AvBuyer Magazine August 2018

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August 2018

â„¢

B U S I N E S S

A V I A T I O N

I N T E L L I G E N C E

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Editor Welcome Aug18.qxp_JMesingerNov06 17/07/2018 12:43 Page 1

Guest Editor’s VIEWPOINT

To n y K i o u s s i s

Deepening Your Understanding of an Aircraft’s Value et’s assume you spot an aircraft of interest while perusing AvBuyer. After obtaining more details you determine it’s one you wish to examine closely. What are the metrics you need to consider if your plan is to own this asset for as many as five years?

The aircraft’s flight hours and cycles would be important in determining your offer price, but what else should play a role in your valuation, or even your offer for this aircraft?

L

1. Maintenance Requirements

You should begin by examining the asset’s upcoming maintenance requirements. How many scheduled maintenance events will be due based on your planned utilization and how much will those events cost?

Calculating such detail using a standardized measurement process would allow you to compare this aircraft’s maintenance to any other unit you might be considering.

2. Maintenance Equity

Next, how much Maintenance Equity does this aircraft have left? Maintenance Equity represents the embedded value of maintenance an aircraft has available to fly on. Every aircraft’s maximum available Maintenance Equity value is achieved the day it comes off the production line.

As an aircraft is utilized, Maintenance Equity decreases. As scheduled maintenance is completed, Maintenance Equity increases. Accordingly, knowing how many dollars are available to fly on would help you determine an appropriate, and justifiable offer price.

3. Maintenance Exposure

Conversely, how much Maintenance Exposure is burdening this asset? Maintenance Exposure represents the aircraft’s financial liability accrued with respect to future scheduled maintenance events. Again, every aircraft’s lowest Maintenance Exposure value is achieved the day it comes off the production line.

As the aircraft is utilized, Maintenance Expense is incurred. As scheduled maintenance is completed, Maintenance Exposure decreases. Knowing an aircraft’s Maintenance Exposure can also help you determine an appropriate offer price.

4

AVBUYER MAGAZINE – August 2018

4. ETP Ratio

But perhaps more importantly, computing the aircraft’s Maintenance Exposure would allow you to determine the asset’s Maintenance Exposure to Ask Price Ratio (ETP Ratio). The ETP Ratio is a useful indicator of an aircraft’s marketability.

‘Days on Market’ analysis has proven that when an aircraft’s ETP Ratio is greater than 40%, a listed aircraft’s Days on Market increase (in many cases by more than 30%). By way of example, aircraft whose ETP Ratio exceeded 40% during Q2 2018 were listed ‘For Sale’ 72% longer (on average) than aircraft whose Ratio was below 40% (that’s 169 days versus 291 days on the market).

Application to a Prospective Aircraft

Computing an aircraft’s current and future ETP Ratio (the latter is based on its estimated Residual Value) can help you determine if this unit represents ‘good value’.

Keeping in mind that an aircraft is a depreciating asset, an ETP Ratio exceeding 40% today is likely to result in an ETP Ratio substantially over 40% when you plan to replace it in five years’ time.

So, what might appear to be a ‘low price’ today could actually make you this unit’s final owner (absent finding a buyer seeking a disposable aircraft five years hence).

Of course, deriving these metrics on your own can be time-consuming and challenging to complete, but there are numerous entities that can help, some at a nominal fee. It’s well worth paying a little now to research the right aircraft to acquire, rather than spending a great deal more in the future, having purchased the wrong one. T

Tony Kioussis has over 40 years of aviation industry experience within Business and General Aviation, major airlines, fixed-wing & rotary OEMs, technical services providers and financial services companies. Prior to spearheading the launch of Asset Insight, he served as VP, Strategic Marketing with GE Capital’s Corporate Aircraft Finance group. He contributes a monthly online blog to AvBuyer.com and market analysis for the Business Aviation Market Overview section of this publication.

Contact him via akioussis@assetinsight.com

www.AVBUYER.com

Aircraft Index see Page 145

AIRBUS A319 VIP 2008 (DELIVERED 2011) – SN 3542 MAKE OFFER

AIRBUS A319 VIP 2007 (DELIVERED 2009) – SN 3133 MAKE OFFER – NEW TO MARKET

AIRBUS A318 ELITE+ 2010 – SN 3985 MAKE OFFER

EMBRAER LINEAGE 1000 2013 MAKE OFFER

BOMBARDIER GLOBAL 7000 2 POSITIONS AVAILABLE IN 2020 & 2021

BOMBARDIER GLOBAL EXPRESS XRS 2008 – SN 9280 PRICE REDUCTION: $19.50M

BOMBARDIER GLOBAL EXPRESS XRS 2009 – SN 9306 MAKE OFFER

BOMBARDIER GLOBAL EXPRESS 1999 (DELIVERED 2001) – SN 9033 PRICE REDUCTION: $7.50M

BOMBARDIER GLOBAL 5000 2008 (DELIVERED 2009) – SN 9293 PRICE REDUCTION: $11.25M

DASSAULT FALCON 7X 2012 – SN 101 ASKING PRICE: $20.90M

DASSAULT FALCON 2000LX 2008 – SN 136 ASKING PRICE: $12.75M

CONTACT aircraftsales@globaljetmonaco.com T +377 97 77 0104

VIP CHARTER

AIRCRAFT SALES & ACQUISITIONS

GJ_exclusif_inventory_205x270_JULY_18_12Avions_A.indd 1

DASSAULT FALCON 2000 2004 – SN 208 MAKE OFFER

WWW.GLOBALJETMONACO.COM AIRCRAFT MANAGEMENT

13.07.18 15:28

AIRBUS ACJ319 VIP | SERIAL NUMBER 3542 Y EAR YOM: 2008 Y EAR ETS: 2011 CAPACITY: 18 PAX

AIRFRAME HOURS: 3688 AIRFRAME CYCLES: 1061

HIGHLIGHTS • Cabin

Certified for 18 pax commercial operation

• Cabin

Certified with dual EASA & FAA STC’s for private &

commercial use • VVIP

spacious and bright-refined interior

• Master

Bedroom

• Extended • New

Range Capability with 5 ACT’s

exterior paint 2018

MAKE OFFER NEW TO MARKET FLOORPLAN

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

L U X E M B O U R G GENEVA

AV Buyer_August_2018.indd 1

M O N A C O LONDON

CONTACT AIRCRAFTSALES@GLOBALJETMONACO.COM T +377 97 77 01 04

M O S C O W P A R I S

MADRID V I E N N A

I S L E O F M A N B E I J I N G

H O N G K O N G HANGZHOU

10.07.2018 12:03:15

BOMBARDIER GLOBAL EXPRESS | SERIAL NUMBER 9033 Y EAR YOM: 1999 Y EAR ETS: 2001 CAPACITY: 14 PAX AIRFRAME HOURS: 8357

AIRFRAME CYCLES: 3452

HIGHLIGHTS

• Competitively

• Interior

• On

Priced to Sell

virtually new

Engine and APU Programs

• Cabin

communication system (ccs) - “Office in the Sky”

ASKING PRICE: USD $7.50M P R I C E D T O S E L L Q U I C K LY

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

L U X E M B O U R G GENEVA

AV Buyer_August_2018.indd 2

M O N A C O LONDON

CONTACT AIRCRAFTSALES@GLOBALJETMONACO.COM T +377 97 77 01 04

M O S C O W P A R I S

MADRID V I E N N A

I S L E O F M A N B E I J I N G

H O N G K O N G HANGZHOU

10.07.2018 12:03:15

BOMBARDIER GLOBAL 5000 | SERIAL NUMBER 9293 Y EAR YOM: 2008 Y EAR ETS: 2009 CAPACITY: 12 PAX AIRFRAME HOURS: 6475 TOTAL CYCLES: 3031

HIGHLIGHTS

•

FANS 1/A - TCAS 7.1 - BATCH 3

• Airframe

program: Smart Part Plus Program

•

EASA

•

LPV approach upgrade

ASKING PRICE: USD $11.25M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

L U X E M B O U R G GENEVA

AV Buyer_August_2018.indd 3

M O N A C O LONDON

CONTACT AIRCRAFTSALES@GLOBALJETMONACO.COM T +377 97 77 01 04

M O S C O W P A R I S

MADRID V I E N N A

I S L E O F M A N B E I J I N G

H O N G K O N G HANGZHOU

10.07.2018 12:03:17

BOMBARDIER GLOBAL EXPRESS XRS | SERIAL NUMBER 9280 Y E A R : 2 0 0 8 C A PA C I T Y: 1 5 PA X

AIRFRAME HOURS: 3445

AIRFRAME CYCLES: 1532

HIGHLIGHTS

• One

of the best Global Express XRS’s available

• Interior

and exterior looks new

• Engines

• Flown

covered by Programs

only 380hrs per annum

ASKING PRICE: USD $19.50M M O T I VAT E D S E L L E R

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

L U X E M B O U R G GENEVA

AV Buyer_August_2018.indd 4

M O N A C O LONDON

CONTACT AIRCRAFTSALES@GLOBALJETMONACO.COM T +377 97 77 01 04

M O S C O W P A R I S

MADRID V I E N N A

I S L E O F M A N B E I J I N G

H O N G K O N G HANGZHOU

10.07.2018 12:03:19

GULFSTREAM 450| SERIAL NUMBER 4237 Y E A R : 2 0 1 1 C A PA C I T Y: 1 4 PA X

AIRFRAME HOURS: 3420

AIRFRAME CYCLES: 1453

HIGHLIGHTS

• Managed

• Enrolled

by Global Jet

on all programs

• EASA

& FAA Compliant

• 2020

Compliant

MAKE OFFER

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

L U X E M B O U R G GENEVA

AV Buyer_August_2018.indd 5

M O N A C O LONDON

CONTACT AIRCRAFTSALES@GLOBALJETMONACO.COM T +377 97 77 01 04

M O S C O W P A R I S

MADRID V I E N N A

I S L E O F M A N B E I J I N G

H O N G K O N G HANGZHOU

10.07.2018 12:03:20

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Contents Layout August18.qxp 18/07/2018 14:10 Page 1

Volume 22, Issue 8

August 2018

Contents

BizAv Intelligence

18

34

Business Aviation Market Summary: Market trends, indicators, assessments and forecasts, introduced by Rollie Vincent

86

How far do Helicopters Comply With ADS-B Out? What percentage of turbine and piston helicopters are ADS-B compliant? Mike Chase explores…

88

Ownership

40

Operating

Tips to get the Best From Your Bizjet: David Wyndham advises on the three things to help procure maximum benefit from a business jet

44

What’s the Conundrum of Used Engine Values? How do you appraise a used jet engine – especially for part out or salvage?

Jeremy Cox discusses…

56

What to Consider When Choosing an Aircraft Registry: Rohit Jaggi speaks with those in the business to discover what goes into a registry selection

64

92

96

Flying to Latin America? What to Know: ABS Jets’ Michal Pazourek shares his insights on best practices for flying to Latin America

Questions for Planning Your Interior Refub: Read these top questions from Meghan Welch, Elliott Aviation before undertaking your next cabin refurb…

What are the Latest Trends in Aircraft Refurbishment? F/LIST’s Werner Kartner shares his insights into changing trends in aircraft refurbishment What are Your Aircraft Upgrade Priorities? Ken Elliott discusses aircraft upgrade priorities starting with some background information

EDITORIAL Commissioning Editor Matthew Harris +44 (0)20 8939 7722 editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon dave@avbuyer.com Consulting Editor Sean O’Farrell +44 (0)20 8255 4000 sean@avbuyer.com ADVERTISING Lee McLoughlin Freephone from USA: +1- 855 425 7638 lee@avbuyer.com Liam Robinson Freephone from USA: +1- 855 425 7638 liam@avbuyer.com Lise Margin +1- 855 425 7638 lise@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 maria@avbuyer.com UK Sales +44 (0)208 549 9508 STUDIO/PRODUCTION Helen Cavalli / Mark Williams +44 (0)20 8939 7726 helen@avbuyer.com mark@avbuyer.com

102

How to Work With Upcoming Aircraft Mandates: Aviation Director Andre Fodor offers insights and tips for working with, or around, upcoming mandates

104

How to Manage Cabin Connectivity Demands: Dave Higdon explores practical steps to manage in-flight connectivity operating costs

CIRCULATION Sue Brennan +44 (0)20 8255 4000 Freephone from USA: +1- 855 425 7638 sue@avbuyer.com

Specifications: Turboprop performance and specifications comparisons for aircraft aged 20 years and younger

108

How Does Gogo’s AVANCE L5 Work? AvBuyer reviews Gogo Business Aviation’s popular jet connectivity solution…

72

AVBUYER.COM Jayne Jackson jayne@avbuyer.com Emma Davey emma@avbuyer.com

How to Understand Latin America’s Aircraft Finance Market: What are Latin America’s financing trends and how should these be read?

114

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

76

Hawker 850XP vs Citation Latitude: What are the value points of a used Hawker 850XP versus an inproduction Citation Latitude?

Enjoy the Advantages of PBN: Mario Pierobon speaks with Universal Avionics’ Carey Miller about the advantages and requirements of PBN/LPV

The best aircraft for sale search anywhere, everywhere - on pc, smartphone and tablet.

ONLINE I PRINT I BROADCAST I EVENTS

12

AVBUYER MAGAZINE – August 2018

Community News

120 BizAv Review: OEM News and Industry Appointments from around the BizAv Community

124 LBAS Growing With its Customers’ Demand: Lufthansa Bombardier Aviation Services puts words into action with expansion into a larger hangar in Berlin www.AVBUYER.com

USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE AvBuyer House, 34A High Street, Thames Ditton, Surrey KT7 0RY, UK +44 (0)20 8255 4000 Freephone from USA: +1- 855 425 7638 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055 Aircraft Index see Page 145

Bigger Doesn’t Always Mean Better

WE OFFER: 20-Year Terms

THEY OFFER: 5-7-Year Terms

Up To 100% Financing Of Avionic Upgrades

Up To 50% Financing Of Avionic Upgrades

Up To 85% LTV

Up To 65% LTV

Rates As Low As 4.29%

Rates Around 5.75%

Here is why we dominate the pre-owned aircraft market.

After the financial crisis in 2008, the big banks changed how they lend on aircraft transactions. With shorter terms and limited age on aircraft, they are not offering clients what we call, “good deals” anymore. info@AircraftBanker.com (949) 698-0085 | (800) 434-4185 www.AircraftBanker.com

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MarketIndicators July18 final.qxp_Layout 1 17/07/2018 14:52 Page 1

BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Overview

Many Business Aviation customers are more likely to be dipping toes into the beach sands currently than thinking about their next business aircraft transaction. Nevertheless, Rollie Vincent analyses where the trends point for a busy second half of 2018.

A

lthough thankfully not darkening the sunny skies, business aircraft flight activity is rebounding steadily on a Yearover-Year (YoY) basis, especially in Europe. North-South traffic into the Mediterranean basin is particularly noteworthy in the seasonally busiest months of flying in July and August, when well-to-do vacationers seek out the idyllic azure waters of one of the world’s air travel hotspots.

Year-To-Date (YTD) through the end of June 2018, European flight departures across all business aircraft propulsion and size categories were up 2.7% YoY, reflecting continuing economic expansion and 18

AVBUYER MAGAZINE – August 2018

wealth creation, consumer and business confidence, and steadily declining unemployment.

In the US, flight activity continues to grow on a steady if unexciting pace, with business jet cycles up about 2% YoY through the end of May 2018 on a YTD basis. US domestic flights, which accounted for about 85% of all business jet cycles in the last 12 months, are setting the overall pace of the American market, growing 80% faster than international cycles over the past year based on the latest FAA information.

Worldwide, used business aircraft transactions (full retail sales and leases) have increased on a YoY basis

www.AVBUYER.com

Aircraft Index see Page 145

MarketIndicators July18 final.qxp_Layout 1 17/07/2018 14:52 Page 2

Rollie Vincent is President of Rolland Vincent Associates.

His aviation market analysis is second to none, and he is the creator/director of the JETNET iQ program.

With a solid background in market research, economics and statistics, he has more than 30 years of experience in business, regional and international aviation.

Contact him via rvincent@rollandvincent.com

through the end of May 2018 for both the business jet and business turboprop segments. According to JETNET databases, there were about 1,600 retail sales and leases in the first five months of 2018, with jet transactions outpacing turboprops by a factor of about two-to-one.

Used business jet sales and leases were up about 1.4% YoY in the first five months of 2018, while turboprop transactions were up a more robust 5.1% YoY. As we have discussed in previous issues of AvBuyer, ‘For Sale’ inventory continues to decline as a percentage of the installed base, representing about 9.1% of the jet fleet and 6.6% of the turboprop fleet as we went to press.

Business jets that are transacting are averaging about 300 days on market, which is down about 7.5% YoY, based on about 1,100 transactions.

