$1,564

Citation M2 $1,000

$500

$0

$1,500

$2,000

US $ per hour

Source: JETNET

Maximum Scheduled Maintenance Equity

Table B - Market Comparison

Charts D (bottom, right), E and F (overleaf) display the Cessna Citation CJ2+, CJ3+ and M2 respectively. They depict (and project) the Maximum Maintenance Equity each jet has available based on its age.

Citation CJ2+ Citation CJ3+ Citation M2

357

352

•

323

248

Long Range Cruise Speed (Kts)

286

201

Cabin Volume 28,000 30,300 Cu Ft

30,800

1,538 1,825 1,183

$4.4

4 PAX w/avail Fuel IFR Range nm

$5.5

$3.1

223

161

253

10.3% 7.5%

6.3%

% For Sale

In Operation

Used 2015 US$m

4

1

5

Average Sold Per Month*

* Average Full Sale Transactions in the past 12 months as of July 2020; Source: JETNET. Date courtesy of Aircraft Bluebook, B&CA JETNET

Chart D - Maximum Scheduled Maintenance Equity Cessna Citation CJ2+ Assumed Annual Utilization: 300 Flight Hours Average Maximum Maintenance Equity: $1,747,896 Pct of Avg Max Mtnc Equity vs. Aircraft Age 100%

Pct of Max Mtnc Equity

90% 80% 70% 60% 50% 40% 30% 20% 10% 0%

1

2

3

4

5

6

Source: Asset Insight (www.assetinsight.com)

72 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

7

8

9

10

Aircraft Age (Years)

11

12

13

J

14

15

•

The Maximum Maintenance Equity figure was achieved the day an aircraft came off the production line (since it had not accumulated any utilization toward any maintenance events).

The percent of the Maximum Maintenance Equity that an average aircraft will have available, based on its age, assumes: - Average annual utilization of 300 flight hours (in the case of the CJ2+), 320 flight hours (CJ3+), and 360 flight hours (M2); and - All maintenance is completed when due.

Depreciation Schedule

Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS).

Under MACRS, taxpayers can use accelerated depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period.

In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS), based on a straight-line method meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS.

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7

Leading Edge 6 to view September.qxp_Layout 1 17/08/2020 14:38 Page 1

2007 Premier 1A s/n RB-174

2011 Challenger 605 s/n 5858

2,781 TT, GoGo ATG-2000 Wi-Fi, TAP Elite, ADS-B with WAAS/LPV

One U.S. Owner Since New, 12 Pax Floorplan, ATG-5000 Gogo Biz Wi-Fi, Operated & Maintained Part 135

1999 Hawker 800XP s/n 258400

2018 Gulfstream G500 s/n 72014

Engines & APU on 100% JSSI, ATG-5000 Wi-Fi, Currently Part 135, ADS-B w/ WAAS & LPV

U.S. Registered, Engines on P&WC PurePower Premium, APU on MSP Gold, Recent Price Reduction

2013 Gulfstream G280 s/n 2013

2007 Citation CJ2+ s/n 370

Hallmark 10 Pax Configuration, Engines & APU on MSP Gold, GoGo ATG-5000 WiFi, ADS-B Out v2 and TCASS-II w/ Change 7.1

Low Time – 1,535 Hours TT, Collins Pro Line 21, Two U.S. Owner Pilots Since New, Looks Like New

Leading Edge Aviation Solutions is one of the world’s premier private aviation brokers/dealers with 850+ 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 SEPT20.qxp_ACAn 18/08/2020 16:47 Page 5

JET COMPARISON

Chart E - Maximum Scheduled Maintenance Equity Cessna Citation CJ3+ Assumed Annual Utilization: 320 Flight Hours Average Maximum Maintenance Equity: $1,838,515 Pct of Avg Max Mtnc Equity vs. Aircraft Age 100%

Pct of Max Mtnc Equity

90% 80% 70% 60% 50% 40% 30% 20% 10% 0%

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

Aircraft Age (Years)

Source: Asset Insight (www.assetinsight.com)

Chart F - Maximum Scheduled Maintenance Equity Cessna Citation M2 Assumed Annual Utilization: 360 Flight Hours Average Maximum Maintenance Equity: $1,697,315 Pct of Avg Max Mtnc Equity vs. Aircraft Age 100%

Pct of Max Mtnc Equity

90% 80%

Asking Prices & Quantity

70% 60% 50% 40% 30% 20% 10% 0%

Assumed Annual Utilization: 360 Hours 4 2 3 Flight 1 5 6 Average Maximum um Maintenance Equity: $1,697,315

SSource: A Asset IInsight i h ((www.assetinsight.com) i i h

7

8

9

10

11

12

13

14

15

Aircraft Age (Years)

Table C - Citation CJ2+ MACRS Depreciation Schedule 2015 Citation CJ2+ - Part 91 Full Retail Price - Million $4.400 Year

Rate (%)

1

20.0%

2

32.0%

3

19.2%

4

11.5%

5

11.5%

6

5.8%

Depreciation ($M)

$0.880

$1.408

$0.845

$0.507

$0.507

$0.253

Cum. Depreciation ($M)

$0.880

$2.288

$3.133

$3.640

$4.147

$4.400

Depreciation Value ($M)

$3.520

$2.112

$1.267

$0.760

$0.253

Full Retail Price - Million $4.400 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)

$0.629

$1.078

$0.770

$0.550

$0.393

$0.392

$0.393

$0.196

Cum. Depreciation ($M)

$0.629

$1.706

$2.476

$3.025

$3.418

$3.811

$4.204

$4.400

Depreciation Value ($M)

$3.771

$2.694

Source: Aircraft Bluebook

74 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

$1.924

$1.375

$0.982

$0.589

The 23 Citation CJ2+ business jets available on the used aircraft market at the time of writing showed asking prices for 11 aircraft ranging from $2.575m to $3.88m. By comparison, 12 Cessna Citation CJ3+ jets were for sale and five showed asking prices ranging between $5.2m and $6.3m. Finally, of the 16 Citation M2s listed for sale, three had asking prices ranging from $3.5m to $3.995m.

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

Productivity Comparison

$0.000

2015 Citation CJ2+ - Part 135 Year

There is a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year recovery period, or under ADS using a twelveyear recovery period.

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

Table C (bottom, left) depicts an example of using the MACRS schedule for a 2015model Citation CJ2+ in private (Part 91) and charter (Part 135) operations over five- and seven-year periods.

Table D (top, right) depicts an example of using the MACRS schedule for a 2015-model Citation CJ3+ in private (Part 91) and charter (Part 135) operations over five- and sevenyear periods.

Table E (middle, right) depicts an example of using the MACRS schedule for a 2015model Citation M2 in private (Part 91) and charter (Part 135) operations over five- and seven-year periods.

$0.196

$0.000

The points in Chart G (bottom, right) are centered on the same three aircraft. Pricing used in the vertical axis is as published in Aircraft Bluebook. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors: 1. Four Passenger Range (nm) with www.AVBUYER.com

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AirCompAnalysis SEPT20.qxp_ACAn 18/08/2020 16:47 Page 6

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Others may choose different parameters, but serious business aircraft buyers are usually impressed with price, range, speed, and cabin size.

The Citation CJ3+ offers a larger cabin volume and longer range (with four passengers), but at a higher price. While the Citation M2 and CJ2+ are aligned perfectly for move-up opportunities (as Chart G shows), each offers great value in its own market.

Although the Citation M2 trails on the productivity chart, it can be acquired at the lowest price of the three aircraft, and for operators whose typical mission need fits within its lower range and payload capabilities, it provides a very attractive option with a lower operating cost.

And though the CJ2+ is no longer in production, it was produced in sufficient numbers to ensure a good supply of parts and maintenance expertise exist to keep would-be buyers of pre-owned CJ2+ aircraft flying for a number of years yet. Good CJ2+ jets on the used market may provide an even lower price point for those willing to operate an older aircraft.

The Move-Up G Question

Though not every owner/operator moves up into a larger jet, for those who do the question becomes what their upgrade path will be? Will they stay in the Cessna Citation family (for example) or seek a different aircraft make?

According to JETNET, 52% of the owners selling an M2 as of this writing opted to upgrade, with 25 operators choosing the CJ3+ as the aircraft to upgrade into. By comparison, 38% of those selling a CJ2+ have done so with an upgrade path planned – the most popular being the CJ4 (17) and the next most popular being the original CJ3 (13).

In Summary

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

Operators should weigh up their mission requirements precisely when picking which option is the best for them. Ultimately, there is plenty for a prospective buyer to consider when deciding over which performance criteria is better suited to them in an aircraft.

All three business jets offer great value in the Light Jet market today. T www.AVBUYER.com

Table D - Citation CJ3+ MACRS Depreciation Schedule 2015 Citation CJ3+ - Part 91 Full Retail Price - Million $5.500 Year

-2

1

Rate (%)

Depreciation ($M)

Depreciation Value ($M) Cum. Depreciation ($M)

32.0%

20.0%

3

19.2%

4

5

11.5%

11.5%

6

5.8%

$1.100

$1.760

$1.056

$0.634

$0.634

$0.317

$1.100

$2.860

$3.916

$4.550

$5.183

$5.500

$2.640

$4.400

$1.584

$0.950

$0.317

$0.000

2015 Citation CJ3+ - Part 135 Full Retail Price - Million $5.500 Year

1

Rate (%)

Depreciation ($M)

Depreciation Value ($M) Cum. Depreciation ($M)

14.3%

2

24.5%

3

17.5%

4

5

12.5%

8.9%

6

8.9%

7

8.9%

8

4.5%

$0.786

$1.347

$0.962

$0.687

$0.491

$0.491

$0.491

$0.245

$0.786

$2.133

$3.095

$3.782

$4.273

$4.764

$5.255

$5.500

$4.714

$3.367

$2.405

$1.718

$1.227

$0.736

$0.245

$0.000

Source: Aircraft Bluebook

Table E - Citation M2 MACRS Depreciation Schedule 2015 Citation M2 - Part 91 Full Retail Price - Million $3.100 1

Year

Rate (%)

Depreciation ($M)

Depreciation Value ($M) Cum. Depreciation ($M)

20.0%

2

32.0%

3

19.2%

5

4

11.5%

11.5%

6

5.8%

$0.620

$0.992

$0.595

$0.357

$0.357

$0.179

$0.620

$1.612

$2.207

$2.564

$2.921

$3.100

$2.480

$1.488

$0.893

$0.536

$0.179

$0.000

2015 Citation M2 - Part 135 Full Retail Price - Million $3.100 Year

1

Rate (%)

Depreciation ($M)

Depreciation Value ($M) Cum. Depreciation ($M)

14.3%

2

24.5%

3

17.5%

4

5

12.5%

8.9%

6

8.9%

7

8.9%

8

4.5%

$0.443

$0.759

$0.542

$0.387

$0.277

$0.277

$0.277

$0.138

$0.443

$1.202

$1.744

$2.132

$2.408

$2.685

$2.962

$3.100

$2.657

$1.898

$1.356

$0.968

$0.692

$0.415

$0.138

$0.000

Source: Aircraft Bluebook

Chart G - Productivity Comparison $9.0

Price (Millions)

available fuel 2. The long-range cruise speed flown to achieve that range 3. The cabin volume available for passengers and amenities

$8.0 $7.0

2015 Citation CJ3+

$6.0

2015 Citation CJ2+

$5.0 $4.0

$3.0 $2.0

2015 Citation M2

$1.0 $0.0 0.000

0.050

0.100

0.150

0.200

0.250

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

Mike Chase’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

AVBUYER MAGAZINE Vol 24 Issue 9 2020

75

Values Intro.qxp_Finance 18/08/2020 12:10 Page 1

VALUES - LARGE CABIN JETS

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Business Aircraft Values: The Large Cabin Choice There are occasions when the operator’s mission dictates an aircraft of larger capacity. This month our value study focuses on our definition of Large Cabin and Ultra-LongRange business jets. he average Large Cabin and Ultra-Long-Range jets share more in common than they differ, with similar cabin sizes and comparable cruise speeds ranging roughly between 450-500kts. For the purpose of this month’s focus, we’ll categorise Large Cabin and Ultra-Long-Range jets under the generic category of ‘Large Cabin jets’, on the basis of their shared characteristics, and MTOWs that generally range between 38,000-100,000 pounds.

Large Cabin jets have much in their favor. Seatsfull range capabilities typically go up to, and into the 6,000nm range, making these effective nonstop continent and ocean-crossing machines. The fewer the stops, the shorter the overall trip time!

One disadvantage the Large Cabin jets have over their Small and Medium jet kin is their need for runways longer than 6,000ft, which restricts the number of airports they can use by comparison.

Nevertheless, for the trans-oceanic traveller, the advantages offered by these airplanes far outweigh the negatives.

Where the Large Cabin airplanes really excel (as the name would suggest) is in their cabin capacities. A cabin will typically stretch from 30-40 feet or more, enabling operators to enjoy a wider array of finishing options and office capabilities than jets in the smaller segments can provide.

T

76 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

Cabin heights in excess of six feet guarantees stand-up cabin comfort, while seating capacity of 8-18 is typical.

Naturally, the size and range capabilities of Large Cabin jets don’t come cheaply, and you’ll need a larger fuel budget, more hangar space and a larger maintenance budget. Yet for the company with the need, the Large Cabin jet will rarely prove too small, and only occasionally be too large for an airport you’d prefer to access. In these situations, supplemental charter is the answer.

Large Cabin Jet Price Guide

The following Large Cabin Jets’ Average Retail Price Guide represents current values published in the Aircraft Bluebook–Price Digest. The study spans model years from 2001 through Summer 2020. Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year.

For example, the Bombardier Global 5000 values reported in the Summer 2020 edition of the Bluebook show $19.0m for a 2013 model, $17.0m for a 2012 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.

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VALUES - LARGE CABIN JETS

Large Cabin Jets: Average Retail Price Guide MODEL YEAR $

2020 US$M

2019 US$M

2018 US$M

2017 US$M

2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

2011 US$M

MODEL BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 650

11.0 32.4

21.0

19.0

16.0

15.0

BOMBARDIER CHALLENGER 605

-

-

10.0

9.0

12.5

11.5

10.5

10.0

9.5

14.0

BOMBARDIER CHALLENGER 604 BOMBARDIER GLOBAL 7500

75.0

68.0

BOMBARDIER GLOBAL 6500

56.0

50.0

BOMBARDIER GLOBAL 6000

62.3

39.0

34.0

31.0

29.0

27.0

25.0

23.0

21.0

BOMBARDIER GLOBAL 5000

50.4

33.0

30.0

27.0

25.0

23.0

21.0

19.0

17.0

15.0

19.0

18.0

23.5

20.5

19.0

16.5

14.5

19.5

18.5

17.5

BOMBARDIER GLOBAL EXP XRS BOMBARDIER GLOBAL EXPRESS DASSAULT FALCON 8X

59.3

49.0

44.0

42.0

40.0

DASSAULT FALCON 7X

53.8

42.0

36.0

34.0

32.0

29.5

27.5

25.5

DASSAULT FALCON 2000LXS

35.1

29.0

26.0

24.0

22.0

21.0

20.0

19.0

DASSAULT FALCON 2000S

29.95

24.0

22.0

20.0

19.0

18.0

15.0

14.0

DASSAULT FALCON 2000LX DASSAULT FALCON 2000DX EASy DASSAULT FALCON 2000EX EASy DASSAULT FALCON 2000EX DASSAULT FALCON 2000 DASSAULT FALCON 900LX

44.8

33.0

30.0

28.0

25.0

22.0

20.5

45.0

41.0

38.0

34.0

28.0

25.0 23.0

22.0

20.0

20.0

19.0

17.0

16.0

15.0

14.0

13.0

12.0

10.0

13.0

11.0

10.0

8.0

-

DASSAULT FALCON 900DX DASSAULT FALCON 900EX EASy DASSAULT FALCON 900EX DASSAULT FALCON 900C EMBRAER LINEAGE 1000E EMBRAER LINEAGE 1000 EMBRAER LEGACY 650 EMBRAER LEGACY 600 EMBRAER LEGACY 135BJ GULFSTREAM G650ER

70.5

58.0

50.0

47.0

45.0

43.0

41.0

39.0

37.0

GULFSTREAM G600

58.5

54.0

GULFSTREAM G550

54.5

40.0

35.0

31.0

29.0

27.0

25.0

24.0

22.0

22.0

GULFSTREAM G500 (NEW MODEL)

48.5

42.0

40.0 18.5

17.5

15.0

14.0

12.5

10.5

GULFSTREAM G500 (OLD MODEL) GULFSTREAM G450

21.0

19.0

18.0

17.0

16.0

GULFSTREAM G400 GULFSTREAM G350 GULFSTREAM G300 GULFSTREAM GV GULFSTREAM GIV-SP AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM

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Retail Values May2019.qxp_RPG 18/08/2020 12:13 Page 2

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What your money buys today

Summer 2020 2010 US$M

2009 US$M

2008 US$M

2007 US$M

2006 US$M

8.0

7.0

6.0

5.0

4.0

9.0

8.5

8.0

7.5

2005 US$M

2004 US$M

2003 US$M

2002 US$M

2001 US$M

MODEL YEAR $ MODEL BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 650

6.2

BOMBARDIER CHALLENGER 605 5.9

5.6

5.3

5.0

4.7

4.5

BOMBARDIER CHALLENGER 604 BOMBARDIER GLOBAL 7500 BOMBARDIER GLOBAL 6500 BOMBARDIER GLOBAL 6000

14.0

13.0

12.0

11.0

10.0

9.0

17.0

16.0

15.0

14.0

13.0

12.0 11.0

BOMBARDIER GLOBAL 5000 BOMBARDIER GLOBAL EXP XRS 10.0

9.0

8.5

7.5

BOMBARDIER GLOBAL EXPRESS DASSAULT FALCON 8X

18.5

17.5

16.5

DASSAULT FALCON 7X

15.5

DASSAULT FALCON 2000LXS DASSAULT FALCON 2000S 12.5

11.5

10.5

10.5

9.0

8.5

11.0

10.0

DASSAULT FALCON 2000LX

9.5

DASSAULT FALCON 2000DX EASy 9.5

9.0

8.5

7.0

6.5

6.0

DASSAULT FALCON 2000EX EASy

8.0 7.0

6.5

5.5

5.0

DASSAULT FALCON 2000EX 4.7

4.3

DASSAULT FALCON 2000 DASSAULT FALCON 900LX

16.5 14.5

13.0

12.0

11.0

10.0

9.0

16.0

15.5

15.0

14.5

13.5

12.5

8.4

DASSAULT FALCON 900DX 11.5

7.4

DASSAULT FALCON 900EX EASy

10.5 8.5

8.0

7.5

6.7

6.5

5.9

DASSAULT FALCON 900EX DASSAULT FALCON 900C EMBRAER LINEAGE 1000E

18.0

EMBRAER LINEAGE 1000

16.0

EMBRAER LEGACY 650

9.0 7.5

7.0

6.5

EMBRAER LEGACY 600

6.0 5.5

5.0

4.5

4.2

EMBRAER LEGACY 135BJ

4.0

GULFSTREAM G650ER GULFSTREAM G600 20.0

18.0

17.0

16.0

15.0

14.0

13.0

12.0

GULFSTREAM G550

16.5

15.5

14.5

13.5

11.5

9.5

8.5

7.5

GULFSTREAM G500 (OLD MODEL)

13.0

12.0

11.0

10.0

9.0

8.0 7.5

7.0

GULFSTREAM G400

5.0

4.5

GULFSTREAM G300

GULFSTREAM G500 (NEW MODEL)

9.5

9.0

8.5

8.0

7.5

GULFSTREAM G450

GULFSTREAM G350

7.0

10.5

10.0

GULFSTREAM GV

5.9

5.6

GULFSTREAM GIV-SP

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

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FLIGHT DEPARTMENT MANAGEMENT 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.

Why Pay for an Engine Maintenance Program?

Engine maintenance programs can be OEM or non-OEM but either way they give peace of mind to operators. Due to cost, however, they do not represent a fáit accomplis, as Andre Fodor explores...

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he nearly new aircraft that I was flying had less than one hundred hours. I had personally selected it, accompanied its factory build and acceptance inspections, and negotiated the purchase. This was my baby and I was now enjoying flying this aircraft with big and powerful engines.

The first inspection became due based on calendar months: This jet was built as an airliner and would never reach time-based inspection schedules. Released from the OEM’s maintenance facility following that first inspection, all of the paperwork had been reviewed and the postinspection checks were concluded.

We were in an upbeat mood, ready to fly the airplane home and then onwards to Europe.

Leaving the service center, we taxied towards the longest runway where we would have time to lineup, go full power, check the instruments, and then release the brakes verifying all parameters before

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committing to take-off.

Receiving clearance, we smoothly accelerated towards rotation speed and enjoyed a normal liftoff. At four hundred feet, however, the entire aircraft filled with a haze of acrid smelling smoke.

The next three minutes seemed to pass in slow motion as we donned oxygen masks, declared an emergency, heard traffic being re-vectored and found ourselves on final with all checklists completed.

By the time we landed, the smoke had disappeared and we short taxied the airplane back to the service center.

The subsequent investigation showed that an assembly defect on one of the engines caused the crimping of a gasket ring allowing oil to enter the hot bleed air distribution plenum. The required action involved the full removal of an engine for repair and helps answer the topic of this month’s article: ‘Why pay for an Engine Maintenance Program’?

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The Case for the Engine Maintenance Program

In thirty years of Business Aviation flying, I have tried to make peace with the high costs associated with business jets. Considering the individual components that make an airplane, engines may be the most expensive.

Each of the engines installed on the jet with the smoke issue cost nearly $4m (put another way, they comprised nearly 30% of the retail value of the airplane). It’s arguable that the airplane – being new – was under warranty, but enrolling with an engine maintenance program we were able to eliminate the red tape.

We avoided the hassle of filling out warranty claims and negotiating work scopes. Instead, the people with the tools to repair the airplane were able to proceed right away. Moreover, the cost of labor associated with the removal and reinstallation of a faulty part, shipping costs, and other expenses that are typically not included

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under a warranty were covered by the engine maintenance program.

The turn-around time for such a repair as we required (allowing for the engine to be shipped, processed, cell-tested, repaired, re-tested and returned) could easily reach sixty days, with a fair wind.

As a flight department, you need to consider whether you could park the airplane for that long, or would you want a loaner engine installed?

Not everybody has a $4m engine sitting on a shelf waiting for the day you need it. However, a component of an engine maintenance program contract is the assurance of loaner engines (or supplemental lift until one can be arranged).

And here is another scenario: An industry friend was flying a newly-released aircraft model powered by a brand new engine type. That engine faltered, requiring an off-wing repair. With little or no expertise yet available (trained technicians) for that engine type, few spare parts distributed through

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the OEM’s network, and no spare engines available, in the case of my friend the aircraft remained parked, awaiting a repaired powerplant for a very long time.

Alas, his principal had chosen not to enroll on an engine maintenance program. Had he done so with the engine manufacturer’s program, the manufacturer would have been obliged to take a brand new engine from the production line and install it on the airplane until the original could be repaired.

“When deciding if your airplane should be enrolled on a program, assume that you will either pay for it while you own the airplane or when you sell the airplane.”

There are Some Caveats…

There are, of course, caveats to engine programs.

They can be expensive (for example, depending on options chosen a Large Cabin jet coverage can cost $20k per month). And expectations of coverage may differ between the owner and the provider. As an example, the provider may select a high-time refurbished part to install in your lowtime engine, and what may be abnormal to you may be within specifications to them. It is therefore vital to ensure you understand one another fully.

Even with the caveats, engine maintenance programs assure you that tools and parts will get to where you are when you most need them. The program provider has the know-how to ship major components across borders, knows the tooling required for the job, and has technicians with passports to travel in your direction at a moment’s notice.

Getting the Most from Your Program

Developing a relationship with the field representative assigned to your account gives you access to someone with engine-specific expertise and knowledge of how to get things accomplished.

They can be valuable door-openers when things get tough.

Although engine maintenance program contracts tend to be fairly rigid, there should be some room for minor tweaking, and the opportunity for buy-in incentives if you are planning to bring your pre-owned aircraft into a program.

In Summary…

When deciding if your airplane should be enrolled on a program, assume that you will either pay for it while you own the airplane or when you sell the airplane (at a discount to offset the fact that it has no program coverage) – especially when the majority of your aircraft’s make/model is enrolled.

Paying for an engine program is a complex decision requiring a commitment towards a contract and monthly capital outlays that pay for a

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pre-determined number of hours regardless of whether you fly them or not.

Not having coverage may be a fair decision to the large operator with many aircraft of the same type. They can dilute the risk within the fleet. But for the single aircraft operator or small fleet manager, the engine maintenance program should be one of the pillars of a well-managed budget within a professionally-run flight department. ❙

ANDRE FODOR ARTICLES

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FLIGHT DEPARTMENT MANAGEMENT Mario Pierobon is a safety management consultant and content producer. He currently is working on a research project investigating aircraft ground handling safety. Contact him via marioprbn@gmail.com

How Operators and Trip Support Services are Evolving (Pt 2) What are the minimum standards operators should be looking for from their ground handlers, and what ensures they receive adequate care and service? Moreover, how can these standards be ensured in remote locations? Mario Pierobon concludes his review…

A

s we began discussing previously, the requirements of business aircraft operators regarding pre-flight aircraft preparation and the market catering to these requirements have evolved rapidly over recent years. This is specifically because of the introduction of technology, macroeconomic trends, and data management.

Today’s business aircraft operators have access to more information and more options than ever before, all of which helps optimize service delivery and timelines.

We’ll conclude our mini-series reviewing best practices for ‘supplier qualification’ and ground services within remote regions.

Supplier Qualification

In the past, most operators would simply hire 86 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

handlers that were recommended by their service providers. Today, the selection process has become more sophisticated, with operators expecting more from their ground handlers.

There’s an expectation that the international service providers will play a role in selecting ground handlers that meet their own rigorous standards, suggest Carlos Schattenkirchner, director of UAS China.

“They are looking for tangible metrics,” Henry LeDuc, UAS regional operations manager elaborates. “This involves quality monitoring, auditing and more. Basically, the advantage of partnering with a trip provider with a worldwide scope is their capability to do this. UAS does so on an ongoing basis on behalf of operators.”

Historically the choice of FBO would be based on the lowest price of fuel or services or the www.AVBUYER.com

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passenger/crew’s personal preference, notes Robert Baltus, COO, European Business Aviation Association (EBAA), “especially when flying to locations that are not visited frequently, it would be down to the operations department to select an FBO based on either brand or price.

“Today, an operator’s own safety management system (SMS) should ensure control over any related safety risks by identifying and managing its third-party suppliers.

“One way of helping our members achieve this is for EBAA to ensure operators are able to find locations with the right staff, training and procedures through support and promotion of the IBAC International Standard for Business Aircraft Handlers (IS-BAH).”

EBAA promotes IS-BAH as the Business Aviation handling standard with EASA to ensure that business aircraft operators have appropriate standards that apply to them (as opposed to generic airline standards), Baltus notes.

“If there is one thing operators can – and in our view should – do from a safety and compliance perspective in the supplier qualification process, it is always to go for an IS-BAH registered handling agent”, he says. www.AVBUYER.com

Several operators have their own internal auditing requirements which are either an on-site visit or a desktop audit.

“Each operator may ‘choose’ which areas they concentrate on but they tend to look at the same areas: safety management, documentation and manuals (policies, processes and procedures), training, ground support equipment operation and maintenance, and how employees are supervised whilst performing services”, notes Simon Wade, regional safety manager, Universal Aviation.

“There is also the IS-BAH. At this time, the standard is purely ‘optional’ and therefore ground handlers do not have to comply with it. Those who do choose to follow the program must reach and maintain at least stage II. Areas audited include safety management, documentation, emergency response arrangements, training, GSE, maintenance, and security, along with other areas.”

According to Oleg Kafarov, director of portfolio development and corporate communications at Jetex, having the right certification and transparent global standard in aviation is essential to ensure flawless aircraft handling.

“A preliminary audit or questionnaire, followed by site audit, are the best ways to select and

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appoint the most professional suppliers,” he says.

“Coupling a focussing on qualifications and recurrent training, surveys with consistent auditing and communications further helps to improve the process.”

Ground Services in Remote Regions

When it comes to operating in remote regions, services can vary greatly. “Even in locations where we do not have our own location, we work closely with third-parties to ensure they are meeting our minimal standards for safety,” assures Wade.

“Operators should always ask their ground handler what their standards are and how many wing walkers are used.”

Ensuring a seamless ground service in remote locations can indeed be a challenge due to the lack of resources and expertise. “There are stations where luxury ground transportation might not be present to facilitate a more comfortable and convenient aircraft boarding,” says Kafarov.

“Operators should focus on the service offered by the local teams, appropriate training and communication, as well as a systemized approach to mitigate any possible risk or deviation.”

The core advantage of Business Aviation is its ability to operate to remote locations that are underserved by commercial airlines. “Internationally, there is not the FBO system that North American and Western European operators have come to expect.

“At many of the locations, airport employees that also service the commercial operators are the only people servicing aircraft. In many cases, business aircraft are seen as a lower priority to the airlines and

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all services, including fuel, can be affected by the commercial movements.”

In these circumstances, it is highly recommended that you employ the use of an aircraft supervisor to be directly involved in the on-ground coordination of the services. “It is vital that they have a good familiarity with local processes. They should have ramp access to work to ensure your flight stays top of mind,” Schattenkirchner stresses.

“One of the key advantages in involving a trip support provider like UAS is their daily experience in delivering solutions like staff relocation for supervision every day,” Le Duc adds. “Remote locations are not only a challenge for the operator and the crew but often also for the local airport that sometimes is not as well versed in the particular service needs of business jets.

“So, sending experienced ground staff from other stations makes a significant difference in delivering a successful operation.”

Even in remote regions operators should apply the same preference for IS-BAH registered handling agents. “The IS-BAH is a truly International standard, with registered locations across five continents and if it’s not available, at least use the services of a trip support company with specific knowledge and contacts in that region,” Baltus summarizes.

“The primary selection there should be based on the quality of the operation and on available audit reports and only secondarily on price. Having an aircraft grounded due to a handling mishap close to the home base is one thing - but having it happen in a remote location with all the logistical issues surrounding this is much worse.” ❙

FLIGHT DEPARTMENT MANAGEMENT ARTICLES

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Cabin Electronics Upgrades (Part 3) Over this series, Ken Elliott reviews cabin electronics upgrades with a focus on retrofit. This final part addresses the product and should be helpful to buyers, brokers, integrators and others…

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he intent of this article is not to recommend a specific product or provide comparisons, but instead to prepare the aircraft owner for an understanding of the need for, and scope of, generic products in the cabin environment.