Aging Fleet ‘For Sale’

Of the approximately 3,000 business jets and turboprops currently listed ‘For Sale’ worldwide, Advertising Enquiries see Page 12

almost half (~47%) were factory-delivered more than 20 years ago, when the term ‘Millennial’ was more closely associated with an impending Y2K computer doomsday than an up-and-coming generation of consumers, who at the time could not differentiate between the pointy end of an airplane and that of their milk bottle.

The current generation of buyers of business aircraft can certainly not be faulted for excluding all but the most modern, reliable, efficient, WiFienabled, glass-configured, and ADS-B compliant aircraft in their consideration set. Classic aircraft on their radar are more likely to be turbine-converted de Havilland Beavers on floats than Hawker 125700s, even though the price points are about the same.

Within the business turboprop segment, more than 62% of the ‘For Sale’ fleet is more than 20 years old, a market opportunity that has not been lost on OEMs from Stans to Wichita, from Vero Beach to Tarbes, Victoria and beyond.

A Note on Transaction Prices

Anecdotally, transaction prices have at least stabilized (if not increased somewhat), at least on an overall basis as macroeconomic forces coupled with prudent (read ‘flat’) new aircraft production rates continue for the time being.

Consolidation forces impacting the commercial aircraft segment (UTC and Rockwell Collins; Airbus and Bombardier; Boeing and Embraer) may seem of little direct interest to the business aircraft transaction community in the heat of August, but these developments could very well shape industry competition and product development investments for years, and years to come.

How these strategies impact business aircraft markets, OEMs and service providers is something we will be watching closely over the next months and quarters, with the potential upside that is something for all of us to ponder...

MI www.navigating360.com continued on page 22

www.AVBUYER.com

August 2018 – AVBUYER MAGAZINE

 19

Sparfell August.qxp_Layout 1 17/07/2018 10:26 Page 1

+41 22 787 08 77 trading@sparfell-partners.com www.sparfell-partners.com Exclusively Mandated

AIRBUS A380-800

BOEING 747-8 BBJ

Two A380-800s, Ready for Head-of-State VVIP Conversion

Ready for VVIP Configuration

Make Offer

Make Offer

2013 OFF-MARKET AIRBUS A319 ACJ

2014 GLOBAL 6000 S/N 9609

1’475 TT, UK Design & Swiss Completion, 19 Pax.

1’475 TT, WiFi, CAMP, RRCC, 13 VIP Seats

Exclusively Mandated

Make Offer

Deal Pending 2015 EMBRAER LEGACY 600 S/N 1216

2003 FALCON 50EX S/N 334

3’505 TT, JSSI-Platinum, CPDLC, Wi-Fi, 13 Passengers

3’796 TT, MNPS, RNP 5, RNP 10, 8-RNAV, JSSI, 9 Pax.

Make Offer

Deal Pending

Sparfell August.qxp_Layout 1 17/07/2018 10:26 Page 2

Deal Pending 1997 DASSAULT FALCON 900EX S/N 12

1983 DASSAULT FALCON 200 S/N 482

9’016 TT, MSP, HAPP, CAMP, 14 Passengers

4’824 TT, RVSM, 9 Passengers

Deal Pending

Make Offer

2001 CESSNA CITATION CJ2 S/N 17

1993 KING AIR B200 S/N BB-1462

6’600 TT, RVSM, EASA, Fresh DOC 10 & ENG OVH, 6 (+1) Pax.

3’842 TT, ENG TT 1’063, Fresh LDG OVH & 6 Years Check

$2’500’000

Make Offer

2003 BELL 427 S/N 56039

2008 AGUSTA AW109E POWER S/N 11728

1’188 TT, Executive Tan Leather Interior, 5 + 2 Pax.

228 TT, EASA, Engines PW206C, EASA, 6 + 1 Passengers

$1’550’000

Make Offer

2010 AW109S GRAND S/N 22162

2008 AGUSTA WESTLAND AW139 S/N 31116

1’400 TT, Freshly Refurbished, Fresh New Paint, 6 Pax.

4’900 TT, Pop-Out Floats, Auxiliary Fuel Tank, 11 + 2 Pax.

Make Offer

Make Offer

MarketIndicators July18 final.qxp_Layout 1 17/07/2018 16:25 Page 3

BIZAV INTELLIGENCE T MARKET INDICATORS

Flight Activity - North America Year-over-Year flight activity (June 2018 vs. June 2017) indicates that June 2018 recorded a decrease of -0.1%. Business Aviation flight activity posted an expected Month-over-Month decrease to finish down -2.6% from May 2018…

The Year-over-Year results by operational category were mostly red, with Fractional activity showing the largest yearly decline. Part 135 activity recorded six fewer flights to remain flat.

Aircraft categories were mixed with Large jets posting the largest gain

from 2017, though Light jets and Turboprops posted YoY declines.

Month-over-Month

Results by operational category were all negative for Month-over-Month, with the Part 135 segment posting the largest monthly decrease. Aircraft categories were all negative too, with Mid-size jets leading the way.

Next Month’s Forecast

Looking ahead to July’s activity, TRAQPak analysts estimate there will be a 3.6% increase in overall YoY flight activity.

MI www.argus.aero

JUNE 2018 vs JUNE 2017 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

0.4%

-5.1%

0.2%

-1.9%

LIGHT JET

0.3%

0.6%

-6.3%

-0.5%

-1.7%

1.5%

7.0%

1.4%

0.5%

11.5%

-21.0%

1.5%

-0.1%

0.0%

-0.7%

-0.1%

MID-SIZE JET

LARGE CABIN JET

ALL

JUNE 2018 vs MAY 2018 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

1.3%

-3.9%

8.7%

-0.6%

LIGHT JET

-2.4%

-5.0%

-3.5%

-3.4%

MID-SIZE JET

-4.6%

-3.2%

-2.2%

-3.6%

LARGE CABIN JET

-2.3%

-3.9%

-8.4%

-3.4%

ALL

-1.6%

-4.0%

-2.2%

-2.6%

TURBOPROP

Understanding the Business Aviation Market - with AvBuyer

Flight Activity – Europe According to WingX-Advance, there were 89,289 Business Aviation departures in Europe during June, a 4.4% increase YoY. Year-to-Date (YTD) growth stands at 2.7%, compared to 3.3% over the last 12 months. June 2018 was 0.4% less busy than June 2008.

There was growth in activity across all the big markets (though fairly modest in France). Activity was up 4% in Italy; 5% in the UK; 7% in Germany and Spain; and 9% in Switzerland. After six months of the year, Spain and Germany had the strongest growth trends (+5%) versus H1 2017.

Elsewhere, June saw 11% growth from Ireland, 12% from Russia and 33% from Portugal. YTD, flights from Greece are up by 14%.

Growth this month came mainly from flights within Europe, up 5% YoY. There were, however, exceptions with domestic French activity being flat and flights between Germany and France falling more than 10%. Flights to the Middle East fell 9%, and flights to the US fell by 1%.

Charter and Fractional activity drove the demand in June, with AOC jet sectors up by 7%, (and more than 10% from Switzerland and Russia). UltraLong-Range and Light jet AOC activity was up more than 10%, with Super Mid-size jets gaining more than 20% YoY. “As anticipated, this summer is seeing strong growth in Business Aviation activity, with activity levels finally back where they were a decade ago,” summarized Richard Koe, Managing Director, WingX. “Demand in Germany is providing much of the momentum. So, too, is the growth in flights to top Mediterranean resorts in Croatia, the Balearics and Cote d´Azur...Overall, Light jets are adding most of the growth in European activity.”

MI www.wingx-advance.com continued on page 24



The best aircraft for sale search anywhere, everywhere on pc, smartphone and tablet.

22

AVBUYER MAGAZINE – August 2018

www.AVBUYER.com

ONLINE I PRINT I BROADCAST I EVENTS

Aircraft Index see Page 145

ONCE IN A LIFETIME

AIRBUS A319CJ SALE This magnificent aircraft is for sale in VVIP Configuration.

For more details, view our documentation and technical specifications on our website. Inquiries by principals only.

Contact: Mohamad Badran, Sales Executive mohamad.badran@amacaerospace.com Mobile +41 79 229 36 78 www.amacaerospace.com

MarketIndicators July18 final.qxp_Layout 1 17/07/2018 16:26 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

ADS-B: What to Consider Before Buying an Unequipped Jet. Is now really a wise time for would-be aircraft owners to be buying jets that don’t have ADS-B installed yet? If so, how should you negotiate on a sale price accordingly? American Aircraft Sales’ Jet Tolbert discusses…

For the present an offer for an aircraft that is not ADS-B equipped should be adjusted to reflect the upgrade cost dollarfor-dollar, as compared to aircraft that are already equipped to comply with the mandate.

While it is true that shop space has tightened (we’re hearing of some MROs turning away stand-alone ADS-B installations), there are still several satellite shops within the US that will provide installations with a couple of months’ or even weeks’ lead-time. We wouldn’t recommend waiting till the very last minute to comply, however.

Many of the bigger MROs will still install ADS-B upgrades, however ADS-B-only jobs requiring several weeks of downtime are getting pushed to the back of the queue with priority given to the projects that combine large maintenance packages or other upgrades in conjunction with the ADS-B upgrades.

Offers Reflecting ADS-B Pricing

It’s true to say that prices for ADS-B have come down since the first solutions were being introduced. In the last year, as more options became available some lower-cost solutions have come to market.

However, the level of capability provided by each solution can vary – and in some cases the only way to comply with the ADS-B mandate that will allow future upgrades is to use the solution being offered by the aircraft’s OEM, which Jet Tolbert may still be comparatively costly.

Aircraft buyers who are considering purchasing a used aircraft that does not yet comply must have a strong understanding of the upgrade options available to any aircraft they’re considering for purchase and adjust their offer to reflect these.

The closer we come to the January 1, 2020 deadline, the harder you will need to think about the offer you make for an unequipped aircraft. While there is still time to buy an aircraft and upgrade it before 2020, any acquisition of an unequipped aircraft will certainly need to account for the maintenance status and compliance options for ADS-B. With the hard deadline for compliance looming, it is imperative for buyers to have a plan for compliance before purchasing their aircraft.

MI www.americanaircraftsales.com continued on page 28

24

AVBUYER MAGAZINE – August 2018

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

Aircraft Index see Page 145

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MarketIndicators July18 final.qxp_Layout 1 17/07/2018 14:54 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

JETNET Sees High Optimism in BizAv Market 70% of the 450 business aircraft operators surveyed by JETNET iQ to date believe the current market cycle is now past the low point.

“In seven and a half years of doing this work, we’ve never seen stronger numbers,” Rollie Vincent, co-founder JETNET iQ commented. “We’ve been in the doldrums the past several years, but we’re very optimistic about what we are seeing.”

Paul Cardarelli, JETNET’s VP sales, noted that the percentage of jets on the used market has declined from a high of nearly 18% in 2009 to just over 9% in the most recent data, indicating a switch from a Buyers' to a Sellers' market.

Cardarelli estimates that 45% of the approximately 2,000 available used jets are antiquated aircraft and unlikely to sell, indicating that the young inventory is evaporating.

Yet, the company noted, not all was positive. The approximately 4.5m cycles by the US business jet fleet last year were accomplished by more than 14,000 aircraft. In 2003, fewer than 9,000 business jets achieved that number of cycles.

“This is something that gives us a bit of concern about Business Aviation,” said Cardarelli. “We’d like to see this per-aircraft utilization back where it once was.”

MI www.jetnet.com

Bizjet Pricing: Worst is Over Bloomberg says the worst is over for the business jet market as prices for low-time used jets have started inching up…

The news organization said an expanding economy, lower corporate taxes and a bizjet-friendly president have taken the chill out of the market and buyers who were sitting on their money waiting for a better deal are now buying.

It also said the average price for used bizjets went up 1.5% in April and 2.4% in May. “What we’re left with now is [a] very light amount of inventory in the pre-owned sector of quality, latemodel business jets,” Bloomberg quoted Joe Carfagna Jr., president of aircraft brokerage Leading Edge Aviation Solutions, as saying.

“It shifted from a buyer’s market to a seller’s market around the end of the year.”

OEMs have repeatedly cited the glut of almost-new aircraft that were virtually abandoned when the markets went sideways and even sector leaders like Gulfstream have admitted to weathering “headwinds” in the current market. But with the used market becoming “incrementally less attractive”, the fortunes for new planes, with all the latest technology, are looking better to potential buyers.

“We’re certainly seeing less competition from the used side,” Bloomberg quoted Scott Donnelly, CEO of Textron, as telling analysts. “There’s certainly not the number of them out there that created some of the issues for us on new aircraft sales in the past.”

MI www.bloomberg.com

Growing Asia-Pacific Charter Demand Interest and utilization of business jet charter is growing in AsiaPacific, according to Asian Sky Group (ASG)…

According to ASG’s second Asia-Pacific Business Jet Charter Report, 311 business jets were used for charter in the region in 2018, a 5% increase over 2016. Furthermore, the business jets being utilized for charter represented 26% of the total regional business jet fleet.

The Asia-Pacific charter market saw 84 business jets added, while 69 were removed from the market. Among the additions were 57 aircraft that changed their mission to charter, 25 used and two new deliveries.

Deductions included 37 aircraft that were no longer available for charter, 19 sold or relocated, and 13 placed into retirement.

28

AVBUYER MAGAZINE – August 2018

Unsurprisingly, mainland China had the largest (40%) fleet expansion over 2016, while the Philippines followed with 30% fleet growth “After two years, the regional charter fleet has seen growth, directly correlated to the overall regional business jet fleet.

Charter is now in higher demand and operators and brokers alike are accommodating this in all ways possible," said ASG Managing Director, Jeffrey Lowe.

"This increased utilization and need for business jet charter means there will equally be an increased interest in where the market stands.”

MI www.asianskygroup.com

www.AVBUYER.com

continued on page 30



Aircraft Index see Page 145

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MarketIndicators July18 final.qxp_Layout 1 17/07/2018 16:27 Page 6

BIZAV INTELLIGENCE T MARKET INDICATORS

In-Service Aircraft Values & Maintenance Condition Asset Insight’s June 29 market analysis covering 93 fixed-wing models and 1,599 aircraft listed ‘For Sale’ revealed a 3.5% decrease (58 units) to the tracked fleet, while average Ask Price increased substantially…

In terms of inventory reduction, Large jets led the way (-7.3%), Small jets followed (-3.9%), then Turboprops (-3.5%) and finally Medium jets (-0.9%).

Average Ask Price climbed 7.8% in June and saw a total increase of 1.2% during Q2 2018 and only a nominal loss of 0.3% YTD in 2018.

The inventory of young, low time assets has decreased to the point where some buyers have resorted to pursuing aircraft not listed for sale, and such transactions have a tendency to increase values. At present, this is particularly true with respect to the Large jet category.

Inventory Fleet Maintenance Condition Large and Medium jet asset quality saw a second consecutive monthly improvement while Small jet and Turboprops quality degraded. Maintenance Exposure increased (worsened) for all but Medium jets.

Overall, Quality Rating fell to ‘Very Good’ as the figure decreased to 5.199 on Asset Insight’s scale of -2.5 to 10. Average Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense), meanwhile, increased (worsened) 1.9% to $1.438m, a figure worse than the twelve-month average.

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

‘Days on Market’ analysis has shown that when the ETP Ratio is greater than 40%, a listed aircraft’s time on the market increases, usually by more than 30%.

The June analysis revealed that 51.3% of all tracked models and 62.5% of that fleet posted an ETP Ratio more than 40%.

The tracked fleet’s ETP Ratio worsened each month during Q2, climbing to 67% from May’s 64.8%. Turboprops continued to post the lowest (best) ETP Ratio (52.4%); Large jets followed (59.8%), up over May’s 62.6%; Medium jets posted a record high (worst) figure (72.1%); and, Small jets worsened to 74.5% (from 72.8%).

Market Summary Large Jets: Inventory aircraft decreased by 25 units and the fleet has now retained its ‘Excellent’ Quality Rating for 13 consecutive months, rising to 5.394.

However, the group’s Financial Exposure experienced a 2.2% increase (its third consecutive degradation) as the remaining inventory has more expensive maintenance in its future than the transacted units.

It would appear buyers acquired Large jets while asset quality was high.

Seeing limited options, some sellers have opportunistically elected to raise pricing, and average Ask Price climbed 18.2% to a 12-month high figure.

Medium Jets: In May we advised that timing could not be better for those seeking a Medium jet. We were wrong. June’s figures improved further, with Ask Price falling 7.1% to post another record low, while Asset Quality rose nominally – maintaining a ‘Very Good’ rating – and Maintenance Exposure improved an additional 1.2% to a new low (best) 12-month figure.

We expect challenges for sellers to continue due to the large number of assets listed ‘For Sale’.

Small Jets: The group experienced strong sales in June, with the inventory level dropping 19 units. Assets leaving inventory leaned toward higher quality, resulting in the ‘For Sale’ fleet experiencing a worsening in both Quality Rating (-1.94%) and Maintenance Exposure (+3.3%). The group managed to retain its ‘Excellent’ Quality Rating.

Sellers of above average assets can generate better pricing, assuming they are able to justify their aircraft’s quality relative to their model’s competing listings.

Turboprops: As proof that higher quality assets are the ones primarily transacting, the group’s Quality Rating dropped to ‘Good’ as its Quality Rating decreased 4.1% while its Maintenance Exposure increased (worsened) 6.5% both being 12-month worst figures.

Total inventory decreased nine units, while average Ask Price remained relatively stable. Based on these changes, the group’s ETP Ratio registered a 12month high figure. Buyers can identify some good values through an appropriate level of due diligence, but statistics slightly favor sellers at present.

MI www.assetinsight.com T

30

AVBUYER MAGAZINE – August 2018

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Chart A

Fleet Maintenance Condition 5.30

$ Million

$1.44

$1.45

5.20

5.199

$1.40 $1.35

5.10

J

A

S

Quality Rating

O

N

D

J

F

Maintenance Exposure

M

A

M

J

$1.30

Quality Rating Trendline

Chart B LOW RISK AIRCRAFT MODEL ETP RATIO

HIGH RISK AIRCRAFT MODEL ETP RATIO

3.2% G650 4.4% Boeing BBJ 10.4% Citation CJ4 525C 11.3% Phenom 300 11.9% F900EX EASy 12.8% F2000LX CL-605 13.4% Citation Encore + 13.5% G-150 15.7% Citation Sovereign 680 16.5% G 450 17.5% Pilatus PC-12 18.2% Citation CJ2+ 525A 19.8% Citation CJ3 19.9% Falcon2000EX EASy 20.1% G550 20.8% Hawker 900XP 21.2% Piper Meridian 21.2% Learjet 45XR 22.5% F900DX 22.7% KingAir 350 - Post-2000 24.2% F900B 25.6% F900EX 27.6% Citation Encore 28.2% Phenom 100 28.4% Falcon 50EX 28.8% Challenger 300 29.7% Global XRS 29.9% Learjet 60XR 30.0% Global 5000 30.2% KingAir 350 - Pre-2001 30.5% KingAir B-200 - Post-2000 31.2% Citation Mustang 510 31.3% Citation CJ1+ 33.5% Citation CJ2 36.6% Embraer Legacy 600 36.8% Citation Excel 560XL 37.4% Hawker 850XP 38.1%

41.9% Citation Bravo 42.4% Hawker 400XP KingAir B-200 - Pre-2001 43.0% Learjet 45 w/APU 43.5% CL-604 44.3% 44.5% F900 Premier 1A 44.8% 46.0% G-200 KingAir 300 49.2% Piaggio P-180 II 51.1% Learjet 45 51.9% Citation V 560 53.7% Falcon 2000 55.4% GV 58.5% Premier 1 60.2% Hawker Beechjet 400A 62.7% Hawker 800XP 63.8% Hawker 1000A 69.0% Citation V Ultra 76.5% Falcon 50 92.0% Citation VI 97.3% Global Express 105.9% Beech B-1900C 107.1% KingAir C90 107.6% Learjet 60 110.8% Piaggio P-180 110.9% Citation ISP 111.8% Citation II 115.5% Hawker 800A 146.1% GIV 147.9% Hawker Beechjet 400 148.8% CL-601-3R 162.5% CL-601-3A 166.0% Learjet 31 169.8% Learjet 55 178.8% Learjet 35A 189.6% CL-601-1A 204.0% Falcon 20-5 273.7%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of June 29, 2018 Source: AMSTAT (www.amstatcorp.com) Asset Insight, LLC (www.assetinsight.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.

Aircraft Index see Page 145

MarketIndicators July18 final.qxp_Layout 1 17/07/2018 14:58 Page 7

Ask Price vs. Maintenance Exposure *

Asset Quality Rating Scale -2.500 to 10.000

Turboprops

Small Jets

Medium Jets

Large Jets

$ Millions

Ask Price Source: Amstat Asset Insight Analytics * The accrued cost of future scheduled maintenance

Advertising Enquiries see Page 12

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31

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KnowMore Aug18.qxp_Layout 1 17/07/2018 14:31 Page 1

BIZAV INTELLIGENCE T MANDATES

How far do Helicopters Comply With ADS-B Out? With less than 16 months until the ADS-B Out mandate requires it, what percentage of turbine and piston helicopters are compliant?

Mike Chase reports in this JETNET>>Know More feature. he Federal Aviation Administration (FAA) requires all aircraft, including helicopters flying in controlled airspace, to be equipped with ADS-B Out technology to modernize the US national airspace system by January 1, 2020. Following are several key questions that we will seek to answer.

T

1. Are helicopters required to equip with ADS-B Out too?

On January 1, 2020, when operating in the airspace designated in 14 CFR § 91.225 (see below) you must be equipped with ADS-B Out avionics that meet the performance requirements of 14 CFR § 91.227. Aircraft not complying with the requirements may be denied access to this airspace.

34

AVBUYER MAGAZINE – August 2018

If your piston or turbine helicopter operates in the following US airspace, you will need to be ADS-B Out equipped: • •

• •

Class A, B and C airspace.

Class E airspace within the 48 contiguous states and the District of Columbia at and above 10,000ft MSL, excluding the airspace at and below 2,500ft above the surface.

Class E airspace at and above 3,000ft MSL over the Gulf of Mexico from the coastline of the US, out to 12nm.

Around those airports identified in 14 CFR part 91, Appendix D.

The ADS-B rules apply to all IFR aircraft, including helicopters flown under the IFR.

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 Aircraft Index see Page 145

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BIZAV INTELLIGENCE T MANDATES

Chart A: ADS-B Out Status* for Turbine & Piston Helicopters (June 2018) Yes 7%

Yes 21% U.S. Turbine Helicopters ~6,000

U.S. Piston Helicopters ~3,000

10%

No 70%

No 73% Yes

2. Can helicopter operators fly under IFR in non-ADS-B airspace if their aircraft is not equipped with ADS-B Out?

The requirements of the ADS-B rule apply only to the airspace defined in 14 CFR § 91.225, regardless of whether or not the operation is conducted under VFR or IFR. It's an airspace rule and does not apply to any type of operation outside defined airspace.

3. If a helicopter operator only flies VFR will they be required to equip with ADS-B Out?

There are no current mandatory requirements for ADS-B Out in VFR helicopters, although replacement transponders must be Mode S ADS-B capable.

Further, any new aircraft is required to have a Mode S Extended Squitter ADS-B capable transponder if it operates in Class A, B, C or E airspace, or above 10,000ft in Class G airspace.

Nevertheless, many helicopter owners are expected to equip with ADS-B Out for safety and efficiency reasons, including many VFR operators.

4. What use would ADS-B Out be to the operator of a VFR-only equipped helicopter?

ADS-B out is a little like having taillights on your car.

They are used by others. In an environment when

36

AVBUYER MAGAZINE – August 2018

20%

Unknown

No

* US Compliance

most aircraft have ADS-B Out, those aircraft with ADS-B In will have the ability to see other aircraft that are nearby.

An ADS-B In system far exceeds the capabilities of the human eye to detect aircraft and alert a pilot to other aircraft that could be a risk. The availability of surveillance information and flight-following services

by ATC for VFR-only equipped aircraft unless operated in controlled airspace, and the availability of accurate information for SAR purposes are significant advantages too.

Other possible benefits for some VFR operators include: Performance feedback for student training; aircraft tracking (especially in flying clubs and schools for those waiting to use an aircraft); co-ordination of arrival support and ground services such as fuel as vendors use the web to locate in-bound aircraft and are ready to offer a range of services.

5. How many helicopters are compliant currently?

Chart A (top left) shows the number of turbine and piston helicopters in US operation as of June 2018, per the JETNET Evolution database. The fleet percentages of those that are ADS-B Out compliant are 21% of turbine helicopters and 7% of piston helicopters. Helicopters lag even further behind than business jets currently do.

www.AVBUYER.com

Aircraft Index see Page 145

KnowMore Aug18.qxp_Layout 1 17/07/2018 14:32 Page 3

Table A: ADS-B Compliant Turbine Helicopters Worldwide Make

Compliant

Total

%

Ai r b us Be ll Eurocopte r Leonardo Si korsky Ro b i ns o n MD AgustaW e st land Enst rom Eurocopte r/Kawasaki Be ll/Agusta Schwe i ze r Total

901 634 566 407 260 95 70 57 15 11 7 0 3,023

5,013 7,731 4,274 1,536 946 704 754 582 159 105 247 62 22,113

18% 8% 13% 26% 27% 13% 9% 10% 9% 10% 3% 0% 14%

6. How does ADS-B Out impact domestic air ambulance?

According to industry sources, it is estimated that Air Ambulance transports around 400,000 people each year in the US. JETNET reports in June 2018 that there are 1,420 turbine, and four piston helicopters used in US Air Ambulance operations.

Interestingly, only 38% (540) of the 1,420 turbine Air Ambulance helicopters are ADS-B Out compliant and none of the four piston Air Ambulance helicopters are compliant.

Air Ambulance operations play a vital role in getting fast help to those in need. The currently low percentages of compliant Air Ambulance helicopters could potentially result in fewer helicopters operating after January 1, 2020 to perform these vital services.

ADS-B Out compliant. Airbus with 901 of the 5,013 total turbine helicopters leads the pack. Bell ranks second with 634 of 7,731 aircraft compliant.

Overall, however, these low numbers and percentages should be very concerning to the helicopter industry at this time.

In Summary

Many helicopter owners have been slow to react presumably because they hope the FAA will extend the mandate beyond 2020 or that the price of equipment will fall. The impact of a potential grounding of noncompliant helicopters, however, will be both costly and time-consuming, and bring potential loss of residual value to the owner/operator. T

7. How many ‘For Sale’ helicopters currently comply?

Currently only 12% of the turbine helicopter fleet and 7% of the piston helicopter fleet ‘For Sale’ are ADS-B compliant. This is a time that buyers of used aircraft should be very careful to check on the ADS-B Out status of an aircraft they’re considering for purchase.

Table A (above) shows the number of turbine helicopters worldwide that are ADS-B Out compliant,

by OEM. There are a 3,023 (14%) of the >22,000 worldwide turbine helicopters in operation that are

Mike Chase (president, Chase & Associates) offers highly sought-after aviation market research expertise.

Contact him via mike@avbuyer.com.

JETNET, meanwhile, the ultimate source for information & intelligence on business and commercial aircraft worldwide, can be contacted via www.jetnet.com

AvBuyer

read by Flight Departments

Worldwide

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OPERATING COSTS AUG.qxp_Finance 17/07/2018 12:40 Page 1

OWNERSHIP T OPERATING COSTS

Tips to get the Best From Your BizJet David Wyndham offers advice on three things to keep in mind that will help you get the full benefits of a business aircraft… hough it’s impossible to prepare for every situation, it is possible to prepare for things to change and to learn what’s needed for adapting and managing those changes.

The business aircraft is one of the tools that enables and enhances your ability to act, manage and react to the changes within your business. To get the full benefits of a business aircraft, however, it pays to keep the following three things in mind…

T

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AVBUYER MAGAZINE – August 2018

1. Different Aircraft for Different Missions

Throughout my career as a consultant, the 100% solution (that is, the aircraft capable of flying all the missions you may need) is most often the costliest.

Over the long run, it may also be one of the least effective solutions too. To illustrate, I once had a client who was looking at a Mid-size jet.

• This jet had the runway performance to manage the required short trips into smaller airfields, but with a light passenger load.

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Aircraft Index see Page 145

OPERATING COSTS AUG.qxp_Finance 17/07/2018 12:41 Page 2

• •

It had the seats for the handful of longer trips with six or seven people.

With full seats, however, its range was limited.

One larger cabin business jet offered the short runway performance and the range with full seats the client wanted, but the acquisition and operating budget was beyond what the board would approve.

What proved to be a better fit for the client was a turboprop for the short-range, short-runway trips and a fractional share of a Mid-size jet for the longer-range missions. That Mid-size jet fractional share could also be upgraded to a Large jet for the two or three trips annually that required eight to ten seats.

It’s vital to remember that owning your business aircraft does not prevent you from using other options (such as charter, jet cards and fractional).

These lower utilization alternatives can give you the second aircraft for the few times its needed or expand the capability when occasionally needed.

2. Re-evaluate Your Options Regularly

How does the business aircraft you use support your current strategies for managing your business and your time? You will need to regularly re-evaluate your options. Planning is necessary for your company, and that includes forward-planning with regards to the aircraft.

It may be running nicely and not costing a lot of money to operate currently, but you should not wait for a major expense to arise before evaluating your options.

• Are you looking to grow into new markets in the next five years?

• Are you in the Mergers and Acquisitions market?

• Can the current aircraft support the future company?

An aircraft replacement can take 12-18 months to plan and execute, especially if you’re acquiring an aircraft that will need to be outfitted to your specifications. It’s advisable to have a written plan for when, and how to upgrade or replace your aircraft. Review the plan and revise it as your company changes, grows or develops into new markets.

Advertising Enquiries see Page 12

3. Numbers Don’t Tell the Whole Story

While they can help you make an informed decision, a spreadsheet alone should not make the decision for you. So, what are the other factors that need to be considered in the decision? I’ve had several clients where the optics of owning the aircraft were a concern.

One was a defense department supplier of technology. My analysis showed them that a Light jet was the most efficient for their travel in terms of cost and speed, but they chose to purchase a slower single-engine turboprop that lacked the non-stop range for about 40% of their trips.

Their decision was based upon appearances. If the Generals saw the supplier with a turboprop single, they believed it would give the impression of frugality in their business and that their technology solution would also be judged as the cost-effective choice.

Another client upgrading from a Turboprop chose a Mid-size jet over a Large-Cabin jet. The lower cost Mid-size jet would still meet 85% of their needs but also look appropriate to their shareholders.

But it’s about more than just optics. Comfort plays a role, too. Another client evaluating LargeCabin jets preferred the slightly smaller cabin alternative as it offered more cabin width, which felt roomier. The costs of the applicable options were similar, but in addition to having the slightly wider cabin his choice also had less range. Nevertheless, as the client was going to spend 400 hours per year on board, this was the right choice for him. Comfort was the deciding factor in this case.

Business aircraft owners and operators all have slightly different criteria that they use for evaluating subjective qualities like comfort. When evaluating different aircraft, it’s important to decide in advance what criterion are important to you.

Remember that numbers are very helpful but leave some room for the subjective. T

David Wyndham is co-owner & president of Conklin & de Decker, a JSSI Company, where his expertise in cost and performance analyses, fleet planning and life cycle costing are invaluable. He’s formerly an instructor pilot with the US Air Force. Contact him via david@conklindd.com

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August 2018 - AVBUYER MAGAZINE

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Appraisals August.qxp_Finance 17/07/2018 16:30 Page 1

OWNERSHIP T APPRAISALS

What’s the Conundrum of Used Engine Values?

How do you appraise the value of a used jet engine – especially for ‘part out’ or ‘salvage’ purposes?

Jeremy Cox discusses some of the conundrums with particular reference to the popular TFE731 models…

A

ppraising an aircraft’s engines for value based only on Time Between Overhaul (TBO) status requires a simple calculation to be made:

Average Overhaul Cost ÷ TBO (hrs) = Engine Hourly Rate.

The ‘average retail’, or ‘average wholesale’ base value of an aircraft, as quoted by the price guides like Vref and Bluebook assume that the engines are at ‘mid-time’. If the TBO is 5,000hrs, for example, then the average value of the engines is based upon 2,500hrs since ‘new’, or ‘overhaul’.

If the engines are above this base amount of 2,500 hours, every hour over that figure is 44

AVBUYER MAGAZINE – August 2018

multiplied by the Engine Hourly Rate, and the result is then deducted from the overall calculated/appraised ‘book value’ of the aircraft.

For engines below the base example, the result is added (read as additional value).

This approach is acceptable if a simple market value is all that’s required. If, however, a ‘part out’, or ‘salvage’ value is the appraisers’ assignment and end-goal, then the research necessary to accomplish this task becomes very complicated. I shall explain…

Delving into the World of Part-Outs

There has been a lot of activity within the used engine market – especially over the past 7-10 years, with many aircraft being parted out. The

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Aircraft Index see Page 145

Appraisals August.qxp_Finance 17/07/2018 12:27 Page 2

Jeremy Cox is Vice President at JetBrokers, Inc, a National Aircraft Appraisers Association (NAAA) Senior Certified Aircraft Appraiser, as well as a NAAA Qualified Buyer’s Agent. Jeremy has been a Director of Maintenance for several different companies and employed by several airframe OEMs’ independent Service Centers.