Modern aircraft tend to be delivered with factory-standard cabin electronics, where the providers of cabin systems have a certain exclusivity with the aircraft manufacturer. Older used aircraft will be less likely to have a standard factory solution.

Where it is available, it may be wise for owners to review the aircraft factory offerings with regard to future cabin upgrades.

Even though factory solutions may cost more, they’re likely to be well thought-out and fully integrated to existing systems, including the cockpit avionics.

When stepping aboard a typical business jet, first impressions are everything. Interior designers go to great lengths to ensure the look and feel of the cabin will not only impress, but make you feel safe and relaxed.

When it comes to the cabin electronics, passengers will focus on where and how their senses interact. So for now, at least, that will involve audio, visual and touch…

Audio

The first impression relating to audio is that it needs to be a personal experience, without aberration and faithfully mirroring its source. Passenger address from the cockpit requires a speaker. Other than that, or unless the complete cabin is intended for a singular experience, speakers are not such a big deal anymore.

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The personal desires and focus of each passenger will be different, and is accommodated through the individual control of their audio and visual selections. If Bluetooth is available, personal headsets can now be brought onboard without the need for cables and phone jacks.

When an aircraft passenger takes their seat, they are likely to want to access their own headset with a personal device to immerse themselves in an individual activity. However, from an audio perspective there are three characteristics unique to the aircraft experience: • •

•

Your audio will be interrupted by passenger address info, directly on your headset.

With Air to Ground (ATG) you may not use voice and data below 10,000ft. One exception is GoGo, which has provided internet capability above 3,000 feet (particularly useful for short duration flights).

Cabin voice calls cannot be made using cellular networks.

Voice calls are either via a Satcom, when installed, or using Voice over Internet Protocol (VoIP) when the internet and Wi-Fi are active.

Visual

If a monitor or display is turned on and showing a video source, it will draw the attention of the passengers. If it is turned off, and therefore unlit, it will need to blend in to the background.

Selecting monitors is a decision to be influenced by capability and aesthetics.

Equally, anywhere from the entry way to the aft vanity www.AVBUYER.com

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A

FIGURE A: Sense Interaction in Cabin Systems

suite/unit, if the various zones of the cabin are lit they will draw the same attention. But when unlit the lamps & fittings should be discreetly concealed.

The visual experience of entertainment can include the use of both aircraft displays and personal devices.

Touch

Tactile cabin interaction is all about functionality, human factors and aesthetics. As with lighting and displays, the control and switching should subtly blend in to side ledges and Passenger Service Units (PSUs).

Cabin Electronics Sub Systems

Pretty much anything that invokes an interaction in the cabin has an electronic aspect to it. Even existing aircraft systems, like oxygen, water or temperature control, use an electronic switch with some form of associated digital-to-analogue interface.

Existing airframe systems still require motors, relays, mechanical switches and control boxes.

Modern cabin upgrades, being digital, need additional interface and adaptation to different forms of technology. When selecting for your next cabin upgrade, be sure to involve the completion center to satisfy the proper marriage of new cabin controls to existing airframe systems. A seamless integration is always desirable.

From a product selection perspective, each of the subsystems listed in Table A (below) have important considerations, especially regarding integration. Following, we will summarize some of these…

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Cockpit Integration

For safety, the cockpit must always have a means of isolating primary power from the cabin in case of any power-related emergency. Some legacy aircraft were not wired this way meaning it may need to be added.

Cockpits must also be able to communicate with the cabin for announcements. These will interrupt personal devices and in-use aircraft entertainment. So, upgrades should not overlook the Passenger Address interface.

Both the cockpit and cabin will likely share Air to Ground (ATG) and Satcom systems for both voice and data activity. For product selection, anticipation of cockpit and cabin utilization will be helpful. Modern cockpits are using more and more data, placing greater demand on communication devices.

Main Cabin and Galley Lighting

Today, there is so much choice with aircraft cabin lighting. Some lighting providers specialize in updating incandescent and fluorescent lamps to LED. However, do not be fooled by the appearance of simplicity with respect to the update…

Each lamp (or group of lamps) has its own power source, taking either AC or DC aircraft power and converting to the specific lamp voltage. These converters will be buried behind the galley or in another ‘hard to access’ location. Even wiring may need to be replaced.

When considering lighting, try to envisage a passenger’s first impression, the impact of lights across different cabin zones, and who will have the control.

Having indirect and reveal lighting is always preferable to

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A

FIGURE B: Typical Mid-Size Jet Cabin Lighting

direct, unless for reading use. Closets for storage, cabinets and drawers should all be well lit when needed. And it is necessary that the lighting controls themselves are located sensibly. Figure B demonstrates the potential complexity of cabin lighting. The ‘switchology’ can quickly become confusing as more lights are added.

Existing Airframe & Cabin Related Services

Some examples in which cabin electronics will need to digitally control existing systems include: • • • • • • • • •

Galley & Cabin Services Temperature & Air Entryway/Vestibule Lighting Air Stair Jump Seat Temperature Control Lavatory Vanity Passenger Service Units (PSU)

Some larger jets employ a cabin attendant, while others rely on the passengers to help themselves at the galley. The galley is considered a work area, but because it may form part of the entryway, or be prominent, but it must conceal its ‘workings’ with features and controls mounted discreetly.

When there is an attendant, the jump seat will be occupied and from there, the air stair and entryway dome light may be controlled. A typical cockpit headset is needed for a jump seat location. Attention can be alerted from and between the cockpit, jump seat, galley and individual cabin call buttons.

In business jets, the VIP seat position may permit extra functions such as master temperature control for the cabin or operation of window blinds. The preferred selection of functions from this panel and another, typically near the divan location, is crucial for product selection criteria, partially because of integration with existing analogue systems.

Vanity lighting in the lavatory area is a special selection as you may be adapting to a unique voltage source. The supplier will need to know what already exists, in advance. The lavatory itself will need to flush, and a new digital switch, to match the overall upgrade, will need to adapt to the existing flush motor control.

If you are changing cabin lighting to LED, now is the time to consider any other changes to sub-assemblies, such as PSUs. 92 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

One example will be LED reading and table lights.

Cabin Entertainment

AC Power & USB Ports: Each seat location, including at the divan, will require an individual power source for carry on devices. These are currently low voltage USB ports and are better if backlit.

Cabins need AC power for commercial devices, for ground and flight use. Some are power hungry, so do ensure outlets with sufficient electrical current capability are provided. Because of their secure messaging, fax machine provisions combined within an onboard printer, should be considered. Ensure AC outlets are ground fault interrupted (GFI).

Wi-Fi Routing: Internet access can be provided via hard-wired Ethernet or as wireless, using Wi-Fi routing. Both serve as the connection to the internet. The aircraft, in effect, becomes a hotspot allowing multiple users.

Routing equipment selection should be matched with the bandwidth, speed and level of security required for both cabin and cockpit.

Bluetooth: For the cabin Bluetooth is now the preferred wireless connection between personal headsets and associated entertainment devices. Bluetooth provisions can save you on wiring (both headset plug-ins and aircraft cables). Information via Bluetooth is bi-directional, so include Bluetooth transmitters and receivers with their own selection capability.

Entertainment & Data Content: Typically preloaded, data content is not dependent upon the internet. Offering an HDMI port on the aircraft side will allow passengers to interface video playing devices to cabin displays. Video monitor and major cabin system providers are a source for content when not downloaded directly from the internet or via satellite TV. Cabin Switching & Management: Functional control of cabin systems is key to maximizing the utilization of cabin electronics.

Placement and tactile interface deserve careful deliberation.

Also, functionality with selection priority by seat location are important deliberations.

Besides the switch selection and control of a function, passengers need to know that the selection has actually been made. This is achieved via feedback confirmation. This can be as simple as a green light within the selection switch itself.

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Always allow for growth in cabin management, including likely improvements in technology (such as the onset and migration of 5G technology).

Video: As with audio, video originates at different sources.

Today, using their personal carry-on devices, more passengers rely on an ability to view internet-derived content. However, a well-placed monitor or two will still be a plus, especially in cases where carry-on equipment is discouraged.

The order and priority of video source selection requires careful thought, based on how the cabin will be utilized. The size and layout of the cabin will ultimately define the detail of video switching.

Choosing, and installing noise-free video displays should also be a priority, or extensive troubleshooting may be necessary.

Satcom & ATG (TV/Data/Internet/Voice): For a typical flight, and assuming an upgrade will include both Satcom and ATG for worldwide coverage, the aircraft owner may want to deal with the points highlighted in Table B (above).

Once completed and working with a vendor, establish the speed and bandwidth necessary to satisfy all of them. Also select products based on latency specifications, because data delay can be frustrating. Companies (such as GoGo) are now offering incentives to be ‘system ready’ for 5G via ATG. There is no doubt that 5G will be transformative and it makes sense to equip forward if the budget permits.

Outside the cabin, data handling capability should include, or be upgradable for, real-time maintenance tracking, flight monitoring, and real-time physical tracking of the aircraft.

Audio: For the cabin there are three different audios to consider.

These include: • • •

Passenger headset Passenger speaker Cockpit passenger address

Passenger headsets will monitor audio associated with onboard video and carry on-device content. If there are remaining cabin-installed audio sources (such as DVD and stored digital music) they will need to be accommodated. Audio should be high fidelity and free of any interference, while easy to select.

Regular passenger(s) may desire to use their own headsets.

Audio vendors should know the preferred headsets to ensure you purchase products that are ideally suited to the passengers.

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With audio, as well as video, placement of speakers and Bluetooth audio routing selections are crucial.

Service Provider: If your cabin management system and entertainment is from Collins Aerospace or Honeywell (can be listed as an aircraft OEM solution), it makes sense to use their preferred Service Provider (SP).

However, many cabins are not so integrated, and there will be several SP options available. Apart from the cost of services, the level of security provided by the SP is important. On-board executives consider it essential to have tamper-free, two-way, data and communication. Companies like Satcom Direct, make it their business to focus on cybersecurity, because they realize how crucial it is in today’s environment.

By engaging your SP early on regarding anything Satcom/ATG-related, you will be well placed for the product selection best suited to your operation.

In Summary…

Within this three-part series we have emphasized the importance of planning and preparation for a cabin upgrade.

Where aircraft are equipped with OEM standard cabin management systems it is wise to start with them to consider what is available. (For example, software updates alone can be a ‘vendor-OEM-only’ provision.)

Examples of installation considerations and product selection criteria should arm an aircraft owner or operator with some of the tools necessary for negotiating the cabin electronics that are best for you.

Keep in mind there are systems to suit every budget and operating environment. Envisage the cabin in its normal flight configuration, then work closely (and early) with vendors, your completion facility of choice, and your selected SP. This will ensure a satisfactory passenger experience when the aircraft returns to service. ❙

Ken Elliott is a veteran with 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 system, 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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Refurbishment: What are the Important Value Aspects?

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REFURBISHMENT SPECIAL

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View of the refurbished main cabin of the Embraer Legacy 500

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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.

How to Refurbish an Embraer Legacy 500 In Style Adding several feathers to its cap, F/LIST recently refurbished a pre-owned Embraer Legacy 500 cabin for a client, managing every part of the process in-house. Matt Harris spoke to the Austria-based company to learn how they did itâ&#x20AC;Ś

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owards the end of Summer 2019, F/LIST received a call from a prospective customer who was looking to buy a pre-owned Embraer Legacy 500. The customer wanted to discuss the cost of a refurbishment.

Having previously owned several smaller aircraft, this acquisition represented his first foray into MidSize Jet ownership. After initial discussions over budget and some of the potential complexities of a larger cabin refurbishment, the customer identified the specific aircraft he wanted, and the planning process began.

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This Project was Personal…

The customer visited F/LIST’s Austrian headquarters to select materials and discuss his specific needs, and in this instance it was important that they had an interior that completely matched their taste and style.

Although a business-owner, the jet had been purchased primarily for their own private travel.

“This project was really all about creating a look and feel exactly to the customer’s wishes,” Markus Schröcker, Business Development & Sales Aftermarket, OEM Worldwide told AvBuyer. “He had a very clear picture in mind, and it was all about finding

and combining the right materials.”

Fortunately for the client, he had chosen a well-qualified center. F/LIST knew the aircraft well having built the cabinets and flooring for that same jet when it was new in 2015 (as it does for all Legacy 500s rolling off the Embraer production line).

At one point during the planning process, the client wasn’t keen on the shade of the wood sapele on his newly acquired aircraft, though he liked the texture. Instead of removing the materials and starting from scratch, F/LIST prepared three different samples with different depths of the same shade. From those, the client selected the one they liked helping ensure it was only necessary to remove the varnish from the existing wood, stain it to the appropriate color, and re-varnish with a high gloss.

With the Legacy 500 still being quite a new aircraft, this project also represented the first time the company had been asked to refurbish one.

“It is always special for us when we can be part of an aircraft’s life cycle more than once,” Schröcker added. If the results of this project are anything to go by, it is unlikely to be the only Legacy 500 the company becomes reacquainted with.

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Re-stained, re-varnished high gloss wood veneer

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The refurbished galley area, showcasing the high gloss veneer and granite stone work surfaces

Cabin Walk-Around

Boarding the aircraft passengers find themselves in the entryway/galley area, and step on to a real granite stone floor with a brushed finish (more on this later). Samples of the restained, high gloss wood cabinetry lay directly ahead in the galley area, with more of the same granite stone material used on the galley work surfaces.

The plating details in the galley and throughout the aircraft are the same as were in the original interior since these were in excellent condition.

Turning right into the main cabin there are six single seats – four to the front (two front-facing, and two rearfacing), and two to the aft (one front-facing and one rear-facing). Each has been re-covered in a light grey/taupe leather, and exhibits an impressive diamond stitching effect.

“We provided three different samples of the diamond stitching to our client and he chose the one you see here,” Schröcker notes. “He liked the sporty look and feel it gives.”

Between each set of seats is a table matching the same stain and gloss varnished finish as the cabinetry in the galley.

Opposite the two seats to the aft of the cabin, on the right is a divan in a

matching light grey/taupe shade to the seats, but instead of using leather the divan is covered in a bold, woveneffect fabric.

Meanwhile, running throughout the main cabin is a carpet made from a wool and silk combination, and rising up from the side of the floor on each side of the cabin the lower side panels have been re-upholstered in a dark grey leather. For contrast, the upper side walls and headliner sport an almost white ultra-leather covering.

Stepping beyond the main cabin and into the restroom, the look matches the galley area with the same real granite stone floor. This granite flooring was developed by F/LIST as an alternative to existing flooring solutions and carpets, and is designed to be extremely durable in the hightraffic areas of the interior.

It would be fair to say the flooring has been a success. Easy to retrofit as part of a cabin refurbishment, at least 500 have been manufactured to date, and F/LIST supplies them to Bombardier (for all aircraft types), Gulfstream (for all aircraft types), Dassault for the Falcon 7X and 8X, and Embraer for all aircraft except the Phenom 300.

More granite is used on the counter surfaces in the restroom area around the basin, while the cabinetry

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Main Cabin

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Refurbished restroom to the aft of the Legacy 500's cabin

is of the same wood veneer used throughout the rest of the aircraft.

Communication the Key

But what was the biggest challenge during the project? Schröcker points to the COVID-19 pandemic. “We started the project in early February, and then in March Europe and the US started to shut-down – so getting materials became the biggest challenge to this project.”

Nevertheless, the F/LIST team remained in continual communication with the client, relaying the project status at every turn, managing expectations, and working tirelessly to maintain the client relationship. The process – although delayed by a few weeks – came to its successful conclusion in June.

As Schröcker reflects on the project as a whole, he concludes how proud F/LIST is of the way every element of the project was handled and completed in-house – whether the upholstery and certification work in the company’s Berlin facility, or the manufacturing and testing in Thomasberg, Austria, F/LIST had it covered.

More information from www.f-list.at

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Markus Schröcker, F/LIST (left) and a close-up of the diamond stitching applied to the seating (right)

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

Aircraft Refurbishment: What are the Important Value Aspects?

What areas of a cabin

refurbishment hold

particular value for a

business jet operator?

Chris Kjelgaard asks the

industry experts...

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he styling and equipment choices made by private owners when refurbishing the interiors and exteriors of their business aircraft are usually influenced strongly by personal taste.

Owners who use their aircraft only to fly themselves, their families and friends often personalize their aircraft extensively.

Indeed, according to Business Aviation consultant Brian Foley, â&#x20AC;&#x153;The value of a business aircraft interior is that the owner can customize it any way they want.â&#x20AC;?

However, operators of fleets of fractional-ownership or charter aircraft often view the primary drivers of value in

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Photo Courtesy of StandardAero

Gulfstream G550 (Photo Courtesy of Duncan Aviation)

an interior or exterior refurbishment differently.

For those operators—especially the largest ones—it can be far more important to ensure the interiors and exteriors of every aircraft in the fleet have a consistent look and feel, in order to emphasize a unique brand positioning.

Part 135 charter operators, particularly, want the fittings, equipment and finishes in each one of their hard-working aircraft to be very durable and easy to maintain, says George Bajo, modifications and completions manager for Duncan Aviation’s MRO facility at Battle Creek, Michigan’s W.K. Kellogg Airport.

“Directors of maintenance [for charter fleets] like maintainability and ease of access,” so that repairs and replacement of damaged equipment can be performed quickly and without incurring significant aircraft downtime.

To that end, such operators often choose neutral color palettes for their aircraft interiors and exteriors, choosing darker furnishings, fittings and materials so any dirty smudges can’t easily be www.AVBUYER.com

seen and surfaces can be wiped clean quickly, notes Bajo.

They also favor thin (but beautiful and lightweight) laminate finishes in various materials over outfitting aircraft in exotic wood stylings which may be easily damaged and very difficult and expensive to repair.

Connectivity

There does remain a strong degree of commonality between private owners and fleet operators in terms of the major refurbishment elements they value the most, though. Today, top of the list is making sure each aircraft is supplied with high-bandwidth connectivity.

“There has been a big push for connectivity for the past two to three years,” says Kevin Kliethermes, director of sales, Flying Colours Corp. “Now everybody wants it faster, with more robust upgrades getting more bandwidth into the cabin.”

“You can get unbelievably good connectivity in

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aircraft these days,” notes Marc Drobny, president of StandardAero’s Business Aviation Division.

While Gogo’s air-toground internet service remains popular for owners and operators of Light and Mid-size aircraft operating largely within the confines of the North American mainland, some operators are increasingly using jets such as Challenger 650s to fly transoceanic sectors linking North and Latin America with Europe, says Kleithermes.

That, along with the very high bandwidth levels offered by new Ka-band and Ku-band communications satellites, and the rapidly decreasing consumption cost of the bandwidth those satellites provide, is persuading some owners to refurbish their aircraft with satcom terminals where possible.

Photo Courtesy of Duncan Aviation

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Photo Courtesy of StandardAero

Passenger-friendly CMSs, Durable Cabin Materials

A related refurbishment demand by many owners and operators is for their aircraft to be fitted with newer, more passenger-friendly cabin management systems to replace their original CMSs, according to Drobny. Customers often want their aircraft to have a CMS they can access and operate from their tablets and smart-phones.

Fleet operators in particular often request a slightly less complex CMS which is easy to maintain and which their disparate groups of customers uniformly find easy to operate, Bajo notes.

And another common refurbishment requirement, says Drobny, is for the aircraft to be fitted with a streaming server so that customers can use the higher-bandwidth connectivity now available to stream video to their personal devices.

Regarding the aesthetics of a cabin, Duncan Aviation, StandardAero and Flying Colours are all noticing that customers want the stylings of their aircraft interiors to reflect modern design thinking.

“There’s a lot of push around very contemporary designs, with streamlined seats which are square and not round or puffy,” Kleithermes explains, illustrating that owners of older jets increasingly want their interiors “to mimic the stylings of new aircraft”.

While MRO companies will allow refurbishment customers to specify exactly how they want their aircraft to look and what materials they want in the cabins, they will advise customers wherever possible to choose the most durable and easy-tomaintain materials—such as thick, dark-colored carpeting made entirely of aviation-grade wool.

Natural-fiber carpets are much more fireresistant than synthetic fibers, but while silk—the other natural fiber often used to make very highquality business-aircraft carpeting—looks beautiful, it makes for a much less durable and harder-tomaintain aircraft carpet than wool, Bajo notes.

Meanwhile, some owners and operators find that marble and granite laminates provide

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REFURBISHMENT V Gulfstream GV-SP (Photo Courtesy of Duncan Aviation)

memorable and hard-wearing flooring materials for their aircraft.

Functionality over Aesthetics?

As of this writing, the coronavirus was influencing the business-aircraft refurbishment market, according to Drobny.

“Right now we’re probably seeing more people coming in for functionality [upgrades] rather than for aesthetics. Up till March 2020, we were seeing those get set aside sooner as there was more interest in the aesthetic stuff.

“It’s definitely a Covid-19 phenomenon,” he adds. Moreover, usually when aircraft are coming in for refurbishment upon resale, “We’re probably seeing more functionality [modifications] from the sellers’ perspective,” Drobny adds. “Buyers are much more inclined to invest in aircraft aesthetics,” in order to personalize their aircraft or to give it a fleet-wide branded look.

What Provides Value in Cockpit Upgrades?

Private owners can be more reluctant to invest in non-mandatory cockpit upgrades than in cabin refurbishments, says Bajo. However, directors of maintenance for fleets are often willing to upgrade flight decks with newer displays and avionics units if those improve the reliability and maintainability of the aircraft.

As an example, maintenance directors may well favor replacing obsolescent CRT displays with V

Challenger 604 (Photo Courtesy of Duncan Aviation)

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lighter-weight new LED displays, while data-link equipment is also welcomed as it often allows crews to perform quicker, more direct taxiing out to the runway and fly more direct routings.

If a cockpit-refurbishment element can be shown to improve the pilots’ workload, for instance by increasing flight deck automation, then the decision to upgrade is often easier.

Research and Ask Questions

Kleithermes, Drobny and Bajo stress that it is very important for a potential buyer of a refurbished aircraft to research the aircraft in as much depth as possible to understand exactly what the requested purchase price includes.

All three say the maintenance and refurbishment documentation and the warranties which accompany the aircraft and its equipment form additional, highly important elements of overall refurbishment value.

All three provide their customers with extensive documentation— including photography—of all aspects of the work they perform when undertaking a refurbishment.

While a customer might consider the cost of extensively documenting such work to be high, minimal documentation can be far more expensive in terms of impact on the aircraft’s resale price.

For instance, says Kleithermes, if the buyer of an aircraft finds that the documentation accompanying it does not include the material burntest pass certificates the FAA requires, the buyer has no choice but to have the interior of the aircraft completely refurbished again.

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Photo Courtesy of StandardAero

The refurbishment must use materials which successfully pass the mandated burn tests, allowing the required certificates to be provided.

That is a highly expensive and time-consuming process.

Wherever possible, would-be buyers should also ask owners about the maintenance performed on their aircraft and check the accompanying maintenance documentation. This can show up potential problems such as maintenance procedures not being carried out in accordance with the aircraft’s official maintenance manual.

When refurbishing one particular Challenger 350, StandardAero found issues arising from maintenance previously performed incorrectly, says Drobny. Asking questions can also highlight whether the supplemental type certificate used to perform a prior modification was fully suitable for that aircraft.

AVBUYER.com

offer solid warranties guaranteeing their work and equipment for anywhere from one to three years.

Some providers will allow their warranties to transfer with the aircraft if it is resold within the period of coverage.

Others may be willing to consider doing so on a case-by-case basis.

Good providers will also allow the customer flexibility in terms of where any new work required under the warranty is performed, if the customer’s aircraft is geographically remote from the original provider’s facilities.

High-quality workmanship, by-the-book procedures and ample documentation together have a significant positive effect on the resale value of a refurbished aircraft. Not only will a wellturned-out aircraft with good records often sell much more quickly than an aircraft which hasn’t been looked after very well, but its resale value is also likely to be much higher.

“It's estimated that a pristine interior can enhance value by upwards of 20%, whereas a ratty interior could deduct by 20%,” Foley concludes. ❙ Photo Courtesy of Duncan Aviation

Warranties as a Value Element

The warranties provided for the work and replacement equipment involved in a businessaircraft refurbishment also represent a significant value element within the overall package. Reputable refurbishment providers 110 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

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Update on Brexit and European Aviation Operations for US Registered Aircraft While the UK has now officially left the EU (as of January 31, 2020), not much has changed, or will until at least the end of the year. During this “transition period” for the UK, it will be “business as usual for citizens, consumers, businesses, investors, students and researchers in both the EU and the United Kingdom”, according to the EU Aviation Safety Association (EASA).

This transition period is meant to give the UK time to negotiate a new and equitable partnership with the EU. It is scheduled to end on December 31, 2020 but can be extended once for up to two years if there is joint agreement before July 1, 2020. These continued negotiations only involve the UK and EU. So while it seems there will be a year of normalcy between the UK and EU, we still can’t say exactly what will happen. However, we have a pretty good idea of what the new UK regulations will look like when the transition period is over. The general information outlined here will likely survive whatever agreements the UK makes with the EU.

The UK within EU Regulations Currently, aircraft registered in the UK intending charter flight operations to, from, within or via this “European Aviation Neighborhood” need no special permits to operate to and from the UK and the rest of Europe, or within the UK proper. After the transition period, UK-registered air carriers will no longer be considered a part of the neighborhood.

One look at the map and a glance at the economic figures for European aviation, and it is clear that the UK is a still a major piece of real estate. Nevertheless, UK air carriers will have to be considered Third Country Operators (TCOs) and will need to hold an EASA-issued Foreign Carrier Permit (FCP) and a Part-TCO Certificate prior to undertaking any commercial flight from the UK to anywhere in the European Aviation Neighborhood (just as the FAA requires to certify foreign carriers in the US).

Post-Brexit, aircraft registered elsewhere in the European Aviation Neighborhood and operating to, from, or within the UK, will now be considered foreign operators for the UK Civil Aviation Authority (CAA).

The UK Aviation Regulations and the Block Permit After the transition period, the UK will implement new aviation regulations largely mirroring the EU laws – essentially allowing aviation to continue as it did before. The procedures are in place, with few changes, to maintain free passage between States of Europe and the United Kingdom.

These new UK laws are comparable to FAA Part 129, which “prescribes rules governing the operation within the United States of foreign air carriers appropriately authorized

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by the Civil Aeronautics Board or the Department of Transportation (DOT)”.

The new rules include the UK Part-TCO, but once purchased, operators will then be able to further obtain one of two permits which pertain to where they can operate and how often: 1) a Foreign Carrier Permit, or 2) a Block Permit which will be a new product offered by the UK. (The block permit will not be flight specific and can allow TCO aircraft to go between the UK and European Aviation Neighborhood for an initial period of 3 months, with a potential extension of up to 9 months.)

Exceptions to the Block Permit This permit does not apply to aircraft operating purely private flights, meaning zero payment for services (even gas for the flight), to, from, or within the UK – all of which will not need a Block Permit.

The requirement also makes exception for: “overflights; state flights from a foreign government or military-registered aircraft; positioning flights, ferry flights or delivery flights; flights for the purpose of undertaking repairs, alterations, maintenance, or salvage; and test flights”.

What it Means for US Aircraft Owner Trustors These changes mostly apply to charters operators of aircraft of less than 19 seats – most private flights are exempt from the rules outlined above. The bottom line is that post-transition period, members of the European Aviation Neighborhood will be considered “foreigners” to the UK, and vice versa.

Likewise, US registered aircraft will be foreigner to both, which will mean that Nregistered aircraft operating in both Europe and the UK will need all permits. Again, if you already have the EASA-issued permits, new ones will not be necessary, but the additional UK permit will be mandatory to operate in the UK.

More information from www.wbaircraft.com Read the full version of this article, with in-depth information on each area of discussion online at www.avbuyer.com

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How to Get Your Aircraft Paint Job Right What does having a business aircraft repainted involve, and what should

owners and operators keep in mind

when planning for the process? Gerrard Cowan speaks to the experts…

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business aircraft’s paint design is a key aspect for many operators, sealing positive first impressions and supporting marketing efforts more widely. However, if you’re thinking of touching up your platform’s livery, there are a few key tips to bear in mind, according to industry experts.

Aircraft painting is a complex process, both for new aircraft and repainting existing assets, says Christian Karl, head of sales – business jets at RUAG MRO International.

RUAG has its own aircraft painting hangar at its maintenance, repair and overhaul (MRO) facilities at Munich-Oberpfaffenhofen, where it works with operators, private owners and other aircraft MRO companies on a wide range of aircraft, from the full series of Bombardier and Embraer platforms to select Gulfstream series.

For repainting, the process involves stripping the existing surface coating, with a subsequent inspection to identify and treat any damage from weather environments and operating conditions. RUAG then

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

Because different companies approach the paint job in different ways, it is essential that operators understand the process, according to Gama Aviation, and that they work closely with their supplier on developing their approach.

(Photo courtesy of Gama Aviation)

Gama Aviation provides paint services in a range of areas and works on varying sizes and types of business aircraft.

(Photo courtesy of Gama Aviation)

applies an additional sanding process to ensure base coat integrity, before the aircraft is treated with a primer.

The aircraft then receives corrosion protection, before surfacing work and a topcoat, leading to the final design application. The process is the same for new, unpainted aircraft, says Karl, though without the need to strip an existing coating.

“Periodic exterior surface painting ensures an owner remains aware of their business jet’s basic condition while also reaffirming continued airworthiness for reliable aircraft productivity,” he explains.

Every Five to Seven Years

According to Angie Coleman, completions and modifications sales spokesperson at Duncan Aviation, operators should consider repainting their aircraft every five to seven years, and ensure they use a facility that is authorised by the appropriate governing aviation authority, such as the FAA or EASA. Duncan Aviation provides paint services for a wide www.AVBUYER.com

range of business aircraft at its facilities in Provo, Utah; Lincoln, Nebraska; and Battle Creek, Michigan.

Coleman notes that there is a range of legal requirements that need to be followed.

For example, the light reflectance value of an aircraft’s registration number must differ significantly from that of the surrounding paint.

When it comes to the design work, suppliers like Duncan Aviation work with the customer to find an approach that matches their vision, Coleman explains.