Contact him viajcox@jetbrokers.com

“If, however, a ‘part out’, or ‘salvage’ value is the appraisers’ assignment and end-goal, then the research necessary to accomplish this task becomes very complicated.” fleet. These deceased aircraft include 1,353 TFE731 engines. Without analyzing the total number of aircraft/engines lost due to catastrophes versus ‘part-outs’ we can confidently assume a ratio of 2:3 (60%) being aircraft ‘parted-out’.

Therefore, 7% of all TFE731 series engines (812 units) have been brought to market as either component parts, or whole, functioning engines.

It is interesting, here, to note the aircraft makes and models that have seen the greatest attrition in numbers, including: • • • • •

The Jetstar 731/II at 69% reduction (102 built with 70 W/O) The Falcon 10/100 at 35% reduction (226 built with 80 W/O) The Hawker 700 (and older) at 24% reduction (344 built with 81 W/O) The Lear 35/35A at 23% reduction (676 built with 156 W/O) and The Westwind I/II at 20% reduction (205 built with 40 W/O)

Origins and Popularity of the TFE731

resulting ‘flood’ of engines that have come into the used marketplace has combined with falling airframe values, yet we would not recommend dropping your subscription to your engine service program...

Let’s illustrate with an example. Since 1972, 12,486 AiResearch/Garrett/Allied-Signal/Honeywell TFE731 series engines have been delivered and installed on 47 make/models of new and retrofitted business aircraft. With 20 different engine models within this venerable family, the TFE731-40BR (Learjet 70 and 75) and TFE731-60 (Falcon 900LX) are still in production.

Out of the 5,663 individual aircraft that have been operating with TFE731 series engines, 593 jets have been Written-Off (W/O), or 10% of the Advertising Enquiries see Page 12

The TFE731-1 engine design was supposed to power the 1971 seven-place Swearingen SA-28T Delta-Wing Business Jet (cancelled after Fairchild purchased Swearingen), and came as a ‘spin-off’ from the AiResearch ‘two spool’ TSCP700 Auxiliary Power Unit (APU) installed on the MD DC10 airliner.

The Low-Pressure Compressor from the GTCP660 APU used in the B747 replaced the smaller disc from the TSCP700, which initially resulted in a thrust output of 2,710lbs by the TFE731-1.

The 3,500lbs thrust TFE731-2-2B engine is the most prolific model available on the used engine marketplace today. Almost 300 units have come available over time, since the Learjet 35/35A/36/36A series began getting parted-out.

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August 2018 - AVBUYER MAGAZINE

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Appraisals August.qxp_Finance 17/07/2018 12:28 Page 3

OWNERSHIP T APPRAISALS

“The entire market is quite fluid - just because you understand the price today does not mean you will understand it tomorrow.”

The Dilemma Today…

Life Limited Components and Example Values

There are various ‘Life Limited’ components found inside a TFE731-2-2B engine, and following we have set these out with their approximate values.

• • • • • • • • • •

Fan Disc (10,000 cycle-life) minus Full-Life Value (FLV) = ~$12,500 High Pressure Compressor Impeller (10,000 cycle-life) minus FLV = ~$15,000 Stage 1 Low Pressure Compressor Disc (10,000 cycle-life) minus FLV = ~$12,500 Stage 2 Low Pressure Compressor Disc (10,000 cycle-life) minus FLV = ~$12,500 Stage 3 Low Pressure Compressor Disc (10,000 cycle-life) minus FLV = ~$12,500 Stage 4 Low Pressure Compressor Disc (10,000 cycle-life) minus FLV = ~$12,500 High Pressure Turbine Disc (5,200 cycle-life) minus FLV = ~$6,500 Stage 1 Low Pressure Turbine Disc (4,400 cycle-life) minus FLV = ~$5,500 Stage 2 Low Pressure Turbine Disc (4,500 cycle-life) minus FLV = ~$5,700 Stage 3 Low Pressure Turbine Disc (9,500 cycle-life) minus FLV = ~$11,900 - Combined FLV of all Discs = ~$107,100

Engine component parts prices used to be stable with little variance; they conformed to the OEMs price list, which used to be available to all.

Today, with so many engines that are now sitting in warehouses as removed or dismantled, prices are wildly variable which makes appraising engines extremely difficult.

It used to be as simple as ascertaining the List Price of each component and then determining the individual Disk/Shaft Component Values (i.e. List Price) divided by Cycle Life, to equal the Component Full Life Value per Cycle. That would be multiplied by Cycles Remaining, and the result would provide the Component Value.

46

AVBUYER MAGAZINE – August 2018

In a recent interview, Jason Hedtke, General Manager for Marklyn Jet Spares spoke with me on engine component values and their availability, and his insight for engine appraisers is rather bleak.

“There are no listed prices, you have to hunt them down yourself,” he said.

“There is even less sophistication when it comes to the actual parts pricing within the engines,” he continued. “You literally have to either have the knowledge because you live in that marketplace [and] you have recently purchased or sold those parts, or [you have] recently purchased or sold that engine...The issue with tearing an engine down further from a core into parts is that there are no Honeywell Authorized shops that will put their tag on those parts, which means you don’t have a market to sell them (or highly limited).

“If the engine core was not properly preserved then none of the accessories will be viable unless they go through a further inspection or overhaul.

As an example, if you had a Falcon 50 TFE731-31C engine that was not properly preserved, the Fuel Control Unit now needs to be overhauled/ exchanged at a cost of $40k-$60k depending on what can be found and availability.

“The entire market is quite fluid - just because you understand the price today does not mean you will understand it tomorrow.

“The funniest misnomer in the market is that everyone thinks there are stacks and stacks of 7312, 731-3 and 731-5 engines out there, but if you actually go looking for one it is very hard to find one that is properly pedigreed and has time remaining,” Hedtke concluded.

Hedtke’s point should highlight today’s dilemma facing aircraft appraisers tasked with providing a ‘part out’, or ‘salvage value’. But there’s worse to come. Let’s explore the issue of ‘proper storage’ for these surplus engines…

Storage for Engines - On and Off Wing

Even if the engine is stored in the arid climate of a desert, moisture levels are still not ‘zero’, and over time moisture will begin to corrode an unprotected engine.

When a TFE731 series engine is ‘on wing’, and the aircraft is idle for an extended period, it is required (per the Light Maintenance Manual) that 

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Aircraft Index see Page 145

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Appraisals August.qxp_Finance 17/07/2018 12:28 Page 4

OWNERSHIP T APPRAISALS

“The number one issue in the used engine market today is that there is a significant number of improperly preserved engines available for purchase...”

the engines be run very 30 days and documented in the logbooks. The intent is that any moisture present will be driven out by the circulation of ‘normal operating temperature’ oil that is pumped around the engine during the run.

If the TFE731 engine is to remain idle for more than six months, then for the reason Jason Hedtke stated, the engine fuel system must be preserved as well as the performance of the ‘30-day engine run’.

In the case of ‘off-wing’ TFE731 engine preservation, the following procedure must be followed: • • • • • • • • • •

• • • •

48

Drain engine oil.

Wrap engine in first barrier material and seal all openings.

Add outer barrier with four bags of desiccant and two humidity indicator cards.

Install humidity indicator plug into barrier.

Seal seams.

Cut opening into the barrier and vacuum out the air.

Seal opening with a heat gun.

Record preservation in the Engine Log Book.

Every thirty days, check the humidity indicator plug and humidity indicator cards.

If the indicator plug or any of the cards change from blue to pink the sealing bag must be opened and the engine inspected for rust or corrosion.

If rust or corrosion is evident, take appropriate corrective action.

Preserve the engine again.

Every two years, remove the engine from preservation storage, service it with oil and ground run it.

After running, you can again preserve the engine and store it for another two years, checking humidity indicators every thirty days.

AVBUYER MAGAZINE – August 2018

Specific to Honeywell engines, any TFE731 that has not been properly stored or maintained in accordance with the manual, requires a condition report to be sent to Honeywell before the engine is released back into service.

The Damaged Engine Review Board (DERB) at Honeywell will then issue the owner/operator with a required maintenance/repair workscope specifically for that engine that must be carried out before it is considered airworthy once more.

Coming to the Crux of the Problem…

Recently, while performing an on-site audit of an aircraft and its records so that I could issue a certified aircraft appraisal report to the owner, I read an engine logbook entry made after a DERB prescribed workscope had been completed. It was made necessary because this TFE731 powered aircraft had been repossessed earlier in its history, and the aircraft had sat for a prolonged period without proper engine storage…

A total of 11 bearings were replaced in this engine, replacements that were necessary because of corrosion, not wear.

The number one issue in the used engine market today is that there is a significant number of improperly preserved engines available for purchase, which can only be appraised as having a core value.

As this article went to press the following is true.

There are: -

1 viable used TFE731-2-1C engine (Falcon 10/100); 1 viable used TFE731-5BR engine for which FAA AD 2010-06-11 has been complied with (Falcon 900B/Falcon 20-5); and 2 viable-used TFE731-3-1C engines (Falcon 50)

These are available for immediate purchase, and have all been properly preserved, or have undergone a Honeywell approved shop visit deemed necessary by the DERB. If you are auditing/seeking a TFE731 series engine advertised ‘For Sale’, unless it has been properly stored, or there is an engine logbook maintenance entry detailing a DERB-prescribed workscope that has been completed, then you are advised to proceed with great caution... T

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Aircraft Index see Page 145

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Registries.qxp_Finance 17/07/2018 14:13 Page 1

OWNERSHIP T REGISTRIES

What to Consider When Choosing an Aircraft Registry For an industry that is truly globe-spanning, aviation has some curiously parochial corners. Aircraft registration is one of them. Rohit Jaggi speaks with those in the business to discover what goes into a registry selection… rom Afghanistan to Zimbabwe, countries keep registers of their civil aircraft to ensure airplanes and helicopters are adequately monitored and regulated.

But the US, spiritual home of Business Aviation, has many aircraft on its register that spend all or most of their time out of the country.

Meanwhile, some small states such as Bermuda and the Cayman Islands have also long attracted aircraft that are based all over the world.

Newer rivals include Aruba, San Marino, Guernsey, Malta and the Isle of Man. “The main reason is flexibility,” explains Aoife O’Sullivan, partner with The Air Law Firm.

The Federal Aviation Administration, which covers the US, and the European Aviation Safety Agency, whose span includes European Union

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AVBUYER MAGAZINE – August 2018

countries, have restrictions on who can pilot aircraft on their registers – although both are signed up to the International Civil Aviation Organisation (ICAO), the UN aviation body that, among other things, ensures the equivalence of pilot licensing among signatory countries.

But an aircraft on the Isle of Man register (M-reg), for example, can fly with a crew of FAA pilots, EASA pilots, pilots from other ICAO members, or a mixed crew. And that simplifies finding pilots enormously.

Maintenance is another issue. Aircraft registered with the UK’s CAA (for example) need to have maintenance performed by a Continuing Airworthiness Management Organization (CAMO) which means the aircraft’s technical manuals and schedule of work required must be rewritten by the

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

Aircraft Index see Page 145

P057.qxp_Empyrean 18/07/2018 12:40 Page 1

Peter has had his eyes on the sky for over 50 years now. From piloting to birding, his aviation experience is unsurpassable and we’re fortunate enough to have him on board as Director of Operations. Let his wealth of knowledge and outstanding specialist skills work for you.

Find out how we can help you with your aircraft registration needs at bermudaaircraftregistry.bm

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Registries.qxp_Finance 17/07/2018 14:14 Page 2

OWNERSHIP T REGISTRIES

“Safety is number one.

There are no shortcuts.

Just different regulatory regimes.”

CAMO. The Manx register, however, requires the same maintenance but it can be performed using the OEM’s manuals.

Craig McLeod, head of flight operations at Naljets which has aircraft on the Manx and UK registers explains, “The Isle of Man makes life easy. With maintenance I don’t need a CAMO, so there are significant savings.” And there are plenty of other examples.

Nevertheless, Paolo Lironi, chief executive of SGI Aviation which runs the Guernsey register (2-reg) under a 30-year contract that has 25 years to run, is emphatic about the main role of offshore registers. “Safety is number one. There are no shortcuts. Just different regulatory regimes.”

Why Opt for an Offshore Registry?

Some owners choose an offshore register to keep a low profile. Tim Barber, aircraft sales and acquisitions representative in Europe for Duncan Aviation, explains, “In the UK and across Europe we have the politics of envy. Certain sectors don’t like people who have made money and use or own private jets.”

Putting your aircraft on an offshore register can help make that ownership less obvious.

Bermuda’s VP-B and VQ-B tail numbers are seen as helpful in this respect.

But offshore registers are not an easy route to anonymity for ill-gotten gains or the people who make them. The Guernsey register does background checks on where an owner is making his or her money. “We have lost a number of Chinese aircraft,” says Lironi. “Not that they were doing anything wrong, but because the owners didn’t want to open their books.”

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AVBUYER MAGAZINE – August 2018

Barber points out that US operators are less anxious about keeping their heads down. Jet ownership in the US now has had substantial tax advantages pushed through by the Trump administration - so the US register (N-reg) is an attractive one.

Some jurisdictions have bigger tax benefits than others. As examples, the Isle of Man has a corporate tax rate of 10% and no capital or wealth taxes; Bermuda has no income or profits tax; Aruba has no corporate or income tax, or VAT. But O’Sullivan downplays the importance of tax. Far more important, she says, is convenience.

It makes sense to use a register in the same jurisdiction as other business interests. As one owner puts it, “I have a mortgage in Guernsey, so that’s why I prefer to register in Guernsey.”

Another is the level of service. On this the various offshore registers, competing for a limited pool of aircraft, all proclaim their virtues. Jorge Colindres, founder and chairman of The Registry of Aruba (P4-reg), says: “When we decided to start the registry, we wanted to run it like a private company.

“That means we are always available to customers. There are no bank holidays or national days off.”

The Isle of Man, which has taken 1,000 aircraft on to its register since it was set up in 2007, also prides itself on its level of service. “We are completely digital with an online registration system,” says Colin Gill, deputy director of civil aviation.

Transparency and Clarity

The ease of finding out whether there is an existing mortgage when considering buying an aircraft – or

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Aircraft Index see Page 145

Registries.qxp_Finance 17/07/2018 14:14 Page 3

indeed repossessing it, is of considerable importance to aircraft financiers. The Cape Town Convention of 2006 created an international register of financial interests in aircraft.

It means much more transparency and clarity, but not every country has signed-up, and there are some anomalies – for example the Netherlands has not, but the Dutch Caribbean island of Aruba has.

“Until everyone signs-up we’re still playing catchup,” O’Sullivan says.

Some registers have focused on particular areas: Guernsey, for example, has built a reputation for dealing efficiently with commercial aircraft transitioning from one lessee to another in different jurisdictions, says Lironi.

“Take Indonesia and Malaysia as an example.

They do not talk to each other. It can take two months to transfer an aircraft from one to the other.

That’s two months of lost rent. With 2-Reg it can be done in days – registered in a week, and deregistered in two days. That means saving one to two months of rent.”

Deciding on how and where you want to use the aircraft is, according to O’Sullivan, a first requirement for deciding which jurisdiction to go for. As McLeod points out, aircraft on the Manx register and some others such as the Cayman register cannot be used for charter, but those on Guernsey and Malta, for example, can.

“The majority of the 15 business jets on our register are kept under an AOC,” says Lironi.

“Even if they are used 90% of their time by the owner, it’s better for tax to have them under an AOC.” Cabotage is another significant factor. The cabotage rules are protectionist regulations derived from shipping. For example bilateral Advertising Enquiries see Page 12

agreements mean that a British airline can carry passengers from London to New York, but cabotage restrictions mean if the flight also goes on to Chicago the airline cannot normally pick up passengers in New York.

Aruba’s Alexandria Colindres says currently aircraft on that register have some advantages operating within the EU. Aircraft from non-EU registers can qualify for relief of customs duties and VAT. The Isle of Man and Channel Islands, meanwhile, are part of the EU customs territory so aircraft on those registers cannot qualify.

Impact on Aircraft Value

Registration can also affect the value of an aircraft.

The US is the biggest single market for business jets, Barber points out, and there is a cost (in inconvenience if nothing else) to transfer an aircraft’s country of registry. “Most buyers are in the US, and most US buyers want US-registered airplanes,” he notes.

Nevertheless, Alexandria Colindres at Aruba notes “We have been noticing an influx in aircraft coming from the Asian and African market.”