“Was there something online that the customer saw, or something else that really catches their eye? Is there a certain color that they like and is there a certain scheme that they like?”

The designers can also create different schemes for operator review, even if the operator is unsure of what they want, Coleman adds. The designers will then produce a rendering of the design.

However, Coleman warns that business operators should never make decisions on paint colours or design based only on a rendering. They should also request a manufacturer paint sample, because sometimes a rendering’s appearance can be affected by the computer monitor on which it is being viewed.

“Maybe you’re looking for a certain shade of grey, and on the computer screen it looks grey but is really more of a blue,” she illustrates. “Renderings are good to see what the actual scheme will look like on the airplane, but as far as colour selection and approval go, make sure you get a paint sample.”

Timing Your Paint Job

Karl said that operators should optimize a scheduled downtime to include aircraft painting, ensuring time and cost savings. “One downtime, one location – maximum services,” he says.

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RUAG MRO International has its own aircraft painting hangar at its maintenance, repair and overhaul (MRO) facilities at Munich-Oberpfaffenhofen. (Photo courtesy of RUAG MRO International)

Marilyn Nieves is project manager at Gama Aviation’s Fort Lauderdale Executive Airport operation, which provides paint services in a range of areas and works on varying sizes and types of business aircraft.

Nieves also underlines the importance of optimizing the maintenance schedule.

Stripping and painting an aircraft takes an average time of about four weeks, depending on the size of the aircraft. Meanwhile, a full refurbishment of an interior can take anywhere from four to eight weeks, again depending on the size of the platform.

Because the aircraft must constantly generate revenue, operators want them to be down for as short a period of time as possible, “so when you're painting an aircraft and you are interested in doing the interior, it's best to get everything done at the same time”, she says.

Because different companies approach the paint job in different ways, it is essential that operators understand the process, Nieves adds, and that they work closely with their supplier on developing their approach. The design itself depends on the particular customer, and can range from a basic design of a white aircraft with two stripes up to a far more complex vision.

Many companies wish to display their own logo or colours on the aircraft, Nieves explains. Because they may want to sell the aircraft further down the track, it can make sense to apply a non-permanent solution – for example, through the use of vinyl graphics, so that “when they do go for resale it doesn’t impact the value, because those graphics can easily be removed”.

Resale Value

Aviation analyst Brian Foley says that using a highquality paint could also aid the operator if they eventually decide to sell the aircraft, as “having a paint job towards the top end of the scale permits a seller to ask a higher price and potentially sell the aircraft faster”.

He also advises operators to arrange for appropriate hangar facilities to protect their aircraft, including its paint design. However, Foley believes that incorporating a logo into an aircraft design can have negative consequences for operators, who could risk criticism based on environmental factors, or potentially incurring shareholder displeasure over the initial purchase.

“I would advise not to have a company logo for reasons of security and anonymity,” he says. “Not only do you telegraph your location to competitors and the general public, but you could be exposed to flight shaming and shareholder discord.” ❙

Duncan Aviation provides paint services for a wide range of business aircraft at its facilities in Provo, Utah; Lincoln, Nebraska; and Battle Creek, Michigan. (Photo courtesy of Duncan Aviation)

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REFURBISHMENT

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

116 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

On Trend Cabin Refurbishment Materials

www.AVBUYER.com

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Refurbishment 4.qxp_Finance 19/08/2020 09:37 Page 2

AVBUYER.com

The evolving nature and quality of aircraft interiors periodically

undergo dramatic changes. If you’re planning a cabin refurbishment

anytime soon, you’ll be interested to know what’s popular today. Dave

Higdon asks some of the industry’s

refurb specialists…

R

oday business aircraft OEMs enjoy the benefits of a wide variety of synthetic materials for use in their aircraft cabins. From today's smallest business jets (such as the Cirrus SF50 VisionJet) to the bizliners produced by Airbus and Boeing, the interior material options are truly dizzying, and the accouterments available seem almost unlimited.

Of course, it’s not just the factory-new completions specialists who have access to such a vast array of choice. The same is true for owners of aircraft seeking to refurbish their interiors. So how is an owner/operator to make the right decision when seeking to refresh the look of their business aircraft?

T

Timing is Everything…

In speaking with several interior, upholstery and cabin specialty shops, the months since the coronavirus emerged have brought an increased interest in materials that are resistant to surface contamination, and which can trap airborne particles.

And with frequent interior cleaning now a routine part of aircraft operations – particularly for charter and fractional aircraft – interest in non-absorbent textiles continues to grow. Ultimately, operators are showing a desire for upholstery and carpet that is resistant to absorbing droplets aspirated by cabin occupants, and that are easier to clean between flights.

With that said, there are also some noteworthy aesthetic trends of note. With changing tastes, lightcolored finishes are showing increased popularity with both owners and designers. “It seems the latest trends in new aircraft interiors have gone to grays and taupe,” notes Rick Richardson, president of Aircraft Interior Products (AIP).

The colors are very light, especially on the large aircraft, while contrasting grays are in vogue on smaller aircraft. “Light leather, black cabinets and lighter finishes can help make the cabin feel brighter and more spacious,” Richardson adds. “Blues are coming back into use, as well, particularly in refurbishment work.”

AIP has created some of its own products, such as the AeroLock magnetic flooring system which is installed using magnets to hold it in place. “That makes it easier to remove and replace for maintenance work or to change the look,” Richardson notes.

Moreover, it helps reduce cabin noise levels (including an improvement of 2.5 decibels aboard one Embraer Legacy 600, Richardson claims).

“What we're seeing over the past two or three years is that owners are opting to remove the carpeting, replacing it with hardwood or tile [flooring].” Carpet is “pretty expensive and the other materials hold up better,” Richardson argues.

AIP has also pioneered the Chillowich woven vinyl flooring. “It has so many applications — it can be used on airstairs; as cut-outs for maintenance runners; for entry areas; lavs; and cabin flooring,” Richardson explains.



www.AVBUYER.com

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“...operators are showing a desire for upholstery and carpet that is resistant to absorbing droplets aspirated by cabin occupants, and that are easier to clean between flights.”

Hard Goods in Aircraft Cabins

Of course, cabins are not all fabrics and flooring. Hard goods play a big role in aircraft cabins, and these days, Richardson notes, newer and more-modern materials are popular for overhead panels, bulkheads and cabin separators, in cabinetry, lavatories and galleys.

For those seeking such materials, Techno Aerospace offers decorative electroplating for aircraft interiors; artistically created surfaces using hydrographic printing; 3D metallized surface finishes; ceramic surfaces; and can even apply finishes of commissioned fine art for its clients.

The company also provides components for the cabin, such as turnkey galleys, periphery systems, and it can perform structural modifications, testing and substantiation.

For Smaller Business Aircraft…

Meanwhile, Air Mod, led by the 2020 Aviation Technician of the Year, Dennis Wolter (the company's founder more than 45 years ago), holds several STCs for light-aircraft cabin improvements and has

ad re ou Re Mo Ab

t

produced numerous FAA field approvals for seat improvements, cabin ventilation, instrument lighting, cabin upholstery, windshield and window modifications, and passenger restraints.

When we last spoke, Wolter noted a shift in client interest in interior finishes, advising that new windows, lighter upholstery and better carpeting could enhance the interior's appearance and help reduce noise levels in the cabin. And he is among those who suggest owners consider using synthetic leathers where possible, both for their lower costs and high finish durability.

Wolter is experienced in satisfying some of the most demanding clients in the business, including the Aircraft Owners & Pilots Association (Air Mod both redesigned and reupholstered the interiors of five AOPA sweepstake airplanes between 1994 and 2013).

The recurring advice Wolter gives to aircraft owners looking toward an interior makeover, however, is to carefully weigh their choices of materials. He adds that for such a long-term outcome as a new cabin, scrimping may save money in the short-term but is unlikely to pay-off longer-term. ❙

BUSINESS AIRCRAFT MRO

118 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

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REFURBISHMENT

AVBUYER.com

R

Rebecca Applegarth is an Aviation Journalist on the AvBuyer team.

Chartering Your Jet Out? How to Plan a Refurbishment Planning the refurbishment of an aircraft

cabin that will be chartered out needs to account for some special considerations that may differ from private use. Elliott

Aviation’s Meghan Welch and West Star

Aviation’s Debi Cunningham share their tips...

120 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

hile regulatory factors will to some extent drive interior refurbishment choices for a Part 135 aircraft, there are extra considerations and decisions to make relating to the aesthetics.

Anticipating a heavier volume of usage for your aircraft’s cabin, how do you select the best materials?

According to Welch, “Charter operators often take a very conservative approach to the actual design of their aircraft to appeal to more types of customers”. For example, due to the nature of the use of the aircraft, they are likely to opt for a more limited palate for materials, she explains.

One area this may reflect is in the decisions over refurbishing the seats.

W

Seat Considerations

Where colors are concerned – particularly on high-wear items like seats, “We strongly suggest that a charter operator does not choose lighter colors as they show wear more easily,” Welch suggests.

“Darker leathers don't show dirt or wear so much,” Cunningham agrees, “For example, darker leathers can hold their own when newspapers are thrown on them – you won't see the print rub off. Darker seems to look better for longer.”



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REFURBISHMENT

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Armrests in any cabin take a beating because they are rubbed against and handled just by passengers moving through the cabin, Cunningham continues.

“They get cleaned a lot and that makes them show wear and tear. A nice armrest cover is pleasant to use, and now in the COVID-19 era they can be made of ultra-leather to match the seats and will keep the armrests safe, and ensure the covers can be cleaned and reused.”

Staying with a neutral color or earth tones is a good rule of thumb, she suggests. That way if the aircraft is sold, the buyer may elect to make changes to a few of the cabin items, and with earth tones/neutrals it's easier to mix and match colors and tones with what is being kept.

“For the seat design itself, we suggest owners/operators consider eliminating seat-back pockets as these can become areas that collect passenger trash,” Welch explains.

Divans

Divans are a great place to add a bit of fabric to the cabin, Cunningham suggests. “Operators can bring all the colors together in the divan fabric, or they can add another dimension to help warm up a cabin’s look.”

However, Cunningham notes that when doing a corporate interior, the trend for divans – depending on airframe – is increasingly for leather. “It used to be mainly fabrics, especially with a family-owned aircraft, but leather is easier to keep clean,” she explains.

“Nevertheless, a lot of people prefer a divan that is fabric as it is cooler than leather, especially if the divan is being laid on.”

Window & Head Liner

Another area subjected more to the potential for stains and marking are the window and head liners.

When an operator is using the aircraft for Part 135 charter, “we will often suggest ink and stain resistant materials,” Welch says.

“Ultra-leather is much easier to clean up after a coffee spill or wine spill,” Cunningham adds. “It’s still not the best for ink or markers, but it’s easier to clean than leathers or fabrics in those areas specifically.”

Carpeting

Part 135 business aircraft tend to see a heavier footfall passing through the cabin, meaning some consideration needs to go into the choice of carpet.

“A loop carpet is usually stronger and shows less wear because of its construction,” Cunningham suggests.

“Cut pile flattens much easier over time and with wear.

And multi-color is a good idea because it helps hide dirt, stains, etc. So, a solid loop, or a loop/cut pile constructed carpet with a multi-color pattern is always a nice pick for charter.”

Since the carpet is going to encounter a lot of traffic, Welch suggests an owner/operator orders extra carpet, or an exchange carpet so they can be properly maintained and easily changed. “And, in the highest122 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

traffic areas (such as the entryway) we will suggest entry runners or different flooring,” she adds.

Woodwork and Storage

With a view to it being easier to touch up if and when needed, where the woodwork is concerned, Welch recommends high-gloss veneer as opposed to a matte finish.

“Some customers also evaluate their galley layout and will eliminate coffee service areas to minimize some of the additional spills in the cabin,” she notes.

“These areas in the galley can be reconfigured for additional storage areas.”

In Summary

With no guarantee that charter users will take the same care of an aircraft’s interior as a private or corporate owner would, and a need to appeal to a wider range of tastes, many charter operators find a winning formula with neutral tones and hard wearing, more stain-resistant materials.

There is plenty to discuss with your MRO shop who will be able to provide you with tips and help with the selection of the best value materials for the job.

More information from www.elliottaviation.com or www.weststaraviation.com ❙ www.AVBUYER.com

Testimonial February front section.qxp_Layout 1 22/01/2020 16:05 Page 1

ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION

"We have found AvBuyer to be an excellent portal to introduce and then market our aircraft on a global basis. The depth of their readership seems unsurpassed with a primary focus on European and other world markets.

We have quantified results from our marketing engagement with this firm and are very pleased to continue advertising with them.

Mark J. Graubart, Executive Director, Aircraft Sales Group LLC

“I’ve found AvBuyer to be very effective at reaching a global market, both through its digital and print distribution. And the AvBuyer team is great to work with!”

Jim Donath - Donath Aircraft Sales

Community News Sept.qxp_Layout 1 19/08/2020 09:58 Page 1

COMMUNITY

OEM Bites

Airbus Corporate Helicopters won a new order for its latest ACH160 helicopter from an experienced Italian operator for use on private and corporate flights mainly inside Italy. The ACH160 has now been ordered by customers in eight countries across North America, Latin America, Europe, China and South-East Asia. www.airbus.com/helicopters.html

Cirrus Aircraft Launches Turnkey Management Program According to Cirrus Aircraft, its new VisionAir ownership program is a completely turnkey program that includes everything needed to own, operate and manage a Vision Jet, “making the reality of ownership more accessible than ever”.

V

isionAir is a comprehensive aircraft management program for Vision Jet owners, developed to unlock the unique benefits of having direct access to the Cirrus Aircraft team to manage, provide pilot services, and maintain a customer’s brand-new Vision Jet. The program includes an ondemand professional pilot, concierge services, complete maintenance coverage, aircraft management oversight and storage, as well as options for insurance coverage and referrals for professional tax advice.

“Our mission is to make personal aviation more accessible,” Zean Nielsen, Cirrus Aircraft’s CEO, explained. “Now, more than ever, people are looking for alternative ways to travel, with the added assurance of safety and privacy.

124 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

“The Vision Jet is an exceptional solution and we are excited to provide a direct pathway to complete ownership that allows our customers to enjoy all of the benefits of personal aviation while we take care of the details,” Zean added.

Bell Helicopter announced that the Bell 505 has been accepted by the Tanzania Civil Aviation Authority (TCAA) for airworthiness certification in the United Republic of Tanzania. Type certified for operations up to 22,500ft density altitude, the Bell 505 has seen more than 260 worldwide deliveries since 2017. www.bellflight.com

200 Vision Jet Deliveries

In 2016, Cirrus ushered in a ‘new era’ in personal business transportation with the FAA certification of the world’s first single-engine jet. Less than five years later, Cirrus has delivered the 200th Vision Jet. Moreover, in 2019 the company unveiled and began delivery of the G2 Vision Jet, offering enhanced performance, comfort and safety over the original.

More information from www.cirrusaircraft.com/visionair

Bombardier Aerospace, having recently marked the 350th delivery of its Challenger 350 Super-Mid-size jet, will enhancing its cabin. The cabin will feature high-speed Ka-band connectivity, a refreshed CMS interface (inspired by the Ultra-Long-Range & Large Cabin Global 7500), and other sophisticated cabin design options. www.businessaircraft.bombardier.com www.AVBUYER.com

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Community News Sept.qxp_Layout 1 19/08/2020 09:58 Page 2

AVBUYER.com

OEM Bites

Daher received certification from EASA and the FAA, authorising the availability of the emergency autoland system, HomeSafe, on its TBM 940 very fast turboprop. New deliveries of TBM 940s will be factory-equipped with the emergency autoland system, while aircraft already delivered in 2020 can be upgraded at TBM service centers. www.tbm.aero

Gulfstream G700 Flight-Test Powers Forward The all-new Gulfstream G700 Ultra-Long-Range and Large Embraer has enhanced the cabins of its Praetor 500 and 600 jets. The OEM is making the HEPA filter standard on all Praetors (capturing 99.97% of all particles such as bacteria, viruses, and fungi). In addition, Embraer announced certification of a new electric lavatory pocket door, and has approved the use of MicroShield360, a preventative coating system. executive.embraer.com

Pilatus Aircraft delivered two new aircraft to Jetfly Aviation, including a fifth PC-24 and a first PC-12 NGX. These acquisitions further reinforce the partnership of many years between the Swiss OEM and Europe’s largest fleet operator of Pilatus aircraft. Jetfly currently operates 47 Pilatus aircraft. www.pilatus-aircraft.com

www.AVBUYER.com

Cabin Jet is surpassing testing milestones, speed and altitude limits as it works towards certification in 2022…

ulfstream’s flagship G700 is enjoying a successful flighttest program, making progress with a number of accomplishments in testing and performance. The G700 has now flown more than 100 test flights, recently completed company flutter testing, and expanded the flight envelope at both high and low speeds.

As part of Gulfstream’s testing efforts, the aircraft also flew beyond its maximum operating speed and cruise altitude, reaching Mach 0.99 and an altitude of 54,000 feet. (In typical operations, the G700 has a maximum operating speed of Mach 0.925, and a maximum cruise altitude of 51,000ft).

“These accomplishments at this stage in flight testing point to the impressive maturity of the G700 program,” said Mark Burns, president, Gulfstream.

With 100% fresh, never recirculated air,

G

an industry-leading low cabin altitude, and the option for a true circadian lighting system, the cabin on the G700 has been developed to boost wellness and rejuvenate passengers. The cabin also features 20 Gulfstream panoramic oval windows in up to five living areas and the Gulfstream-exclusive ultra-galley, as well as a master suite option with stand-up shower.

The G700 is powered by Rolls-Royce Pearl 700 engines, and at long-range cruise speed of Mach 0.85 the jet can fly 7,500nm. In the cockpit, meanwhile, the G700 includes the Symmetry Flight Deck with the industry’s only electronically linked active control sidesticks, an extensive use of touch-screen technology, and Gulfstream’s award-winning Predictive Landing Performance System.

More information from www.gulfstream.com



Understanding the Business Aviation Market - with AVBUYER AVBUYER MAGAZINE Vol 24 Issue 9 2020

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JETAPPRAISALS Performed by Accredited Senior Appraisers

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COMMUNITY

Susie Corn

Bob Fairfield

Murtaza Hassan

Susie Corn accepted the position of Regional Sales Manager for the South Central United States, Duncan Aviation. Her territory includes Arkansas, Louisiana, New Mexico, Oklahoma, and Texas. Corn takes over after Rick Randall, a 20-year Regional Sales Manager, retired at the end of July.

Bob Fairfield is the new Northeast Regional Sales Manager for West Star Aviation. Fairfield’s previous experience includes various maintenance technician positions and most recently Regional Sales Manager at Gulfstream. He also holds an A&P certificate, an I.A. license as well as a private pilot’s license.

Murtaza Hassan has been named general manager of the Gulfstream St. Louis facility. He will oversee service center operations, including safety, quality, customer satisfaction and continuous improvement. Hassan has over 20 years of aviation maintenance experience and returns to

126 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

Gulfstream having served as a director at Dassault.

Pascal Laguerre replaced Nicolas Orance as Chief Technology Officer (CTO) of the Daher Group. To assist Pascal, Cédric Eloy is also appointed Deputy Chief Technology Officer.

Pascal Laguerre

Timothy Spihlman was appointed Chief Financial Officer, West Star Aviation, overseeing all aspects of the company's finance functions, including accounting, financial planning and analysis, tax and corporate strategy.

Tim Spihlman

James O. Wisecup, past chairman of the HAI Board of Directors, has died. Wisecup, a 16,000-hour dualrated pilot, retired from his post as assistant chief pilot of helicopter air ambulance (HAA) operator Air Methods in July 2019. He was awarded the FAA’s Wright Brothers Master Pilot Award in late June in recognition of his 50 years of professional, safe flight. T

James Wisecup

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Mesotis August.qxp 18/08/2020 12:47 Page 1

S H O W C A S E

MESOTIS JETS IS PROUD TO PRESENT THESE TWO CESSNA CITATION JETS

1995 Cessna Citation Jet SERIAL NUMBER: 525-0089 • REGISTRATION: D-IZRH • AIRFRAME TT: 6760:25 • LANDINGS: 6577 • TAP ELITE • ADSB OUT • LPV CONVERTER • INTERIOR REFURBISHED MAY 2018

1995 Cessna Citation Jet SERIAL NUMBER: 525-0090 • REGISTRATION: LZ-DIN • AIRFRAME TT: 4321:12 • LANDINGS: 3526 • TAP ELITE • PRO PARTS • LAST DOC 10 PERFORMED IN DECEMBER 2019 • GARMIN GTN 750 WITH ADSB • LPV CONVERTER • INTERIOR REFURBISHED IN 2017 Mesotis Jets Thomas Thums Fleischmarkt 7/3 1010 Vienna Austria

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Mob: +43-67-6590-0082 Tel: +43-1-533-757216 E-mail: tthums@mesotisjets.com www.mesotisjets.com

AVBUYER MAGAZINE R Vol 24 Issue 9 2020 R

127

1 Vienna Jets 2012 Embraer Phenom 300 September.qxp_Empyrean 18/08/2020 16:01 Page 1

S H O W C A S E

2012 Embraer Phenom 300 Serial Number: Registration: Airframe TT: Landings:

101 EASA / D-CSAG 2090 2505

Honeywell Radio Altimeter DME / ADF HF / SELCAL Combined Cockpit Voice Data Recorder (CVDR) Flight Data Recorder (FDR) ELT Ice Detector SVS – Synthetic Vision System Electronic Checklist Electronic Jeppesen Charts – ChartView CPDLC

Right engine PCE-DG0191 2090 2505 5000

Interior 7+1 Passenger Executive Interior with Forward Seat, Club Seating and Two Forward Facing Seats in Rear Aft Belted Lavatory with Rigid Door and Lavatory Cabinet Seats in Tasteful Beige Leather with Complimenting Accents Airshow Cabin Display Screen Forward Wardrobe and Refreshment Center

 ESP Gold  EEC Enhanced  WAAS/LPV  ADS-B  RVSM Engines S/N: Hours: Cycles: TBO:

Left engine PCE-DG0187 2090 2505 5000

Avionics Embraer "Prodigy" Garmin G1000 Avionics Three 12.4" Garmin Displays Garmin GFC-700 Automatic Flight Control System Dual Garmin Digital Air Data Computers Dual Garmin Integrated Avionics GIA-63w (WAAS) Dual Garmin Radio Modules (Including COM, VOR, ILS) Dual Mode "S" Transponder (ADS-B out) Dual Garmin GMA-1347D Audio Panels Garmin GDL-69A Sattelite Datalink Receiver Garmin GWX-68 Weather Radar ACSS - TCAS II

Exterior Attractive Overall White with Decent Red and Blue Stripes Options Premium Passenger Door Iridium Satellite Phone Heated Baggage Compartment Cockpit Sheepskin Covers, Smoke Goggles Cockpit Flood Light Sunvisors & Sunshades

Vienna Jets Thomas WIESER, Managing Director Kolschitzkygasse 2/18 1040 Vienna, Austria

128 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

Tel: +43 676 7217335 Email: sales@viennajets.com www.viennajets.com

www.AVBUYER.com

Vienna Jets x2.qxp_Heeren Cit Ultra sep 18/08/2020 16:02 Page 1

S H O W C A S E

2009 Embraer Phenom 100 Serial Number: Registration: Airframe TT:

55 EASA 2019

• ADS-B • WAAS/LPV • Fresh 10 Year Inspection and Landing Gear Overhaul • Lots of Payload !

Engines Pratt & Whitney 617 Avionics Garmin "Prodigy" G1000 Avionics Suite Garmin GFC-700 Automatic Flight Control System Dual Garmin GIA 63w Integrated Avionics (WAAS/LPV) Dual Garmin GTX 33D Transponder Mode S with ES (ADS-B out) Garmin GMA 1347D Audio Control Panel DME ADF Kannad ELT TAWS B TCAS I – Traffic Alert and Collision Avoidance System Enhanced Digital Weather Radar Central Maintenance Computer (CMC)

Interior Lavatory Cabin Temperature Regulation by passenger Live vests Cockpit sun shades and sun visor Cockpit seats sheepskin cover

2001 Piper Meridian Serial Number: Registration: Airframe TT: Landings:

4697031 D-FLBK 2970 2686

• WAAS/LPV & ADS-B • Fresh Inspections • Ready to Fly !

Engine PT6-42A Total Time: 2970 hours, 3600hrs TBO Prop: Hartzell 4-Blade Total Time: 1240 hours, Installed 11.2015

Avionics Maggitt Avionic Suite & Avidyne EX 500 MFD Avidyne IFD 540 - NAV/COM 1 Avidyne IFD 540 - NAV/COM 2 Avidyne IFD 540 GPS 1 (WAAS) Avidyne IFD 540 GPS 2 (WAAS) S-Tec 550 Autopilot WX-500 Stormscope RDR-2000 Weather Radar Garmin GMA-340 Audio Panel Garmin GTX-330D ES Transponder 1 (ADS-B out) Garmin GTX-330 Transponder 2 King KN-63 DME King KRA-10 Radio Altimeter Artex ME406 ELT

Vienna Jets Thomas WIESER, Managing Director Kolschitzkygasse 2/18 1040 Vienna, Austria

www.AVBUYER.com

Interior & Entertainment 2+4 Interior Club Configuration with Executive Writing Table Maintenance Fresh Annual Inspection Fresh Event 2 Inspection completed 06.2020 New Turbine Oil Cooler New Hydraulic Powerpack Window Seals renewed 2019 Pilot Oxygen Mask overhauled 03.2018 Ignitor Box replaced 10.2018 Ignitor Plugs replaced 10.2018 CAMO Controlled No Damage History

Tel: +43 676 7217335 Email: sales@viennajets.com www.viennajets.com

AVBUYER MAGAZINE Vol 24 Issue 9 2019

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Aero-Dienst GmbH September.qxp_Empyrean 18/08/2020 12:48 Page 1

S H O W C A S E

2008 Challenger 300 Serial Number: Registration: Airframe: Landings:

20170 N3975A 4135.7 2097

• One U.S. Corporate Owner/Operator • Engines and APU on MSP Gold • Collins Pro-Line 21 Advance Avionics with dual IFIS FSU • High-Level Option Packages • Dual SATCOM Systems • High Speed Internet with Cabin WIFI • Deluxe Galley with Sink and Forward Partition Door • CAMP Maintenance Tracking • Always hangered at its home base Philadelphia Intern. Airport (PHL) in PA, USA • Low-Time • FANS 1/A+, Link 2000+, ADS-B out (V2), SBAS/LPV Engine Engine 1: Honeywell AS907-1-1A (HTF-7000).

S/N: P118470. Honeywell MSP Gold. TT: 4135.7 hrs. Cycles: 2100.

Engine 2: Honeywell AS907-1-1A. S/N: P118470. Honeywell MSP Gold. TT: 4135.7 hrs.

Cycles: 2100.

APU Honeywell GTCP36-150(BD). S/N: P-306.

Honeywell MSP Gold. TT: 3510 hrs.

Avionics • Collins PL21 Advanced Avionics w/ dual FSU • 3 Collins VHF-4000 with 8.33 spacing • 2 Collins HF-9031A with SELCAL • 1 ICG ICS-220A Iridium Satcom System • 1 Collins SAT-2200 Inmarsat Satcom System • 1 Aircell GogoBiz ATG-5000 High Speed Internet • 1 Satcom Direct SDR Router with Cabin WiFi • 2 Collins NAV-4000/4500 • 2 Collins DME-4000 • 1 Collins NAV-4000 ADF Receiver • 2 Collins TDR-94D Mode S with ADS-B out (V2) • 2 Collins FMC-5000 FMS with V-Speed • 2 Collins GPS-4000S with SBAS/WAAS capability • 1 Collins RTA-854 Enhanced Wx Radar • 1 Collins WX-1000E Lightning Detection System • 1 Honeywell Mark VIII TAS-5000 EGPWS • 1 Collins TCAS II TTR-4000 w/ Ch. 7.1 • 1 L3 FA2100 SSFDR • 1 L3 FA2100 SSCVR • 1 ARTEX 406-N ELT Additional Equipment • Forward partition door • 16G belted toilet seat • Datalink with Graphical Weather on MFD • 3-D Flight Plan Nav Map Interior • 10 passengers interior including a fwd four-seat club, an aft two-seat club w/ a three-place divan.