So which register is better? The choice is so dependent on how that aircraft will be used and other fine detail that expert advice is required. T

Rohit Jaggi holds airplane and helicopter licenses and frequently conducts flight tests of airplanes and helicopters for print and video. He held a number of news editing and reporting posts with the Financial Times before becoming a freelance writer. Find out more via rohitjaggi@gmail.com

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August 2018 - AVBUYER MAGAZINE

59

Jetbrokers p2 August.qxp_Layout 1 19/07/2018 10:42 Page 1

NUMBERS YOU CAN COUNT ON. ADVICE YOU CAN TRUST. Celebrating more than 30 years in business, Conklin & de Decker is a leader in aviation research, consulting and education. We enable the general aviation industry to make more informed decisions when dealing with the purchase, operation and disposition of aircraft by furnishing objective and impartial information. Conklin & de Decker focuses on fixed- and rotary-wing aircraft operating costs, performance and specification databases, maintenance management software, financial management, fleet planning, market research, and aviation tax issues.

Consulting

Products

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Financial Analysis

Aircraft Performance Comparator

Market Research

Life Cycle Cost

Aircraft Ownership Options

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State Tax Guide

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ACSpecs Intro.qxp_AC Specs Intronov06 17/07/2018 15:31 Page 1

OWNERSHIP T SPECIFICATIONS

Aircraft Performance & Specifications Turboprops

T

he AvBuyer Magazine Guide to Aircraft Performance and Technical Specification Data is updated by Conklin & de Decker on a regular basis. The Guide is much more comprehensive and informative, providing more aircraft types and models and including variable cost numbers for all models.

This month’s category of aircraft - Turboprops – appears opposite, to be followed by LargeCabin jets next month.

Please note that this data should be used as a guide only, and not as the basis on which buying decisions are taken. The data presents aircraft aged below 20 years of age only, but Conklin & de Decker provides details of older airplanes too.

If there are any other ways in which we can improve the content or presentation of this information, please let us know.

Tel: +44 (0) 208 255 4000; Email: editorial@avbuyer.com © 2018 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com

Description of Cost Elements The following describes the content of each cost element used in The Aircraft Cost Evaluator. There are no sales taxes included in these costs.

VARIABLE COST PER HOUR Includes fuel, maintenance reserves for routine maintenance, engine/ propeller/APU reserves, and miscellaneous expenses.

Specifications - General CABIN DIMENSIONS Cabin Height, Width, and Length are based on a completed interior.

On “cabin-class” aircraft, the length is measured from the cockpit divider to the aft pressure bulkhead (or aft cabin bulkhead if unpressurized). For small cabin aircraft, the distance is from the cockpit firewall to the aft bulkhead.

Height and width are the maximum within that

64

AVBUYER MAGAZINE – August 2018

cabin space. Cabin Volume is the interior volume, with headliner in place, without chairs or other furnishings. Cabin Door Height and Width are the measurements of the main passenger cabin entry door.

BAGGAGE Internal baggage volume is the baggage volume that is accessible in flight by the passenger. This amount may vary with the interior layout. External baggage volume is the baggage volume not accessible in flight (nacelle lockers, etc.).

CREW SEATS/SEATS EXECUTIVE This is the typical crew and passenger seating commonly used on the aircraft. This is not the maximum certificated seats of the aircraft. These numbers may vary for different operations (Corporate, Commercial, EMS, etc.).

Weights: • Maximum Take-Off Weight and Maximum Landing Weight are specified during aircraft certification.

• Basic Operating Weight is the empty weight, typically equipped, plus unusable fuel and liquids, flight crew @ 200 pounds each and their supplies.

• Useable fuel is the useable fuel in gallons x 6.7 pounds per gallon (Jet fuel) or 6 pounds per gallon (AVGAS).

• Payload with Full Fuel is the useful load minus the useable fuel. The useful load is based on the maximum ramp weight minus the basic operating weight.

• Maximum Payload is the maximum zero fuel weight minus the basic operating weight.

Specifications Performance Range: • Range (4 Pax) - The maximum IFR range of the aircraft with four passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft.

• Ferry Range - is the maximum IFR range of the aircraft with the maximum fuel on board and no passenger seats occupied.

This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft.

• VFR Range - Seats Full is the maximum www.AVBUYER.com

•

VFR range of the aircraft with all passenger seats occupied. This is used for all helicopters and piston fixed-wing aircraft.

VFR Ferry Range - is the maximum VFR range of the aircraft with the maximum fuel on board and no passenger seats occupied. This is used for all helicopters and piston fixed-wing aircraft.

Balanced Field Length BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only).

This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Take-off Weight (MTOW).

Landing Distance (Factored) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers. Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle.

Rate of Climb (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. Cruise Speed (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range.

Engines The number of engines, manufacturer and model are shown.

Aircraft Index see Page 145

BEE CHC RAF T KI NG AIR C90 B BEE CHC RAF T KI NG AIR C90 GT BEE CHC RAF T KI NG AIR C90 GTi BEE CHC RAF T KI NG AIR C90 GTx BLA CKH AWK KING AIR C90 XP1 NEX 35A TAN T AE ROS PAC E G9 0XT SMY RNA AIR KING AIR POW ER 9 BEE 0 CHC RAF T KI NG AIR 200 RAIS BEE BEC CHC K RAF T KI NG AIR B20 0 BEE CHC RAF T KI NG AIR B20 0 RA ISBE CK

AircraftPer&SpecAUG18.qxp_PerfspecDecember06 17/07/2018 16:23 Page 1

$957.70

$1,086.41

$1,070.28

$1,070.81

$1,128.96

$765.02

$826.96

$1,495.60

$1,168.60

$1,179.23

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.8

CABIN HEIGHT FT.

4.5

4.5

4.5

4.5

4.5

4.5

4.5

4.5

4.5

4.5

CABIN WIDTH FT.

12.4

12.4

12.4

12.4

12.4

12.4

12.4

16.7

16.7

16.7

CABIN LENGTH FT.

218

218

218

218

218

218

218

303

303

303

CABIN VOLUME CU.FT.

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.3

DOOR HEIGHT FT.

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.25

DOOR WIDTH FT.

48

48

48

48

48

54

54

54

54

54

BAGGAGE VOL. INT. CU.FT.

-

-

-

-

-

-

-

-

-

-

BAGGAGE VOL. EXT. CU.FT.

2

2

2

2

2

2

2

2

2

2

CREW #

5

5

5

5

5

5

5

6

6

6

SEATS - EXECUTIVE #

10100

10100

10100

10485

10100

10500

10100

12500

12500

12500

MTOW LBS

9600

9600

9600

9700

9600

9700

9700

12500

12500

12500

MLW LBS

7210

7200

7200

7235

7150

7235

7000

8550

8820

8820

B.O.W. W/CREW LBS

2573

2573

2573

2573

2573

2573

2573

3645

3645

3645

USEABLE FUEL LBS

377

387

387

737

437

752

587

395

125

125

PAYLOAD WITH FULL FUEL LBS

2950

2306

2306

2143

3010

2143

3160

1850

2180

2180

MAX. PAYLOAD LBS

640

739

-

903

739

-

-

858

920

858

RANGE - SEATS FULL N.M.

940

1174

981

1152

1174

-

-

1500

1580

1570

MAX. RANGE N.M. (4 PAX)

4519

4519

4519

3888

4000

-

-

3800

5300

3800

BALANCED FIELD LENGTH FT.

3692

4007

4007

4002

4000

-

3417

3167

4417

3500

LANDING DIST. (FACTORED) FT.

2010

1953

1953

1953

1950

-

2500

2500

2448

2500

R.O.C. - ALL ENGINES FT PER MIN

495

474

474

474

475

-

-

720

745

710

R.O.C. - ONE ENGINE OUT FT PER MIN

250

270

270

274

270

-

280

289

290

292

MAX. CRUISE SPEED KTAS

234

-

-

274

270

-

250

284

283

292

NORMAL CRUISE SPEED KTAS

195

206

206

204

206

-

217

228

226

232

L/RANGE CRUISE SPEED KTAS

2

2

2

2

2

2

2

2

2

2

H80

H80

PT6A-41

PT6A-42

PT6A-42

PT6A-21

PT6A-135A PT6A-135A PT6A-135A PT6A-135A

VARIABLE COST PER HOUR $

ENGINES #



ENGINE MODEL

Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.

Advertising Enquiries see Page 12

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August 2018 - AVBUYER MAGAZINE

65

AircraftPer&SpecAUG18.qxp_PerfspecDecember06 17/07/2018 16:24 Page 2

BEE CHC RAF T KI NG AIR B20 0GT BLA CKH AWK KING AIR B20 BEE 0 XP CHC 61 RAF T KI NG AIR 250 BEE CHC RAF T KI NG AIR 350 BEE CHC RAF T KI NG AIR 350 ER BEE CHC RAF T KI NG AIR 350 i BEE CHC RAF T KI NG AIR 350 iER CES SNA 208 CAR AVA N CES SNA 208 CAR AVA N/C ARG 208 B GN O PO D CA D RAV AN/ CAR G PO D

OWNERSHIP T SPECIFICATIONS

$1,253.08

$1,384.46

$1,265.04

$1,276.69

$1,291.83

$1,277.14

$1,289.58

$538.14

$543.65

$549.06

CABIN HEIGHT FT.

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.5

4.5

4.5

CABIN WIDTH FT.

4.5

4.5

4.5

4.5

4.5

4.5

4.5

5.3

5.3

5.3

CABIN LENGTH FT.

16.7

16.7

16.7

19.2

19.2

19.2

19.5

12.75

12.75

16.75

CABIN VOLUME CU.FT.

303

303

303

344

344

344

344

271

271

352

DOOR HEIGHT FT.

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.2

4.2

4.2

DOOR WIDTH FT.

2.25

2.25

2.23

2.25

2.25

2.25

2.23

4.08

4.08

4.08

BAGGAGE VOL. INT. CU.FT.

55

54

55

56

56

56

55

32

32

32

BAGGAGE VOL. EXT. CU.FT.

-

-

-

16

16

16

-

-

84

112

CREW #

2

2

2

2

2

2

2

1

1

1

SEATS - EXECUTIVE #

6

6

7

8

8

8

8

9

9

9

MTOW LBS

12500

12500

12500

15000

16500

15000

16500

8000

8000

8750

MLW LBS

12500

12500

12500

15000

15675

15000

15675

7800

7800

8500

B.O.W. W/CREW LBS

8760

8820

8830

9885

10400

10000

10585

4940

5120

5440

USEABLE FUEL LBS

3645

3645

3645

3611

5192

3611

5192

2224

2224

2224

PAYLOAD WITH FULL FUEL LBS

185

125

115

1604

1008

1489

823

871

691

1121

MAX. PAYLOAD LBS

2240

2180

2170

2615

2600

2500

2415

2860

2680

3060

RANGE - SEATS FULL N.M.

960

975

636

1440

1878

1440

1635

325

100

465

MAX. RANGE N.M. (4 PAX)

1650

1498

1575

1550

2311

1550

2365

835

768

731

BALANCED FIELD LENGTH FT.

3640

3800

3925

3300

5105

3300

5105

2055

2260

2500

LANDING DIST. (FACTORED) FT.

4437

4437

4625

4140

4760

4143

4770

2508

2508

2625

R.O.C. - ALL ENGINES FT PER MIN

2450

2500

2437

2700

2400

2700

2400

1234

1175

925

R.O.C. - ONE ENGINE OUT FT PER MIN

745

710

682

622

337

622

337

-

-

-

MAX. CRUISE SPEED KTAS

305

311

310

320

303

320

303

186

186

186

NORMAL CRUISE SPEED KTAS

298

311

301

310

303

310

265

175

175

182

L/RANGE CRUISE SPEED KTAS

226

232

232

234

238

234

238

147

147

156

2

2

2

2

2

2

2

1

1

1

PT6A-52

PT6A-61

PT6A-52

PT6A-60A

PT6A-60A

PT6A-60A

PT6A-60A

PT6A-114A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

PT6A-114A PT6A-114A

Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.

66

AVBUYER MAGAZINE – August 2018

www.AVBUYER.com

Aircraft Index see Page 145



Freestream August.qxp 18/07/2018 11:05 Page 1

2008 Boeing BBJ

S/N: 36852

2012 Gulfstream G550

S/N: 5406

2012 Gulfstream G550

2011 Gulfstream G550

S/N: TBD

2001 Gulfstream V

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

S/N: 5391

S/N: 635 FREESTREAM AIRCRAFT USA LIMITED

New York +1 201 365 6080 aircraftsales@freestream.com

CES SNA 208 B GR AND CAR AVA N CES SNA 208 B GR AND CAR AVA N EX CES SNA 208 B GR AND CAR AVA N EX DAH /CAR ERG PO SOC D ATA TBM 700 C2 DAH ERSOC ATA TBM 850 DAH ERSOC ATA TBM 900 DAH ERSOC ATA TBM 910

AircraftPer&SpecAUG18.qxp_PerfspecDecember06 17/07/2018 15:38 Page 3

VARIABLE COST PER HOUR $

DAH ERSOC ATA TBM 930 PAC IFIC AER OSP ACE P-75 0

OWNERSHIP T SPECIFICATIONS

$544.57

$579.48

$586.04

$671.06

$756.06

$726.03

$723.09

$723.09

$526.04

CABIN HEIGHT FT.

4.5

4.5

4.5

4.1

4.1

4.1

4.1

4.1

4.7

CABIN WIDTH FT.

5.3

5.3

5.3

4

4

4

4.1

4

4.6

CABIN LENGTH FT.

16.75

16.75

16.75

10

10

10

10

10

13.2

CABIN VOLUME CU.FT.

352

352

352

143

143

143

143

143

220

DOOR HEIGHT FT.

4.2

4.2

4.2

3.9

3.9

3.9

3.9

3.9

3.9

DOOR WIDTH FT.

4.08

4.08

4.17

3.5

3.5

3.5

3.5

3.5

4

BAGGAGE VOL. INT. CU.FT.

32

32

32

30

30

30

-

30

27

BAGGAGE VOL. EXT. CU.FT.

-

-

111.5

5.9

5.9

5.9

35.9

5.9

-

CREW #

1

1

1

1

1

1

1

1

1

SEATS - EXECUTIVE #

9

9

9

5

5

5

2

5

10

MTOW LBS

8750

8807

8807

7394

7394

7394

7394

7394

7500

MLW LBS

8500

8500

8500

7024

7024

7024

7024

7024

7125

B.O.W. W/CREW LBS

5270

5305

5498

4889

4780

4829

4829

4829

3300

USEABLE FUEL LBS

2224

2247

2247

1887

1956

1956

1956

1956

2210

PAYLOAD WITH FULL FUEL LBS

1291

1290

1097

654

694

645

645

645

1990

MAX. PAYLOAD LBS

3230

3195

3002

1143

1252

1203

1203

1203

4200

RANGE - SEATS FULL N.M.

529

494

365

1000

967

989

989

989

378

MAX. RANGE N.M. (4 PAX)

789

739

685

1200

1364

1474

1474

1474

753

BALANCED FIELD LENGTH FT.

2420

2742

2742

3100

3110

2823

2823

2823

1683

LANDING DIST. (FACTORED) FT.

2625

2800

2625

3750

3750

3750

3570

3750

2075

R.O.C. - ALL ENGINES FT PER MIN

975

1331

1275

1570

2005

2005

2005

2005

1067

-

-

-

-

-

-

-

-

-

MAX. CRUISE SPEED KTAS

184

194

185

292

320

324

324

324

163

NORMAL CRUISE SPEED KTAS

182

187

178

290

316

318

318

318

151

L/RANGE CRUISE SPEED KTAS

156

162

155

255

255

252

252

252

141

1

1

1

1

1

1

1

1

1

PT6A-114A

PT6A-140

PT6A-140

PT6A-64

PT6A-66D

PT6A-66D

PT6A-66D

PT6A-66D

PT6A-34

R.O.C. - ONE ENGINE OUT FT PER MIN

ENGINES # ENGINE MODEL

Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.

68

AVBUYER MAGAZINE – August 2018

www.AVBUYER.com

Aircraft Index see Page 145



Boutsen August.qxp_Layout 1 16/07/2018 12:15 Page 1

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2013 Boeing BBJ

FOR

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2002 Gulfstream GIV SP - s/n 1486

1997 Dassault Falcon 2000 - s/n 037

2005 Challenger 604 - s/n 5599

Deal Pending!

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2003 Piaggio P180 Avanti

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AircraftPer&SpecAUG18.qxp_PerfspecDecember06 17/07/2018 15:38 Page 4

PIPE RM 600

QUE ST A IRCR AFT KOD IAK

46T P PIPE RM 500

PIPE RM ERID IAN PA

PILA TUS PC-1 2 NG

PIAG GIO AVA NTI P18 0 EV O PIAG GIO AVA NTI P18 0 II PILA TUS PC-1 2

PIAG GIO AVA NTI P18 0

OWNERSHIP T SPECIFICATIONS

$1,397.83

$1,380.44

$1,389.40

$819.70

$774.17

$537.33

$551.35

$570.39

$532.44

CABIN HEIGHT FT.

5.8

5.8

5.8

4.75

4.83

3.9

3.9

3.92

4.5

CABIN WIDTH FT.

6.1

6.1

6.1

5

5

4.2

4.2

4.13

4.8

CABIN LENGTH FT.