• Deluxe fwd R/H galley equipped with sink, micro wave and Espresso machine Asking Price: US$ 8,750,000.00

Aero-Dienst GmbH Andreas Strabel Flughafenstrasse100, 90411 Nuremberg, Germany

130 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

Tel: +49 911 93 56-121 Email: andreas.strabel@aero-dienst.de www.aero-dienst.de

www.AVBUYER.com

Jetsense Aviation September.qxp_Empyrean 18/08/2020 15:52 Page 1

S H O W C A S E

Price: USD $2,095,000 Price Reduced 1995 Bombardier Challenger 601-3R Serial Number: 5174 Registration: N276GR Airframe TT: 7298.6 Landings: 4016  On Condition Engines Enrolled on GE OnPoint with Great Time Remaining on LLC’s  Fresh 12/24/48/60 Month Inspections  ADS-B Out  Flight Data Recorder  TCAS 7.1 Upgrade  Allied Signal MK-V EGPWS  10-Passenger Interior including Aft Divan and Crew Jump Seat Engines Left engine Right engine Description: CF34-3A1 CF34-3A1 S/N: 807229 807230 THSN: 7298.5 Hours 7298.5 Hours TCSN: 4118 Cycles 4118 Cycles TBO: On Condition On Condition Program GE OnPoint GE OnPoint APU DESCRIPTION GTCP 36-100E SERIAL NUMBER SN: P-297 TOTAL HOURS SINCE NEW 5896.9 HOURS TOTAL TIME 7298.6 Avionics EFIS (Electronic Flight Instrument System) 5-Tube Honeywell EDZ-815 w/ Multi Function Display FMS (Flight Management System) 2 NZ-2000 TCAS (Traffic Collision Avoidance System) 1 TCAS II w/ 7.1 IRS (Inertial Reference System) 2 Honeywell Laseref II

GPS 2 VHF COVHF COM (Very High Frequency Communications) 2 Collins VHF-22D w/ 8.33 KHZ Spacing HF COM (High Frequency Communications) 2 Collins HF-9000 w/SELCAL ADF (Automatic Direction Finder) 2 Collins ADF-462 DME (Distance Measuring Equipment) 2 Collins DME-42 NAV (Navigation Radio) 2 Collins VIR-32 Weather Radar 1 Sperry Primus 870 FDR (Flight Data Recorder) 1 Fairchild F1000 CVR (Cockpit Voice Recorder) 1 Fairchild A100A FDS (Flight Directors) 1 FZ-800 Transponder 2 Collins TDR-94D Radar Altimeter 1 Honeywell RT-300 EGPWS (Enhanced Ground Proximity Warning System) 1 Allied Signal MK V Interior Passengers 10 + Crew Jump Seat Forward Configuration 4-Place Club Aft Configuration 4-Place Divan Opposite 2Place Club Galley Location Fwd Galley Location Aft Baggage Compartment Aft Refurbishment Year 2014 (Seat Leather, Carpet, Fire Blocked Cushions) Exterior Base Color Matterhorn White Stripes Paisley, Harvest Gold and Castle Tan Location United States

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

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

AVBUYER MAGAZINE Vol 24 Issue 9 2019

131

FROG Flugservice GmbH May.qxp_Empyrean 18/08/2020 14:18 Page 1

S H O W C A S E

1997 Cessna Citation Jet with fresh engines Serial Number: Registration: Airframe TT: Landings:

525-0188 N525PA 5409 5999

ALWAYS HANGARED, PROFESSIONALLY FLOWN, NO DAMAGE HISTORY, COMPLETE DOCUMENTS. NO OPEN MAINTENANCE ITEMS. AVAILABLE IMMEDIATELY Engines Two Williams FJ-44 Engine #1 3105,1 h TSN, 2863 cycles, 3485 h remaining to OVH Engine #2 3119,0 h TSN, 2838 cycles, 3485 h remaining to OVH

The engines are not on any engine program, but have been overhauled by Williams August 2019. Have been running 15 hours since and can be enrolled into the TAP Blue program, TBO then 4000h Avionics & Connectivity Sperry EADI/EHSI left, fully switchable Dual Garmin GTN 750 FMS/Comm/Nav/ILS, LPV capable, PRNAV Dual King KN-63 DME Dual Garmin GTX-330D Mode S Diversity Transponders, WAAS, ADS-B out King RDR-2000VP Color Radar with BFGoodrich WX-950 Storm Scope GNS/XLS FMS with Shadin Air Data King KR-87 ADF King KRA-405B Radio Altimeter Artex C406-2 ELT

Interior & Entertainment Light grey 5 place passenger interior with forward RH side facing seat (overhauled 2019), 4 place center club seating, belted lavatory ( approved as 6th seat). Condition 9/10 Exterior Overall body White with Silver and Blue stripes, condition 7/10

Reduced Price $1,075,000

1996 Cessna Citation Jet Serial Number: Registration: Airframe TT:

525-0144 N525BQ 3317.4

ALWAYS HANGARED, PROFESSIONALLY FLOWN, NO DAMAGE HISTORY, COMPLETE DOCUMENTS. NO OPEN MAINTENANCE ITEMS. AVAILABLE IMMEDIATELY Engines Two Williams FJ-44, no engine program Engine #1 5084,2 h TSN, 4845 cycles, 1369 h remaining to OVH (check 6) Engine #2 5084,2 h TSN, 4845 cycles, 1369 h remaining to OVH (check 6)

Avionics & Connectivity (RVSM, P-RNAV and WAAS approved) Sperry EADI/EHSI left, switchable to either Garmin 430 Autopilot Sperry SPZ-5000 IFCS w.Flight Director Dual Garmin GNS 430, 8,33 Khz, WAAS, COM/NAV/GPS, switched to Avidyne 500 MFD King KY-196A as 3rd transceiver Avidyne 500 MFD Moving Map King KN-63 DME King KR-87 ADF King KRA-405B Radar Altimeter King KN 158 RMI Dual Garmin GTX 330W, Mode S diversity, ADS-B out Transponders King RDR-2000VP Color Radar switched to Avidyne 500 TCAS 1 switched to Avidyne Artex C406-2 ELT

FROG Flugservice GmbH Dr. Martin Altmann, CEO POB 5253, D-51491 Overath, Germany

132 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

Interior & Entertainment Grey leather seating, four executive club seats, side facing belted seat. Belted Toilet counts as 6th seat Exterior White body with decal black, maroon and golden stripes, golden decal door and window frames

Reduced Price $730,000

Tel: +49-2204-74033 Mob: +49-170-6778833 Email: jetsales@froggy.de

www.AVBUYER.com

SMS July.qxp_Heeren Cit Ultra sep 18/08/2020 12:51 Page 1

S H O W C A S E

2014 Gulfstream G650 Serial Number: Registration: Airframe TT: Landings:

6101 N47TR 1245 506

One Fastidious Owner Since New No Damage History Impeccable Maintenance & Care Never Chartered Only Flown by One Full Time Highly Experienced Crew Engines Enrolled on RRCC APU Enrolled on MSP Synthetic Vision Enhanced Navigation ADS-B Out

TCAS 7.1 Aircell Axxess II SATCOM 15 Passenger Interior with Fwd Galley and Fwd Crew Rest Engines Rolls-Royce BR725A1-12 Left Right Serial Number: 25317 25316 Total Time: 1245 hours 1245 hours 506 506 Cycles: Enrolled on RRCC USD$443.87 Per Hour / 400 Hrs Per Annum Min APU 1260 hours APU Serial Number: P-209 Enrolled on MSP

Avionics & Connectivity Gulfstream Planeview II / Honeywell Primus Epic Avionics Synthetic Vision - Primary Flight Display (SV-PFD) Enhanced Navigation ADS-B Out (DO-260A) Three (3) Modular Avionics Units LCD Head Up Display (HUD II) Enhanced Vision System (EVS II) Interior & Entertainment Cabin Layout: Fifteen (15) Passenger, Forward Galley with Forward Crew Rest Forward Cabin: Four (4) Club Chairs Galley: Forward Full Service Galley Exterior Matterhorn White with Two Deep Red Stripes Polished External Cabin Window Surrounds Price: MAKE OFFER

2009 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:

5249 N767PL 2675.3 662

G550-5249 is an immaculate, one experienced owner/operator from new Location: United States Always hangared at home base No damage history aircraft Forward Galley, Forward Crew Rest, Gulfstream Select Universal 14 Pax Interior Enrolled on RRCC, PlaneParts, GCMP, and HAPP Aircraft has never been on charter

Engines BR710-11 BR710-11 Left Right Total Time: 2675.3 hours 2675.3 hours Cycles: 662 662 Enrolled on RRCC USD$443.87 Per Hour / 400 Hrs Per Annum Min APU Honeywell RE220: (No MSP Program) Avionics & Connectivity (4) Honeywell DU-1310 Flat Panel Display Units (2) Honeywell DC-884 Display Controllers (1) Honeywell DP-884 Display Brightness Panel (1) Honeywell/Kollsman Visual Guidance System (VGS) (3) Honeywell MAU-913 Modular Avionics Units (1) Honeywell GP-500 Flight Guidance Panel (3) Honeywell MC-850 Multifunction Control Display Units

SMS Aircraft Suite 1108, Level 11 St Kilda Road Towers 1 Queens Road, Melbourne Victoria, 3004, Australia www.AVBUYER.com

(3) Honeywell AZ-200 Air Data Modules (1) Honeywell WU-880 Weather Radar Receiver/Transmitter Antenna (2) Honeywell WC-884 Weather Radar Controllers Interior & Entertainment Gulfstream Select Universal 14 passenger Interior Featuring a forward crew rest area and forward galley ,control panel incorporating Securaplane screen, with a four-place club seating group, 4 place conference group, aft cabin 2 single club chairs opposing a four-place divan, fax machine. Forward and aft vacuum flushing lavatories, 6 Individual monitors in all single seat positions, 2 x 20’ bulkhead monitor, 1 x 17’ monitor positioned above credenza and 3 external cameras Exterior Overall Matterhorn white with Vintage red stripes Price: MAKE OFFER

Tel: +613 9863 9550 Cell: +61 417 727 727 E-mail: gsvensen@smsaircraft.com www.smsaircraft.com

AVBUYER MAGAZINE Vol 24 Issue 9 2019

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M A R K E T P L A C E

Gulfstream G450

The Ritchie Group Price:

Make Offer

Year:

2013

S/N:

4282

Reg:

-

TTAF:

1,314.9

Tel: +1 (314) 409-4791 E-mail: sales@jet-transactions.com WELL-EQUIPPED, UPGRADED & READY FOR IMMEDIATE DELIVERY! New Striping Completed February 2020 at West Star Aviation; 2020 Compliant! ADS-B Out (DO 260B); CPDLC FANS 1/A; Enhanced Navigation; Lightning Sensor System; Airshow 4000; RAAS; Rolls Royce Corporate Care®; 14 Passenger, Forward Galley with Crew Lav; No Known Damage or Accident History

Location: USA & Canada

www.jet-transactions.com

Boeing 737

Jet Connections Price:

Make offer

Year:

1981

S/N:

22431

Reg:

VPCAQ

TTAF:

9667

Location: Worldwide

Hawker Beechcraft 900XP

Eliuth Mancilla Price:

Make offer

Year:

2009

S/N:

HA-0084

Reg:

N991PS

TTAF:

1499

Location: USA & Mexico

Dassault Falcon 900EX EASy

Air Select Price:

Please call

Year:

2007

S/N:

172

Reg:

G SIRO

TTAF:

1210

Location: France

Cessna Citation CJ3

Ronny SULZER Price:

USD $4,150,000

Year:

2009

S/N:

525B-0309

Reg:

OE-GMB

TTAF:

1625

Tel: +44 (0)771 180 6585 E-mail: zaher@jetconnections.co.uk This aircraft was purchased new from Boeing as a B737-200 Advanced, delivered from Boeing in October 1981 on the Swiss registry. The VIP Completion was facilitated by Air Research Aviation in Long Beach, California, for the installation of the 19 passenger (plus four flight attendants) corporate interior and auxiliary fuel tanks.

The final interior was completed in November 1982 and the aircraft entered service at that time. The original owner was owner operator

by Petrolair System S.A. until 1997 when it was purchased and operated by the world renowned mogul Wayne Huizenga. Then the aircraft was Purchased by the current owner in 2011. The aircraft has been used solely for the transportation of private passengers and has never been used for public transport (hire and reward) or for charter

E-mail: e.mancilla@ale.mx • ADS-B Out • SATCOM • Low Time. APU TOTAL TIME: 1,295.

TOTAL LANDING 787. Avionics: • ADF: Collins NAV-4000 • AHRS: Dual Collins AHC-3000 • Autopilot: Collins Pro Line 21 IFCS • Avionics Package: Collins Pro Line 21 IFCS / Pro Line 21 • Communication Radios: Dual Collins VHF-4000 w/8.33 spacing • CVR: Universal CVR-120 • DME: Dual Collins DME-4000 • Flight Director: Collins Pro Line 21 IFCS • FMS: Dual Collins FMS-6000 w/3D mapping • GPS: Dual Collins GPS-4000W • Hi Frequency: Collins HF-9000 w/Coltech CDS-715 SELCAL• Radios: Collins NAV4500 • Navigation Radios: Dual Collins NAV-4000 w/FM immunity

Tel: 44 (0)797 103 5090 E-mail: tony@airselect.co.uk This new to the market, member of the Falcon 900 series large-cabin trijet, supplied new by Dassault Aviation to the current owner is the finest, low time example of its type on the market today. Carefully maintained under Falconcare by Dassault Falcon Services, this aircraft offers the greatest opportunity for ownership in the category.

Airframe: One Owner from New. VERY LOW TOTAL TIME. Fresh 2C DEC 2019. Fresh Gear Overhaul. New paint 2016 Dassault Wilmington. Honeywell Epic Easy II Cert 4 WAAS/CPDLC & ADS B. Avionics: Dual Honeywell Laserref IRS. Triple Honeywell Easy FMS w Dual GPS. Triple Honeywell T- 866B VHF. Honeywell Selcal AV 800.

Honeywell Primus Colour Weather Radar. Int: Stunning 14 seat custom interior which features a forward 4 place Club Seating area

Tel: +43 664 133 0781 E-mail: r.sulzer@sja.at 1 Year Free AOC Operation CAT/NCC. Low Time Aircraft, only 2 Owner! TAP Blue 100%. WAAS/LPV. ADSB-Out. Side facing Seat. TT: 1199. Avionics: Proline 21. Jepp Chart View. 2nd FMS - Garmin 500W. Interior: 09/10. Exterior: 09/10. Additional equipment: HF Provision. Aircell SAT Phone. Airshow. 110 Volt Outlets. Steep Approach. WX/LX/with Turbulence. Tail Logo Light. USB Data Loader. Flushing Toilet

Location: Austria

134 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

www.AVBUYER.com

P134-136.qxp 19/08/2020 10:48 Page 2

Leonard

Bombardier Learjet 36A

Price: Year: S/N:

M A R K E Tel: +1 (806) 662 5823 T Hudson Drilling Email: ronfernuik@hotmail.com P L Offer/Trade Learjet 36A, Long range capability, as configured 2,400 A nautical miles. Can be upgraded to 2,600 mile range.

C 1977 Recent paint and interior, RVSM. E 36A-030

Reg:

N160GC

TTAF:

15,600

Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter Would consider trade for KingAir 200/300

Location: USA

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

Leonard Hudson Drilling

BELL 412EMS

Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

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

Leonard Hudson Drilling

BELL 212 (Five Available)

Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Beechcraft Premier 1

Price:

$1,450,000

Year:

1981

S/N:

G-OEWD

Reg:

RB-126

TTAF:

2014.39

Location: -

Alberth Air Parts

Tel: +44 (0)7825 50 55 50 E-mail: john@jkvaviation.com

JKV Aviation Ltd

+1 832 934 0055

Spare Parts

Well maintained and meticulously cared for by members of the same family from new. Always hangared and flown by professional crew.

Great condition inside and out. No Damage History. One of the fastest aircraft in its class with Maximum Certified Altitude of 41,000 feet, MMO of (Mach) 0.8 and High-speed cruise at 33,000 feet of 451 Knots TAS (nearly 520 miles per hour). If the aircraft is based in western Europe, the new owner can uniquely benefit from the existing UK based management structure with in-depth knowledge of operating the aircraft and a ready resource of pilots with extensive experience on this aircraft type. 1777 Landings. LOW hours for year of manufacture. A+ Check done in February 2020. Next Scheduled “A” inspection due March 2021

Par Avion Ltd FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

www.paravionltd.com SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 www.AVBUYER.com

AVBUYER MAGAZINE R Vol 24 Issue 9 2020 R

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M A R K E T P L A C E

Airbus/Eurocopter AS 350B-2

Alex Dewsbery Price:

£699,000 Excl. VAT

Year:

1996

S/N:

2915

Reg:

G-WHST

TTAF:

2200

Location: United Kingdom

McDonnell Douglas Helicopter 500E Anthony Draper

2200 TT. VIP equipped. Immaculate condition. Very high spec.

Extremely long component times. Always hangared. New paint 03/19. New leather interior 03/19. Overhauled MR & TR gearboxes 03/19. New starflex 03/19. TR blades overhauled 11/19. Logo is a decal.