14.9

14.9

14.9

16.9

16.92

12.3

12.3

12.33

15.5

CABIN VOLUME CU.FT.

393

393

393

356

356

106

164

165

248

DOOR HEIGHT FT.

4.4

4.4

4.4

4.5

4.42

3.8

3.8

3.83

4.1

DOOR WIDTH FT.

2

2

2

2

2

2

2

2

4.1

BAGGAGE VOL. INT. CU.FT.

16

16

16

34

40

20

20

20

38

BAGGAGE VOL. EXT. CU.FT.

44.15

44.15

44.15

-

-

-

-

-

-

CREW #

2

2

2

1

1

1

1

1

1

SEATS - EXECUTIVE #

6

6

6

7

7

5

5

4

5

MTOW LBS

11550

12100

12100

10450

10450

5092

5092

6000

7255

MLW LBS

10945

11500

11500

9920

9921

4850

4850

5800

6690

B.O.W. W/CREW LBS

8000

8500

8500

6565

6782

3663

3634

3730

3975

USEABLE FUEL LBS

2802

2802

2802

2704

2704

1140

1140

1140

2110

PAYLOAD WITH FULL FUEL LBS

798

848

848

1226

1009

331

360

1180

1220

MAX. PAYLOAD LBS

1800

1300

1300

2475

2257

1187

1216

1120

2515

RANGE - SEATS FULL N.M.

980

752

752

1340

1309

489

213

633

524

MAX. RANGE N.M. (4 PAX)

1440

1364

1364

1660

1635

1091

754

1278

845

BALANCED FIELD LENGTH FT.

3100

3500

3500

2450

2450

2000

2680

2902

1720

LANDING DIST. (FACTORED) FT.

4550

4417

4417

2783

2783

1950

3650

2623

1933

R.O.C. - ALL ENGINES FT PER MIN

2950

2600

2600

1680

1920

1556

1570

1556

1338

R.O.C. - ONE ENGINE OUT FT PER MIN

756

680

680

-

-

-

-

-

-

MAX. CRUISE SPEED KTAS

390

363

363

261

280

267

260

274

180

NORMAL CRUISE SPEED KTAS

354

346

346

261

268

262

230

260

154

L/RANGE CRUISE SPEED KTAS

310

314

314

209

209

225

175

184

133

2

2

2

1

1

1

1

1

1

PT6A-66

PT6A-66B

PT6A-66B

PT6A-67B

PT6A-67P

PT6A-42A

PT6A-42A

PT6A-42A

PT6A-34

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.

70

AVBUYER MAGAZINE – August 2018

www.AVBUYER.com

Aircraft Index see Page 145

T

Bank of the Ozarks April.qxp_Layout 1 16/07/2018 12:15 Page 1

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Financing.qxp_Finance 17/07/2018 12:33 Page 1

OWNERSHIP T FINANCE

How to Understand Latin America’s Aircraft Finance Market What are the trends for financing in

Latin America, and how should borrowers and lenders read these? Rodolfo Lacayo,

AirFinance, shares his insights with AvBuyer…

ith eyes turning to Latin America ahead of LABACE, AvBuyer spoke with Rodolfo Lacayo, Vice President, Latin America for AirFinance to learn his thoughts on the region’s borrowing and lending market.

AirFinance provides financing of General Aviation aircraft, including business jets, turboprops and helicopters with an emphasis on transactions outside the US. Lacayo has spent two decades in banking within Latin America across various sectors, including for Dow Chemical Company and Ravago Mexico, prior to representing AirFinance within the region.

W

AvBuyer: Currently, the Latin America region accounts for around 7% of the world’s private jet fleet, and 13% of the world’s business turboprop fleet (per JETNET). Is there much buying activity in the region at this time?

Lacayo: To begin to answer that question, Latin America needs to be taken on a country-bycountry basis. The countries currently exhibiting a healthy appetite for buying business aircraft are Peru, Chile, Ecuador, Uruguay, Paraguay and (until March) Argentina. Brazil, Colombia, Venezuela and Bolivia are either in political turmoil or have upcoming elections that are impacting those markets.

Overall, there is demand for Business Aviation 72

AVBUYER MAGAZINE – August 2018

in Latin America, but for the region to register a significant uptick in buying activity, Brazil and Colombia need to wake up from their current political hangovers.

AvBuyer: What are the preferences for aircraft financing in Latin America?

Lacayo: Depending on the use Brazil will be heavy on both turboprops and jets. Meanwhile Colombia and Argentina tend to be all about jets, while Chile is big on turboprops.

Is there one type of financing that’s more popular than another? Again, it really depends on the country. Loans are popular in Latin America but depending on the country there will either be a withholding tax (i.e. imposition of a tax on a loan with a bank not registered in the country), or deductions will be limited by way of keeping the credits within the country.

Operating leases and finance leases are impossible in Brazil as a result of the current regulations, and in Argentina leases are limited to aircraft that are over six tons (13,440lbs) in weight.

As a financier based outside the region, unless the buyer is looking for a loan you have little to no chance of granting a credit.

AvBuyer: How do you see the Latin American aircraft financing market developing over the short- to medium-term?

www.AVBUYER.com

Aircraft Index see Page 145

Financing.qxp_Finance 17/07/2018 12:34 Page 2

“...one must keep an open mind as to how business is done within Latin America and seek to understand the business conditions of each country, specifically.”

Lacayo: It all depends on the political climate and whether a business-friendly or left-wing candidate wins. For example, Brazil seems inclined towards a left-wing government at this time, and Colombia held elections this year but avoided a left-wing government.

In Argentina, President Mauricio Macri needs to tread carefully as he does not have majority in the senate (so the threat of the Peronistas aligning against him is present, especially since the peso has devalued close to 100% over the last 10 months).

What needs to happen to help things develop further? To promote an aviation culture, financing must be granted to aviation schools.

Unfortunately, these don’t have the financial ability to acquire simulators or aircraft, so exposure to aviation in the region remains limited.

AvBuyer: With an uptick in the used aircraft marketplace now, international financiers may be looking to expand into new markets. What should they keep in mind as they look at prospects in Latin America?

Lacayo: Financiers looking to move into the Latin American markets should consider the following four things: •

If you want to do deals in Latin America, these won’t be done over the phone. You’re going

Advertising Enquiries see Page 12

• • •

to need a physical presence here.

Keep an open mind. Buyers in developed economies don’t think like buyers in countries were political stability is in constant flux.

It is better to amortize faster and earn less than to charge more and loan over longer periods.

Most buyers in Latin America are either not required to audit, or those that audit do not translate their financials. More importantly there can be a very fine line between reporting the actual size of a company and the worth of the company.

On this last point I highlight the case of a company in Argentina which has massive land holdings dating from the 1930s. If the historical value of the land were converted to today’s value to enhance the balance sheet, the tax bill would drown that company!

As I said, one must keep an open mind as to how business is done within Latin America and seek to understand the business conditions of each country, specifically.

Finally talking to tax attorneys will be critical before generating an offer. Every country has its own regulation that’s subject to change. Financiers and buyers must do their homework if they are to avoid surprises in the financing process. T More information from airfinanceco.com

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August 2018 - AVBUYER MAGAZINE

73

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Global Jet Capital July.qxp_Layout 1 16/07/2018 12:17 Page 1

Learn why savvy owners are turning to operating leases.

An operating lease is a popular financing tool that can provide you with the benefits of a private aircraft without the traditional risks of aircraft ownership. There are several different options, but in each case you do not take ownership of the aircraft, but have the full use of it as if you did. Plus instead of a large down payment, you put down a more modest security deposit and return the aircraft at the end of the lease term to Global Jet Capital.

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AirCompAnalysis August18.qxp_ACAn 18/07/2018 10:31 Page 1

OWNERSHIP T AIRCRAFT COMPARATIVE

Hawker 850XP

Cessna Citation Latitude

Aircraft Comparative Analysis Hawker 850XP

vs Cessna Citation Latitude In this month’s Jets Comparison, Mike Chase provides information

on a pair of Mid-size business jets, asking what are the value points of

a used Hawker 850XP compared with a new Cessna Citation Latitude? ver the following paragraphs, we will consider the productivity parameters (payload/range, speed and cabin size) and cover current market values for the Hawker 850XP (manufactured between 2006 and 2009) and Cessna Citation Latitude (manufactured between 2015 and present). Certified in 2006, the Hawker 850XP’s greatest feature is the addition of winglets, distinguishing it from the preceding Hawker 800XP. This slight modification improved overall performance of the aircraft by making it more aerodynamic.

Consequently, the Hawker 850XP climbs to 39,000 feet two minutes faster than its predecessor and can travel almost 100nm further (with four passengers). The winglets also increase the aircraft’s basic inspection interval from 300 to 600 hours.

Production of the Hawker 850XP ended after a short three-year production run when Hawker Beechcraft was sold to Textron.

O 76

AVBUYER MAGAZINE – August 2018

Worldwide Appeal

Though its production run was relatively short, the total number of manufactured Hawker 850XP aircraft is 100, with 99 still in operation globally. Of those, 97 are wholly-owned with two in shared ownership.

Of the Hawker 850XP aircraft in-operation by continent, North America is home to the largest fleet percentage (65%), followed by Asia (15%) and Europe (11%) for a combined total of 91%. Just 8% of the Hawker 850XPs in operation today are in fleet ownership, and 12% of the Hawker 850XP fleet is leased.

As of May 2018, the Hawker 850XP market is comprised of 26% aircraft remaining with the same owner since new, versus 74% bought as used. The current percentage ‘For Sale’ on the used market is 13.1% of the fleet, with an average time of 291 days on the market. Of the 99 Hawker 850XP business jets in operation, 57% of the fleet have ADS-B Out installed, leaving 43% of the fleet yet to comply.

The FAA has mandated that all US-operated business jets must comply by January 1, 2020.

www.AVBUYER.com

Aircraft Index see Page 145

AirCompAnalysis August18.qxp_ACAn 18/07/2018 10:24 Page 2

HOW MANY

EXECUTIVE

SEATS

HAWKER

8

850XP

(Manufactured between 2006-2009)

$3.6 Million

vs.

(2009 Model)

CESSNA

9

Citation Latitude

(Manufactured between 2015-Present)

$16.65 Million (2018 Model)

WHICH OF THESE medium jets WILL COME OUT ON TOP HOW MUCH

RUNWAY DO I NEED?

(Balanced field length, ft)

HOW FAR

CAN WE GO?

(Nautical Miles. 4 Pax) 2,710

Citation Latitude

3,760

Citation Latitude 1000

Hawker 850XP

5,640

Hawker 850XP

2,870

2000

5,920

3000

CAN WE TAKE?

Hawker 850XP

(Lbs)

Citation Latitude

LONG RANGE CRUISING SPEED? Hawker 850XP

2,120

2,544

HOW MANY

HOW MANY

OPERATION?

EACH MONTH?

UNITS IN

6000

5000

WHAT’S THE

HOW MUCH

PAYLOAD

4000

NEW/USED SOLD

Citation Latitude

(Knots) 402

372

WHAT’S THE

COST PER HOUR?

2 (13.1%) 128

99

5 (3.1%)

Hawker 850XP Citation Latitude

Sources used: Conklin & de Decker, JETNET, Vref.

Advertising Enquiries see Page 12

$2,811 $2,546

12-Month Average Figure

(% = Global Fleet For Sale)

www.AVBUYER.com

 August 2018 – AVBUYER MAGAZINE

77

AirCompAnalysis August18.qxp_ACAn 18/07/2018 10:46 Page 3

OWNERSHIP T AIRCRAFT COMPARATIVE

Table A - Payload & Range

Payload & Range

As mentioned in past articles, a potential operator should focus on payload capability as a key factor. Table A (left) shows the Hawker 850XP ‘Available Payload with Maximum Fuel’ at 1,790lbs is significantly greater than that offered by the Citation Latitude (1,000lbs).

Hawker 850XP Citation Latitude

28,000 30,800

10,000 11,394

MTOW (lb)

Max Fuel (lb)

2,120

2,544

Max Payload (lb)

1,790

1,000

2,394

2,135

MAX P/L w/avail. fuel IFR RANGE (nm)

Avail Payload w/Max Fuel (lb)

Source: Conklin & de Decker.

Chart A - Cabin Cross-Section Beechcraft Hawker 850XP

Cessna Citation Latitude

Source: UPCAST JETBOOK

Chart B - Range Comparison

Hawker 850XP Latitude

2,710 nm (w/4Pax) 2,870 nm (w/4Pax)

Cabin Cross-Section Views

Chart A (left) shows a cabin cross-section comparison. The Hawker 850XP (6ft) offers less width than the Citation Latitude (6.42ft). The height of the Hawker 850XP (5.75ft) is also less than the Citation Latitude (6ft).

Note, too, that the Citation Latitude offers the advantage of a flat floor cabin design.

Nevertheless, the Hawker 850XP cabin length is marginally longer (21.3ft) compared to the Citation Latitude (21.08ft).

Overall, the Hawker 850XP has a smaller cabin volume (551cu.ft.) compared to the Citation Latitude (587cu.ft.), or 6.5% less overall volume.

The typical seating configuration for the Citation Latitude offers one more passenger seat (nine seats and two crew members), compared to the Hawker 850XP (eight seats and two crew members).

According to Conklin & de Decker, the Hawker 850XP has 50cu.ft. of internal, but no external baggage space. The Citation Latitude has 27cu.ft. of internal baggage space and 100cu.ft. external baggage space.

Range Comparison

As depicted by Chart B (left) using Wichita, Kansas as the origin point, the Citation Latitude (2,870nm) shows more range coverage than the Hawker 850XP (2,710nm). Each business jet’s range covers all of the US, Canada, Mexico and Central America, however.

Note: For business jets, ‘four passengers with available fuel’ represents the maximum IFR range of the aircraft at LongRange Cruise with four  passenger seats occupied.

78

AVBUYER MAGAZINE – August 2018

www.AVBUYER.com

Aircraft Index see Page 145

Southern Cross August.qxp_Layout 1 19/07/2018 10:00 Page 1

2014 Dassault Falcon 7X • s/n 212

2006 Bombardier Challenger • s/n 20079

2004 Bombardier Lear 45XR • s/n 0252 • XA-UXS

1999 Cessna Citation X 750 • s/n 0056 • N156VP

2001 Bombardier Lear 45 • s/n 45-162 • N455EA

1990 Gulfstream GIV • s/n 1144 • N41SC

1998 Bombardier Lear 31A • s/n 0154

2009 Bombardier Lear 60XR • s/n 373

GLOBALLY INTIMATE. Brokerage | Acquisitions | Sales | Management n +1 (954) 377-0303 | e acsales@scross.com | d www.scross.com | f i

AirCompAnalysis August18.qxp_ACAn 18/07/2018 10:47 Page 4

OWNERSHIP T AIRCRAFT COMPARATIVE

Chart C – Variable Cost Hawker 850XP

NBAA IFR fuel reserve calculation for a 200nm alternate is assumed. The lines depicted do not include winds aloft or any other weatherrelated obstacles.

$2,811

Powerplant Details

$2,546

Latitude US $ per hour $0

$1,500

The Hawker 850XP is powered by two Honeywell TFE731-5BR engines, each offering 4,750lbst. The Citation Latitude, meanwhile, offers a pair of Pratt & Whitney Canada PW306D engines with 5,902lbst each.

$3,000

Source: Conklin & de Decker

Table B - Aircraft Comparison Table

Total Variable Cost

Hawker 850XP Citation Latitude

402

372

551

Long Range Cruise Speed (Kts)

587

2,710

Cabin Volume Cu Ft

2,870

99

$3.6 $16.650 ‘09 Used ‘18 New

4 Pax w/available Fuel IFR Range (nm)

New/Used Vref Price US$m

128

2

13.1% 3.1%

Average Used/New Sold*

% For Sale

In Operation

Aircraft Comparison Table

*Average Pre-owned Full Sale Transactions in the past 12 months; Source: JETNET Data courtesy of Conklin & de Decker; JETNET; Vref

Chart D - Maximum Scheduled Maintenance Equity Hawker 850XP

Assumed Annual Utilization: 300 Flight Hours Average Maximum Maintenance Equity: $2,268,736 Pct of Avg Max Mtnc Equity vs. Aircraft Age

80%

70%

Pct of Max Mtnc Equity

5

The ‘Total Variable Cost’ illustrated in Chart C (top, left), sourced from Conklin & de Decker, is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the Hawker 850XP computes at $2,811 per hour, which is more expensive by 10.4% than the Citation Latitude ($2,546/hr).

60%

50%

40%

Table B (middle, left) contains the Vref price for each aircraft.

In the case of the Hawker 850XP, we’ve depicted the average used price for a 2009 model, whereas in the case of the Citation Latitude we’ve depicted the 2018 price of a new jet. The average speeds and ranges are from Conklin & de Decker, while the number of aircraft in-operation, percentage ‘For Sale’, and average sold are per JETNET. The Hawker 850XP has 13.1% of its fleet ‘For Sale’ as of the end of May 2018, whereas the Citation Latitude has 3.1% of its fleet ‘For Sale’. The average number of new/used transactions per month shows two for the Hawker 850XP and five for the Citation Latitude over the past 12 months.

Maintenance Equity

30%

9

10

11

12

13

14

15

Source: Asset Insight (www.assetinsight.com)

80

AVBUYER MAGAZINE – August 2018

16

17

18

19

20

21

Aircraft Age (Years)

www.AVBUYER.com

22

23

24

Chart D (left) displays the Hawker 850XP and depicts/projects the Maximum Maintenance Equity available, based on the aircraft’s age.



Aircraft Index see Page 145

Hatt & Associates August.qxp_Layout 1 16/07/2018 12:17 Page 1

1999 Hawker 800XP S/N: 258409 Reg: N409BH 4,586.4 Hours since New

Engines and APU Enrolled on MSP Meticulously Maintained Will be delivered with Fresh Paint

E, F, and G Insp. Completed Aircell 3100 Satellite Communication in September2016 by Standard Aero System Phone Teflon Coating completed in 2017

Unique in Experience, Global in Scope.

2010 Hawker 4000 S/N: RC-50. Reg: N458WB 2,055.3 Hours Since New 1,435 Landings Pratt & Whitney PW308A Turbo Fan Engines APU: Honeywell GTCP36-150 (HH) / P-124 / 1,931 hours since new Primus Epic Flight Display System

2012 Nextant 400XT S/N: RK-334. Reg: N590TM 11,194.5 Hours since New Remanufactured Nextant in 2012 Collins Pro Line 21 Avionics Suite Aircell Axxess (Dual Iridium SAT Phone, Internet & Wifi) A,B,C, D inspection being completed at Hawker Beechcraft Tampa Production Unit #20

1-(303) 790-1050 hattaviation.com

2014 King Air 350i S/N: C-GOKI S. Reg: N FL-972 Asking $4,650,000 826.3 hours since new Canadian Modifica on Package Custom Paint Scheme GWX-3001 Collins Satellite Graphical Weather

Hatt & Associates: Global Aviation Sales Acquisitions

Brokerages

Consulting

Pre-Buy Management

Contract/Legal Services

Scottsdale | Denver | Breckenridge | Wichita | Dubai | Calgary | Miami

AirCompAnalysis August18.qxp_ACAn 17/07/2018 16:18 Page 5

OWNERSHIP T AIRCRAFT COMPARATIVE

Table C - Part 91 & 135 MACRS Schedule

•

MACRS Schedule for PART 91 Year Deduction

1

2

3

4

5

6

20.0%

32.0%

19.20%

11.52%

11.52%

5.76%

•

MACRS Schedule for PART 135 Year Deduction

1

2

3

4

5

6

7

8

14.29%

24.49%

17.49%

12.49%

8.93%

8.92%

8.93%

4.46%

Source: NBAA

Table D - MACRS Depreciation Schedule

Depreciation Schedule

2009 Hawker 850XP - PRIVATE (PART 91) Full Retail Price - Million $3.600 Year

Rate (%)

Depreciation ($M)

Depreciation Value ($M)

Cum. Depreciation ($M)

1

20.0%

$0.720

$2.880

$0.720

2

32.0%

$1.152

$1.728

$1 .872

3

19.2%

$0.691

$1.037

$2.563

4

11.5%

$0.415

$0.622

$2.978

5

11.5%

$0.415

$0.207

$3.393

6

5.8%

$0.207

$0.000

$3.600

2009 Hawker 850XP - CHARTER (PART 135) Full Retail Price - Million $3.600 Year

Rate (%)

Depreciation ($M)

Depreciation Value ($M)

Cum. Depreciation ($M)

1

14.3%

$0.514

$3.086

$0.514

2

24.5%

$0.882

$2.204

$1.396

3

17.5%

$0.630

$1.574

$2.026

4

12.5%

$0.450

$1.125

$2.475

5

8.9%

$0.321

$0.803

$2.797

6

8.9%

$0.321

$0.482

$3.118

Source: Vref

Hawker 850XP cabin

82

AVBUYER MAGAZINE – August 2018

www.AVBUYER.com

The Maximum Maintenance Equity figure was achieved the day the 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 Hawker 850XP will have available, based on its age, assumes: - Average annual utilization of 300 flight hours - All maintenance is completed when due.

7

8.9%

$0.321

$0.161

$3.439

8

4.5%

$0.161

$0.000

$3.600

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 are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table C, top).

In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are 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 twelve-year 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 Aircraft Index see Page 145

AirCompAnalysis August18.qxp_ACAn 18/07/2018 10:22 Page 6

AIRCRAFT COMPARATIVE T OWNERSHIP

Asking Prices & Quantity

The current used market for the Hawker 850XP shows a total of 13 aircraft ‘For Sale’, with six displaying asking prices ranging between $2.595m to $4.9m.

There are also four Citation Latitudes ‘For Sale’, none of which display an asking price.

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

Chart E - Productivity Comparison $20.0

Price (Millions)

years or by using ADS with a sixyear 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 a given year.

The US enacted the 2017 Tax Cuts & Jobs Act into law on December 22, 2017. Under the new Act, taxpayers may be able to deduct up to 100% of the cost of a new or used aircraft purchased after September 27, 2017 and placed in service before January 1, 2023. This 100% expensing provision is a huge bonus for aircraft owners and operators.

After December 31, 2022 the Act decreases the percentage available each year by 20% to depreciate qualified business jets until December 31, 2026.

Table D (left) depicts an example of using the MACRS schedule for a 2009-model Hawker 850XP business jet in private (Part 91) and charter (Part 135) operations over five- and seven-year periods, assuming a list price at $3.6m (per Vref).

Latitude

$15.0 $10.0 $5.0 Hawker 850XP

$0.0 0.0000

0.4000

0.8000

1.2000

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

Productivity Comparisons

The points in Chart E (above) are centered on the same aircraft. Pricing used in the vertical axis is as published in the Vref Pricing Guide. The productivity index requires further discussion in that the factors used can be somewhat arbitrary.

Productivity can be defined (and it is here) as the multiple of three factors: 1. Four/Eight Passenger Range (nm) with available fuel; 2. The long range cruise speed flown to achieve that range; 3. The gross cabin volume available for passengers and amenities.

Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Hawker 850XP displays a high level of productivity.

The Hawker 850XP business jet offers greater speed compared to the Citation Latitude and much greater ‘Available Payload with Maximum Fuel’ numbers. However, the Citation Latitude has considerably lower variable cost per hour, slightly more range, and greater cabin (and baggage) volume with a flat floor cabin. Nevertheless, there is a substantial price difference between the two aircraft.

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

Summary

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

The Hawker 850XP continues to be popular today. Those operators in the market should find the preceding comparison useful. Our expectations are that Hawker 850XP will continue to do well in the used market for the foreseeable future. Of course, if an aircraft is not outfitted with ADS-B Out after December 31, 2019, it cannot be placed in operation. T

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 feature. Contact Mike via mike@avbuyer.com

Read more Aircraft Comparisons at www.AvBuyer.com/articles/jets-comparison

The BEST AIRCRAFT FOR SALE SEARCH anywhere, everywhere - on pc, smartphone and tablet.

Advertising Enquiries see Page 12

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.COM August 2018 – AVBUYER MAGAZINE

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OPERATING T FLIGHT PLANNING

Flying to Latin America?

What to Know…

There’s plenty to think about when planning business flights into Latin America, and the services of a good Flight Planning company is necessary. AvBuyer spoke with ABS Jets’ Michal Pazourek to learn more about best practices for travelling there… s Director of Ground Operations for ABS Jets, Michal Pazourek has amassed a wealth of experience planning flights into Latin America for clients, and even spent time living in the region. With offices based in Czech Republic and Slovakia, ABS Jets provides flight planning services to operators around the world and has supported more than 300 different types of aircraft on their missions.

The company emphasizes the need for intimate understanding of its client’s needs, helping to optimize communications throughout the planning and operational phase of the trip, ensuring a successful outcome.

With that in mind, AvBuyer caught up with Pazourek to discuss the intricacies of flying in the Latin American region…

A

AvBuyer: What are some of the common misconceptions you hear when dealing with operators wanting to fly to Latin America?

Pazourek: Firstly, it is important to distinguish that we deal with two different traffic patterns when serving the Latin American market. One is working with local operators, supporting their international operations out of the region. The other is bringing foreign 86

AVBUYER MAGAZINE – August 2018

operators from different regions into Latin America.

From the second group specifically, we often find we need to deal with prejudices those operators have towards the infrastructure of Latin America, and security concerns.

Speaking with several years’ experience of the region, it’s fair to say that the levels of infrastructure and security are both actually very good. There are, of course, more challenging airports (such as the more remote or domestic airports), but generally speaking Latin America is very accessible.

AvBuyer: So what are some of the more common problems you find operators experience when flying to the region?

Pazourek: A typical problem we encounter is a lack of time between when the flight is announced and when it’s operated. Different permit rules apply for each of the Latin American countries and late notice commercial operations can cause a lot of headaches.

AvBuyer: How are these overcome?

Pazourek: We make use of our previously-obtained ‘tips and tricks’ that help speed up the process for operators. When flying to non-standard places it’s

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always worth an operator working with a Flight Support operation that has a focus on keeping previous feedback for future operations.

In addition, when communicating with local authorities and providers, at least some basic Spanish or Portuguese can be practical. Even though email communication is at a good level, much of the arrangements are still conducted over the phone.

AvBuyer: Which are currently the more Business Aviation-friendly parts of Latin America, and which should operators seek to avoid if possible?

Pazourek: When we consider Brazil is not only the largest country in the region but also home to the largest Business Aviation fleet in Latin America, it naturally follows that the infrastructure will be at a very good level there. This is especially true for the larger cities.

The same level can be expected in Mexico with an important part of traffic coming from the United States. In both Brazil and Mexico, in addition to standard airports, dedicated Business Aviation airports such as Toluca (near Mexico City) offer a wide choice of high-level FBO facilities.

Very occasionally we come across problems that cause a threat to the feasibility of an operation in other countries. One of the more challenging parts of Latin America today is Venezuela. Some of our clients prefer not to over-fly this country.

Operators must be mindful of their insurance companies, too, when considering visiting certain parts of Latin America. Some insurance policies may not cover operations to certain countries under a standard agreement, requiring additional coverage to do so. Since this is very individualized, it is worth checking.

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AvBuyer: If an operator needed to urgently travel to (or over) one of those more difficult areas, what can they do to make the journey as easy and safe as possible?

Pazourek: I would suggest collecting as much information as possible about the intended schedule, the possible changes, and any uncertainties – and communicate closely with your Flight Support service.

This will save a lot of misunderstanding and uncertainty as the trip is planned and executed.

The more informed the local authorities and service providers are of the trip plans, the more flexibility will be afforded to the operator.

Creating back-up options is another good idea to avoid difficulty when something doesn’t go as planned.

AvBuyer: Finally, to summarize flying to Latin America, what are the three most important factors an operator needs at the forefront of their mind when planning a business trip there?

Pazourek: All three have been mentioned already. To highlight them, it would be: • • •

Remember the variability between the countries of Latin America; Familiarize yourself with your insurance requirements before flying there; and Allow enough lead-time to adequately set everything up for a smooth, trouble-free visit. T

More information from www.absjets.com

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OPERATING T REFURBISHMENT

Questions for Planning Your Interior Refurbishment If you’re planning an interior refurbishment on your aircraft

any time soon, you’ll want to read these top questions from

Meghan Welch, Director of Paint & Interior Sales, Elliott Aviation… major aircraft interior refurbishment is a significant event in the life of your airplane. Not only is it an investment, it will take even the most skilled facilities anywhere from a few weeks to a few months to complete, depending on the scope of the project.

Proper planning is critical and should include a facility that understands all your needs and mission requirements. In addition to the actual completion of your work, you could encounter vendor lead-times that can factor into your final delivery date if not properly accounted for in the planning process.

As some products (like custom carpets and other custom materials) can impact your

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schedule, this further accentuates the need to work with your facility well before your input date to make sure that your aircraft is delivered on time and squawk free.

1. Have you Understood All of Your Options?

Aircraft cabin options are rapidly evolving, and new items are continually being offered for legacy aircraft.

Newer technologies can help maximize cabin space, create weight savings, replace obsolete cabin technologies and be generally more efficient and aesthetically pleasing. Some examples of this are LED lighting and electronically dimmable windows.

Beyond the options for components, if your seating configuration doesn’t meet your mission needs, there may also be an option to change your

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OPERATING T REFURBISHMENT

floor plan to get you the exact seating and storage configuration you need.

Within a given airframe, there are likely specialty options that could include supplemental type certificates (STCs) that expand what is possible for your aircraft. However, there are also pre-approved floorplans that allow floorplan changes.

In addition to seating changes, floorplan changes can add and change cabinetry in your aircraft. This option often can add significant additional cost and downtime so it should be considered very carefully.

Also, be aware of items that often get overlooked (such as galley products, custom carpets, new window shade colors and plating options). Each of these vendors are continually making upgrades to match interior trends across the industry.

2. Questions of Durability

If your aircraft experiences a lot of flight hours, be sure to use highly durable materials when making your interior selections.

There are many options that do not fully sacrifice style for durability.

Using higher durability components can save you more in the long-run as the cost to refurbish an aircraft that incorporated lesser-quality materials can lead to significant longer-term expenses.

• • •

For carpets, look for hand-tufted materials from trusted vendors. Some vendors will also have high-quality machine tufted options, however.

For soft goods, you could consider ink or stain resistant ultra-leathers.

Woodwork could either be a high-quality laminate or a high-gloss veneer. If using veneer, however, make sure your vendor uses a climate-controlled spray booth with proper drying times to guarantee the finish applied has the right conditions to cure. This helps eliminate long-term problems such as cracking, shrinkage and milky or cloudy finishes.

For high-traffic areas, you could also consider a vinyl carpet runner and/or additional carpets to cycle cleaning and keep your carpet in the best shape possible.

3. What are Your Storage Requirements and Options?

Evaluating storage requirements is a must when considering your next aircraft interior. Assess your missions in flight and prioritize your top-five requirements.

Do you need extra luggage space, a coat closet or a drink station? Do you need cabinets to properly house your cabin entertainment system? This list of needs can help guide your aircraft interior designers to create something that is not only stylish, but functional.

Some aircraft have STCs to allow for additional storage but many additional storage options don’t require the extra expense of an STC. Depending on your needs and the interior design, your additional storage may only require a simple field approval.

4. What’s the Extent of the Required Refurbishment?

Depending on the condition of your current interior and the direction of your overall design, you may not need a complete interior refurbishment.

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If completing a partial interior refurbishment, it’s important to make sure that you are still going to be happy with the endresult in 5-7 years or when you decide to resell your aircraft.

When making this decision, you will need to decide what components you plan on keeping and make sure your design complements the existing interior.

A partial refurbishment is a good option to consider during a maintenance event without adding downtime.

When doing a partial interior refurbishment, keep in mind that the full interior will age together throughout the lifespan of your refurbishment. If the components you choose not to refurbish are not in like-new condition, your interior can appear to age inconsistently. If not properly thought through, you may regret not taking advantage of the downtime to complete the entire aircraft interior.

5. A Word on Office and Entertainment Options…

Since you and your passengers may spend a significant amount of time in the airplane, it’s important to consider and discuss your entertainment options in flight. Many operators consider their aircraft to be their second office, or a place to decompress after a long day of meetings.

Consider the size of your aircraft and what’s available to help achieve the functionality you need.

For instance, many smaller aircraft operators have abandoned items like cabin entertainment systems for highspeed Wi-Fi. There are also products you can add onto your Wi-Fi system like Gogo Vision, that allows for latest movie releases, news clips, destination weather, moving maps and flight information.

To further keep you connected to the ground, there are also many text and talk options that utilize your own mobile device in flight.

Refurbishments for Mid-size and Large-Cabin jets are more likely to include full cabin entertainment systems. These can include multiple screens, Bluetooth options, speakers and options to control other cabin comforts like LED RGB lighting and window shades.

Putting it all Together…

Completing an aircraft interior is a major event in the life of your aircraft and it’s never too early to start planning your refurbishment. A reputable shop will help you understand all your options, budgets and help align your expectations going into the project.

Be sure to start your conversations early and understand that limited capacity industry-wide can block the most popular shops’ schedules out for several weeks.

Finally, if you’re able to schedule your aircraft interior refurbishment with other needed items like routine maintenance, paint or avionics, you can save additional downtime in the long-run and avoid repositioning the airplane to complete your other due items. T More information from www.elliottaviation.com Meghan Welch joined Elliott Aviation in 1998 as an Aircraft Sales Assistant, subsequently helping build the paint and interior sales and design department and create the Design Center. She was promoted to Interior Sales and Design Manager in 2015 and later to Director of Paint and Interior Sales in 2016.