Highlights include- 2Axis Autopilot, Lynx L3 ADSB TCAS, VOR, NDB, DME, HSI, AI, Rad Alt, 2x Garmin comms, AKV cycle counter, HUMS, 6x Bose A20 Lemo, Gyro compass, USB front & Rear. Lead acid battery mod. Duals, Blanks, Tie downs. HISL, Sling loading provision, Float provision. Price Reduced

Tel: +44 (0)787 680 1006 E-mail: anthony.draper@me.com

Price:

$1,450,000 Excl. VAT Beautifully refurbished MD500e. Completed in 2018 with

Year:

2002

S/N:

0563E

Reg:

G-MDDE

TTAF:

4465

Location: United Kingdom

Gary Auld

Airbus H120

Price:

Please email

Year:

2016

S/N:

-

Reg:

-

TTAF:

250

Location: United Kingdom

Airbus H125

Tel: +44 (0)7525 726 455 E-mail: alex.dewsbery@toppesfield.com

Lloyd Helm

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). Fargo Auxiliary Fuel System. Particle Separator APM. 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

E-mail: gary.auld@ggrgroup.com Garmin 430 with Avidyne TAS overlay. Honywell KY196ASC VHF Comm. Garmin GTX330 mode S transponder. Honywell KRA405B Radio altimeter with KNI416 indicator. 2x iPad mounts with lightning connectors (either side of glareshield).Aditional 2x USB charging ports to lower console. Air conditioning. Bose X headsets. Garmin GMA340H intercom. Fuel Flow meter. Dual controls. Kannad ELT. Honeywell KCS55A gyro compass with Honeywell KI525A HSI. Thales H321EGM gyro horizon with slip indicator. UI9560 turn and bank indicator. VIP leather comfort interior with alcantara rear panel, glaresheild and headlining, seat backs and instrument panel in carbon overlay, Cabin carpet throughout with bound edges and heelplates. 3 colour exterior paintscheme. All external lighting LED

Tel: +44 (0)786 676 8376 E-mail: 5hundred.lh@gmail.com

Price:

£1,800,000 Excl. VAT One owner only two pilots fabulous aircraft. Avionics: Garmin

Year:

2015

S/N:

8114

Reg:

GLEOG

TTAF:

1000

GTN Nav. Garmin 350 radio. Interior: 5 or 6 seats with front impact. Exterior: Black metallic with cream stripe.

Additional equipment: Helisas and Autopilot

Location: United Kingdom

Hughes 369

Archie Mackenzie Price:

£310,000 No VAT

Year:

1974

S/N:

940649S

Reg:

G-HEWZ

TTAF:

7829.7

Location: United Kingdom

136 Vol 24 Issue 9 2020 AVBUYER MAGAZINE

Tel: +44 (0)149 472 4380, +44 (0)797 166 0962 E-mail: amacke1410@aol.com Very nice, late production and well equipped 500C with good airframe components and no damage history. The helicopte is available for inspection by appointment at Sywell airfield, Northampton. Airframe: Main rotor blades, Main rotor transmission, Main rotor mast and Main rotor driveshaft are new or very low timed. Engines: All modules are modified to C20B standard. The compressor wheels have been coated which lifts the inspection requirement from 6 months to 12 months.

Avionics: Comprehensive Avionics with mostly King equipment. KX-165A with 8.33 comm frequency spacing. Good interior trim with two crew seats and rear bench. A front centre seat and cover plate are available.

www.AVBUYER.com

P137.qxp 20/08/2020 11:30 Page 1

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Advertiser’s Index AeroBuyNow ........................................................ 21

Eagle Aviation ...................................................... 31

Lone Mountain Aircraft....................................... 95

Aero-Dienst ........................................................ 130

ElliottJets .............................................................. 45

Mesotis Jets ....................................................... 127

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Engine Assurance Program ........................... 109

OGARAJETS .............................................. 32 - 33

Airfleet Capital ..................................................... 77

Freestream Aircraft .................................... 40 - 41

Par Avion ............................................................... 25

Airline Transport Professional........................... 89

FROG Flugservice ........................................... 132

Partners in Aviation .......................................... 119

Amjet Aviation.................................................... 103

General Aviation Services................................. 53

Pratt & Whitney.................................................... 83

AOPA Finance ..................................................... 59

Global Jet Capital................................................ 67

SMA Aircraft ...................................................... 133

Aradian Aviation................................................... 93

Global Jet Monaco........................................ 5 - 10

Sparfell & Partners ..................................... 28 - 29

Avpro...................................................................... 55

Hatt & Associates ............................................... 35

Stevens Aerospace ............................................ 13

Castle Air...................................................... 46 - 47

Heli Connections Aviation................................. 89

Sun King Diamond Coating............................ 107

Central Business Jets ................................. 1, 139

Jetbrokers.............................................................. 71

The Jet Business......................................... 22 - 23

Cessna Flyer...................................................... 121

Jetcraft Corporation.......................... 26 - 27, 140

The Private Jet Company................................... 85

Corporate Concepts ................................. 50 - 51

JetHQ ............................................................ 36 - 37

Vienna Jets .............................................. 128 - 129

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

JETNET ............................................................... 115

Wright Brothers Aircraft Title ......................... 111

Donath Aircraft Services ................................... 63

Jet Sense Aviation ............................................ 131

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AvBuyer (USPS 014-911), April 2020, Vol 24 Issue No 4 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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AVBUYER MAGAZINE R Vol 24 Issue 9 2020 R

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Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRCRAFT

AIRBUS A318 Elite . . . . . 5 A319 VIP . . . . . . 5 A340 VVIP . . . . . 51 A380-800 . . . . . . 29

BOEING/MCDONNELL DOUGLAS BBJ2 . . . . . . . . . 5 BBJ3 . . . . . . . . . 40 737 . . . . . . . . . . . 134 737-200 VVIP . . 51 737-300 VVIP . . 51 787-8 VIP . . . . . . 40 787-9. . . . . . . . . . 27, 140

BOMBARDIER Global 5000 . . . . 15, 25, 26, 27, 37, . . . . . . . . . . . . . . . 140 Global 6000 . . . . 8, 9, 26, 27, 28, 41, . . . . . . . . . . . . . . . 140 Global 6500. . . . 5, 26 Global Express . 103 Global Express XRS. 5, 10, 27, 55

Challenger 300 . . . . . . . . . . . 5, 26, 27, 29, 32, 45, . . . . . . . . . . . . . . . 53, 130 350 . . . . . . . . . . . 27, 55, 140 601 3A . . . . . . . . 55 601 3A/ER. . . . . 16, 33 601 3R . . . . . . . . 131 604 . . . . . . . . . . . 35, 140 605 . . . . . . . . . . . 5, 6, 16, 22, 26, 27 . . . . . . . . . . . . . . . 29, 73, 140 650 . . . . . . . . . . . 26, 27, 140

Learjet 31A . . . . . . . . . . . 14, 71 35A . . . . . . . . . . . 71 36A . . . . . . . . . . . 135 40XR . . . . . . . . . . 27, 45 45XR . . . . . . . . . . 14, 35, 37, 45, 55 55 . . . . . . . . . . . . 71 60SE . . . . . . . . . . 139 70. . . . . . . . . . . . . 85 75. . . . . . . . . . . . . 15, 27, 45, 140

PAGE

V. . . . . . . . . . . . . . 15, 31 X . . . . . . . . . . . . . 15, 45 X +. . . . . . . . . . . . 27, 140 XLS . . . . . . . . . . . . 25 XLS+ . . . . . . . . . . . 45, 93 CJ1+ . . . . . . . . . . . 45 CJ2+ . . . . . . . . . . . 25, 73, 140 CJ3. . . . . . . . . . . . . 25, 45, 85, 134 CJ4. . . . . . . . . . . . 28, 45 Caravan . . . . . . . 27, 140 Excel . . . . . . . . . . 33, 53, 85 Jet . . . . . . . . . . . . 31, 33, 127, 132 Mustang. . . . . . . . 14 Mustang 510-0108. . .14, 21 Sovereign. . . . . . 31, 55 206H . . . . . . . . . . 31, 71 340A RAN VI . . . 31 T201N . . . . . . . . . 7 Ultra . . . . . . . . . . . 71 500 . . . . . . . . . . . . 71

CIRRUS SF50 . . . . . . . . . . 95

PAGE

Lineage 1000E . 1, 139 Phenom 100 . . . 14, 16, 33, 129 Phenom 100E . . 14 Phenom 300 . . . 45, 45, 95, 128

FAIRCHILD - DORNIER Dornier 328-310 14 Metro III . . . . . . . 14

7X . . . . . . . . . . . . 3, 5, 41, 103, 139 8X . . . . . . . . . . . . 55 20C-5AR. . . . . . . 71 20F-5BR . . . . . . . 45 50 . . . . . . . . . . . . 71 50-4. . . . . . . . . . . 50 50EX . . . . . . . . . . 71 900B . . . . . . . . . . 27, 45, 140 900C . . . . . . . . . . 139 900DX. . . . . . . . . 53 900EX . . . . . . . . . 50 900EX EASy . . . 55, 134, 140 2000 . . . . . . . . . . 53 2000EX EASy . . 15 2000EX EASy II .35 2000LX . . . . . . . . 27, 63 2000LXS. . . . . . . 2

ECLIPSE 500 . . . . . . . . . . . 93 550 . . . . . . . . . . . 15

EMBRAER

Citation

Legacy 500 . . . . 22 Legacy 600 . . . . 28, 50 Legacy 650 . . . . 27, 29, 140 Lineage 1000 . . 28

AIRCRAFT

PAGE

HONDA Jet . . . . . . . . . . . . 21 Jet HA 420 . . . . . 45

HOWARD 500 . . . . . . . . . . . 139

IAI Astra 1125SP . . 139

GULFSTREAM IVSP . . . . . . . . . . 85, 93 V. . . . . . . . . . . . . . 23, 27, 50, 53, 93 150 . . . . . . . . . . . 55 200 . . . . . . . . . . . 27, 29, 55 280 . . . . . . . . . . . 32, 73, 139 400 . . . . . . . . . . . 15 450 . . . . . . . . . . . 5, 27, 55, 93, . . . . . . . . . . . . . . . 134, 140 500 . . . . . . . . . . . 73 550 . . . . . . . . . . . 23, 28, 32, 55, 93, . . . . . . . . . . . . . . . 133, 139 650 . . . . . . . . . . . 7, 41, 133 650ER. . . . . . . . . 5, 41

DASSAULT FALCON

CESSNA ISP . . . . . . . . . . . 71 II . . . . . . . . . . . . . 71 III . . . . . . . . . . . . . 71

AIRCRAFT

HAWKER BEECHCRAFT King Air 200 BB-13 . . . . . 21 200XPR . . . . . . . 71 350 . . . . . . . . . . . 93 350i . . . . . . . . . . . 22 B100 . . . . . . . . . . 37 B200 . . . . . . . . . . 21, 93 B200XPR . . . . . . 71 C90 . . . . . . . . . . . 31 C90B. . . . . . . . . . 27, 71, 140 C90GTi . . . . . . . . 93 G1000. . . . . . . . . 71

Beechcraft B60 Duke . . . . . . 71 D175 . . . . . . . . . . 37 P58 Baron . . . . . 71 Premier I . . . . . . 27, 135 Premier IA . . . . . 73

Hawker 400A . . . . . . . . . . 37 400XP . . . . . . . . . 33, 71 800XP . . . . . . . . . 15, 16, 28, 73, 93 800XPi . . . . . . . . 33, 55 850XP. . . . . . . . . 85 900XP . . . . . . . . . 32, 134 4000 . . . . . . . . . . 35, 85

PIPER Cheyenne IIIA . . 71 Meridian . . . . . . . 129 Saratoga . . . . . . 31

SOCATA TBM 700B . . . . . 31 TBM 850. . . . . . . 45

HELICOPTERS

AIRBUS/ EUROCOPTER AS 350B-2 . . . . . 136 EC 120B . . . . . . . 93 H120 . . . . . . . . . . 136 H125 . . . . . . . . . . 136 H145 . . . . . . . . . . 89

AGUSTAWESTLAND AW109 C . . . . . . . 47 AW109 MKII . . . . 47 AW109 Power . . 47 AW109E Power . 29 AW109S Grand. 28, 47 AW109SP. . . . . . 47 AW139 . . . . . . . . . 47

BELL 206 B3 . . . . . . . . 21 212 . . . . . . . . . . . 135 412EP . . . . . . . . . 93 412EMS . . . . . . . 135

HUGHES 369 . . . . . . . . . . . 136

MD 500E . . . . . . . . . . 136

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2015 Falcon 7X SN267

Embraer Lineage 1000E SN190-00611

8X Replacement makes this Aircraft Available Now, Will Deliver with United States C of A, Will Deliver with New Paint and Interior, Heads Up Display / Enhanced Vision / Synthetic Vision / Etc / Etc / Etcâ&#x20AC;¦

Only 1075 Hours and 450 Cycles Since New; Preferred 19 Passenger Interior, World Wide Ready, Transferrable Warranty and Maintenance Programs

2014 Gulfstream G280 SN2039

2015 Gulfstream G550 SN5508

Single owner since new, Enrolled in all Programs (Honeywell MSP Gold & Gulfstream Planeparts), 1,628 Hours, 502 Landings, 4 Year Heavy Check completed at Gulfstream Appleton, FANS/CPDLC, ADS-B, WAAS/LPV, Well maintained, 9 place interior

500 Hours TT, Warranties thru Sept 2022, RRCC, 4-zone seating with Dual Aft Couches

2005 Lear 60SE SN282

2002 Falcon 900C SN194

Artex 406 ELT w/ Nav Interface, WX 1000E Stormscope, Lightning Detection System, Ice Detection System, Extended baggage space, WAAS/LPV, Collins ADS-B Out

Will deliver with Fresh 3C, new paint, Cockpit upgrades & WIFI

Howard 500 SN5560

Astra 1125SP SN048

Arguably The 1st ever Business Aircraft, Chance to Own the Original Classic

Exceptional Pedigree, Airshow 410, Extension Fuel Tanks, External Lav Service, Increased Gross Weight Mod, AirCellST3100 Iridium Radio Telephone

www.cbjets.com ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

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2018 BOMBARDIER GLOBAL 6000 S/N 9800 • 327 Hours; 196 Landings • A irframe, Engines & APU on Programs • Hangared Since New

A passionate team of aviation experts, our strategic approach and action-oriented thinking have made us the global leader for aircraft sales and ownership services.

With our worldwide network and inventory, industry connections and regional presence, we are the difference between getting an aircraft… and getting your aircraft.

2009 CESSNA CITATION CJ2+ S/N 525A-0455 • 4,134 Hours; 3,071 Landings • Engines Enrolled on TAP Blue • Recent Doc 10 Inspection

1999 BOMBARDIER CHALLENGER 604 S/N 5384

2003 DASSAULT FALCON 900EX EASy S/N 123 • 6,399.44 Hours; 3,668 Landings • Engines & APU Enrolled on MSP Gold • EASy II Enhanced 3rd Certification

• 6,045 Hours; 3,222 Landings •E ngines & APU Enrolled on Program • GoGo Biz Avance L3 Internet

2015 BOMBARDIER GLOBAL 5000 S/N 9679

2010 BOMBARDIER GLOBAL 5000 S/N 9359 • 2,444 Hours; 745 Landings • Enrolled on Engine, APU & Airframe • Batch 3.3 Upgrades Installed

ALSO AVAILABLE

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

• 2,965 Hours; 841 Landings • Inviting Best Offers • Motivated Seller

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