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Photo © AIR-X

OPERATING T REFURBISHMENT

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Refurbishments 2.qxp_Finance 17/07/2018 16:50 Page 2

What are the Latest Trends in Aircraft Refurbishment?

Is the aircraft refurbishment industry growing with used aircraft sales activity? What is popular with

operators updating their cabins at this time? AvBuyer talks cabin refurbs with F/LIST’s Werner Kartner…

lenty has been said about the used aircraft sales marketplace emerging from the postrecession doldrums lately. While market optimism seems to be growing, just how far-reaching is the good news?

Seeking answers, AvBuyer caught up with F/LIST, a family-owned business headquartered in Thomasberg, Austria that works in close cooperation with major completion centers in Europe and North America.

Manufacturing custom interiors for numerous OEM business jet cabins, as well as VIP cabins of narrow and wide-body aircraft, F/LIST draws from decades of experience in the yachting sector and its heated stone flooring product won the German Design Award 2018 for outstanding product design, as well as the newly established German Innovation Award.

Werner Kartner, CCO of F/LIST took time to offer perspectives on the aircraft completions and refurbishment industry at this time...

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AvBuyer: Rather than selling their aircraft at a low price, during the post-recession years we were hearing that larger numbers of aircraft owners and

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operators chose to make the most of the aircraft they had. How did that impact the types of aircraft refurbishment requests you were receiving?

Kartner: We saw a massive drop in the number of full-cabin refurbishments being undertaken. The majority of business aircraft owners and operators were investing in a minimum standard of refreshment and repair.

This was a reflection of the lower prices they would realize through an eventual aircraft sale in the downmarket, or that they were planning on keeping their aircraft functional for their own use while they awaited an upturn in the market. Fewer owners saw potential for return on investment in a full cabin refurbishment during that time.

AvBuyer: Now that the market is shifting towards a sellers’ market again, are you seeing any changes to the types of projects you’re discussing with owners/operators?

Kartner: Looking back over the last two years, there was definitely an ongoing decrease in the number of

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Photo © F. LIST GMBH

Photo © F. LIST GMBH

OPERATING T REFURBISHMENT

“...those looking to sell are again seeking options that will make their aircraft sell more quickly,” cabin refurbishments. However, during 2018 business has been catching up again. There’s certainly growing demand as operators seek to increase the value of their aircraft.

Naturally they’re looking to invest in technologies and comfort aboard their aircraft. These are areas that can help their jets stand-out from the competition in the used aircraft marketplace, giving them an edge in what’s definitely swinging towards being a sellers’ market.

AvBuyer: What are the popular colors and materials being used in cabin refurbishments currently? Surely neutral colors help a jet to sell more easily if that’s what’s motivating the increase in refurbishments…?

Kartner: Not necessarily. We see a lot of color variances across our regional business target areas. In fact, the extensive choice of colors and materials opens new possibilities in cabin outfitting.

Innovative flooring products (such as the stone flooring and wood flooring we offer – both with integrated optional heating system) are very popular.

Again, this is evidence that owners are interested more in comfort than functionality now the postrecession downturn is behind us. Meanwhile, those looking to sell are again seeking options that will make their aircraft sell more quickly, at a price more closely aligned to their expectation.

AvBuyer: What are some of the developments and trends worth following within aircraft refurbishment that could revolutionize the industry in the future?

Kartner: We at F/LIST are focusing on research and development of individual aftermarket products. The fact that the OEM life-cycle on cabin refreshments and updates is between five and eight years offers plenty of scope to introduce new products and technology earlier in the aftermarket than on new programs.

We certainly see increased demand to integrate what is common in the residential market into the aircraft cabin, with a special focus on lighting, and entertainment integration and solutions. T More information from https://f-list.at/en

Are you looking for more Refurbishment articles?

Visit www.avbuyer.com/articles/

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OPERATING T MAINTENANCE

What are Your Aircraft Upgrade Priorities?

Over a three-part series Ken Elliott discusses aircraft upgrade priorities.

In his opening part, he offers some background information…

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n aircraft upgrade can be considered on several different levels and have varying priorities. It can be anything from a new interior to avionics, engine improvement to winglets. Although this series of articles will focus more on avionics (the area that is the least understood), other upgrades will be included within the wider context.

Upgrades or modifications (Mods) fall into two major categories: 1)

2)

Those offered by the Original aircraft manufacturer or sub-system provider (OEM), and Those provided by others.

steady stream of software updates or, as part of a combined ‘package’ of updates, every year or so.

Prioritizing Mods is difficult for flight departments who have budget and time constraints. There is also the bigger decision centered on whether to ‘continue to modify’ or trade the aircraft.

Figure 1 (below) highlights the four major ways Mods are initiated and their likely priority. This same priority is applied to both budgeting and scheduling decisions.

Fig 1: Four Mod-Initiated Groups by Priority

As a cautionary note, if you intend to operate or sell your aircraft into a different country from where it will be modified, check with the provider that the Mod is ‘familiarized’ or acceptable to the Civil Aviation Authority (CAA) for the country of destination. There are plenty of tales of woe to be heard that are centered on the different airworthiness requirements applied around the world, resulting in anything from a minor change to complete removal of the Mod. Potentially, non-OEM created or recognized Mods, will incur greater scrutiny by the applicable CAA. As another caution, do not assume your newly purchased aircraft is equipped for current and future mandated requirements. Some aircraft are provisioned and only ‘activated’ if you will be based, or intend to operate in affected regions. Some are provisioned, pending product availability, and some are immature – so expect to receive a 96

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Safety Mandated

1

Product Improvement

4

Mod

Required for Airspace

2

Repair

3

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OPERATING T MAINTENANCE Tabl e A: Existin g M an d ated Equ ipa ge for Bu siness & G enera l Aviat ion Aircra ft Eq uip men t

Nomenclat u re

Ma ndated For

Terrain Awareness Warning System

TA WS

Terrain & Obstacle Clearance

Traffic Collision Avoidance System

TC A S /AC A S

Traffic Clearance (active/passive)

Emergency Locator Transmitter

ELT 406 M H z

Additional monitoring frequency

Reduced Vertical Separation Minimums

RVS M

Reduced flight vertical separation

n /a

Operations density & interference

8.33/FM Immunity

Priority Level 1 – Safety Mandated

Always the highest priority, safety-mandated Mods are provided to operators via CAA Airworthiness Directives (ADs).

Very often the product or aircraft manufacturer will have issued a priority bulletin of some sort.

As aircraft age and OEMs pay less attention, it becomes harder to track these and operators need to maintain vigilance. Maintenance Management Programs (MMP) usually catch them if you are signed up to one. Some Service Bulletins issued by manufacturers are also safety-related.

Priority Level 2 – Required for Airspace

Pretty much all the mandates that involve Mods (equipage) required for airspace fall under the Communication, Navigation and Surveillance (CNS) categories of avionics.

Apart from ADS-B Out, unless you operate oceanic or specific navigation profiles, there is little to be concerned about at this time.

However, check the broadly applicable existing mandated equipage (since mid-1990s) are already installed on your aircraft, based on its former and current operating rules. For guidance, see Table A, above.

That also allows for reduced component access, downtime and ability to budget.

Priority Level 4 – Product Improvement

A catch-all for anything optional: For flight departments product improvements are mostly a Return on Investment (ROI) decision, unless the owner deems it required. The drivers behind these Mods are many and varied.

Manufacturers, MROs and third-party vendors market heavily in this area because it is potentially a ‘nice to have’ modification. The justification is made clear in detailed brochures, video clips, webinars and product demonstrations.

On the whole, product improvements should be considered carefully. They can bring tremendous benefits, cost savings and aircraft trade advantages to an operator.

Required for Airspace

Routine inspections may result in repairs that may be considered Mods. The repair-Mod could be authorized via Approved Data, approved via a DER/DAR/ODA and released by an MRO. A Mod of this nature will fall under the category of either ‘Major’ or ‘Minor’ and will be very reliant on engineering and certification expertise. Unless safety related, the repair-Mod could be scheduled to combine with a major inspection.

Figure 2 (bottom, left) highlights the basic high-level focus areas of today’s flight departments. Some see Connectivity as a requirement and although the aircraft may have been selected to match its engine and airframe performance requirements, it often is lacking in Connectivity.

Without getting into dates and equipage detail, the categories of CNS and elements of Connectivity can be summarized for prioritization. Each CNS category has a regional or flight track focus, where requirements may be interpreted and applied differently, either by date, equipage or operational behavior.

It is incumbent on the flight department to match the categories with their intended operation’s geographic envelope and then dive into the more detailed requirements.

Until 2020 arrives, most folk are focusing on FANS datalink 

Fig 2: Four Avionics ‘Mod’ Areas (CNS & Connectivity)

Fig 3: Communication

Priority Level 3 - Repair

Communication

Navigation

US Domestic CPDLC DCL/Enroute

Oceanic & Remote FANS 1A+ ADS-C

Communication

Surveillance

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Connectivity

LINK 2000+ & Other Regional Programs

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Data Link Recording

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OPERATING T MAINTENANCE

Fig 4: Navigation

Fig 5: Surveillance

Terminal RNP 2, 1, 0.3 SID/STAR/APCH/AR

Oceanic RNP 10/4

Regional ADS-B Out / In Transponders

Navigation

Enroute RNAV 10/5/2/1

Surveillance

WAAS/LPV SBAS/GBAS

Space-Based ADS-B & Tracking

requirements. FANS is not just datalink, it has significant navigation (RNP 10/4) and surveillance (ADS-C) requirements too. Europe’s VHF Data Link (VDL), an upcoming requirement, is already manifest in many jets and turboprops partially because mandates once were active and now delayed until 2020.

The US is focusing on its Segment 1, Phase 1 & 2, Departure Clearance (DCL) and – starting late 2018 – enroute operations at numerous air traffic centers. These are not yet requirements in the sense of mandates.

Datalink Recording, often overlooked, is the simple fact that if you need to record voice now (CVR installed), then you also need to be recording data so a Mod is required.

Constantly evolving into time-based navigation, procedures are tightening and becoming more accurate.

Navigation operations are strictly based on where and how you need or want to operate. If you want to fly the best routes you need to equip, it is that simple.

Priorities are all about saving time, fuel costs, wear and tear and completing the flight as filed. These procedures are tailored to flights undertaken in Oceanic, Enroute, Terminal and Approach airspace (Fig 4, top left). Low Vision Operations, using Head-Up Displays and Enhanced Vision Systems can be included in the list too.

Rapidly expanding surveillance is enabling safe and reliable flights through shared tracking (Fig 5, top right). If enabled, theoretically anyone will track anyone else, anywhere. This is where ADS-B comes in, either domestic, regional or space-based.

Traffic detection and avoidance is already found in most larger aircraft and along with TAWS is mostly updated to remain current to the denser traffic, increased obstacles and other factors. Priorities remain around mandated systems and required updates that could be only software.

Fig 6: Connectivity

Satellite

TAWS

Connectivity (Fig 6, below) includes so many technologies and touches both cockpit and cabin. Priorities are mostly set by the person(s) in the comfortable (cabin) seats, but this is an opportunity for the flight department to be proactive, stay informed and lead the discussions.

The possibility of failure is very high, when it comes to selecting Connectivity solutions. Education and currency are key. As a rule of thumb, think range, bandwidth, capability and higher cost for satellite (Satcom) and all reduced for terrestrial (ATG). However, even that is changing, and the scales are balancing out.

Of course, CNS and Connectivity, while crucial, are not everything. Other Mods, mostly considered product improvements will prioritize differently by flight operation.

The 88 Parameter FDR Mod, the EASA Certification Package and some of the OEM service changes can be considered ‘required’ if you need them for your geographic operating envelope.

Others are transformational, such as paperless cockpit, flat panel displays, cabin interiors, paint and winglets.

In Summary

Prioritizing Mods as upgrades, retrofit or service/products is not easy and is a different exercise for each flight department.

Next time, we will dig deeper into specific upgrades and how to measure their relevance to you.

Always consider the impact of any Mod to safety, operational requirement or advantage and only then consider the ROI. Safety is not quantifiable and even a low risk of a negative occurrence can seem meaningless until it happens.

Operations need to be reliable and provide an assured level of confidence to the persons in the back seat. That sometimes requires a decision that may be difficult to justify by numbers alone.

Do not forget to think of aligning Mods to aircraft inspections, to save on downtime, cost, aircraft access and to allow for more open dates on the flight schedule calendar. T

Terrestrial

Connectivity

Cabin

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Cockpit

Ken Elliott is a highly-respected industry authority on avionics as a member of the NextGen Advisory Council sub-committee and Technical Director, Avionics at Jetcraft. Contact him via ken.elliott@jetcraft.com or www.jetcraft.com

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OPERATING T MAINTENANCE

How to Work With Upcoming Aircraft Mandates With ADS-B around the corner, along with other mandates that will impact future operations of business aircraft, Aviation Director Andre Fodor offers insights and tips for working with - or around - upcoming aviation mandates. s I recently cleared out a storage closet, I found years’ worth of computers, video players, mobile telephones all neatly stacked, all obsolete, and all useful for one final purpose… boat anchor.

The modern world dictates that technology evolves exponentially. Either we welcome these changes or fall behind into the technological void.

Yet in aviation, advances can tend to occur at a slower pace, taking longer to go from concept to implementation.

Stringent requirements for safety, compliance and the development of international guidelines result in this slower pace. Nevertheless, the time has come for our industry to face several mandates head-on.

Next Generation advancements promise improvements and greater availability of airspace and airports. Mandates such as ADS-B Out, CPDLC and ADS-C together with new approach

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technologies such as LPV may require substantial upgrades to older aircraft at high costs.

A discussion of what to consider may provide a framework for some difficult decisions ahead for operators of older aircraft.

Working With (or Around) a Mandate

When RVSM became the new standard to fly, I found myself faced with resolving airspace accessibility for multiple Beech King Air 200s. To upgrade these aircraft to RVSM would be a complex, expensive proposition. Avionics, labor and loss of revenue from the associated downtime played a huge part in that expense.

An analysis of past flying helped show that the average trip length rarely required a climb to the aircraft’s maximum operational ceiling, and a conclusion was drawn that the cost to upgrade the fleet would not be recovered by having access to RVSM airspace. Instead, it was decided to adopt

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the FL290 restriction and optimize operational costs through best cruise speeds and fuel savings.

On another occasion, a client purchased an older Large-Cabin jet. To be fully equipped for international flying, it required extensive upgrades to the avionics. First the FMS and all cockpit displays would need to be upgraded. Once the costs for additional components were factored the final tally was an astonishing $1.5m.

Since this was the right aircraft for the owner, we discussed the options... We could accept that the airplane would be restricted to alternative international routes such as the Blue Spruce. We also accepted the potential risk that even these routes could become unavailable in the future, necessitating charter for all overseas trips.

Having considered these options, the owner accepted the cost of the upgrade since they planned to keep their aircraft for many years after the upgrade.

The project took longer than expected, and the OEM had to develop aircraft-specific engineering plans. The procurement of all the required components was a challenge, too. Essentially, a valuable lesson was learnt. Plan ahead asking hard and detailed questions and develop a plan that includes booking time at a maintenace facility experienced in complex upgrades.

When the Jet Becomes Obsolete…

So, when would be right to just call it quits and retire an aircraft? Let’s consider the same Large Cabin jet. Today it is mostly restricted to flying domestically. Yet for it to continue to do so, upcoming regulations require a costly upgrade for Advertising Enquiries see Page 12

ADS-B Out installation.

How long would it be until that aircraft is squeezed out of usability? Considering that a $1.5m upgrade represented 23% of its residual value, the question becomes, would the owner be able to recover that investment, or would it be better to sell it and use the upgrade funds to purchase a newer, ready-upgraded airplane?

One way to offset this project would be to lease the older aircraft for charter until all hours prior to the next major (costly) inspection are used, and then to dismantle that aircraft for parts.

In Summary

The new airspace generation is here. It’s a good thing, and will lead us into more direct routes, optimized operational structure and, hopefully, savings. The caveat is that our aircraft require upgrades that could drive some older aircraft owners out of aircraft ownership due to the cost.

As aviation managers, we are tasked with staying alert to these trends and learning how they affect our operation and viability.

I, for one, am no fisherman and have no need for an anchor. I prefer my aircraft’s equipment attached to jet engines and wings. I assume you would prefer the same… T 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 currently the Aviation Director at Johnsonville Sausage.

www.AVBUYER.com

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www.AVBUYER.com

Aircraft Index see Page 145

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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

Among the accouterments most coveted by business jet

passengers is in-flight connectivity. But operators face two challenges in managing this. Dave Higdon explores what those challenges are and how to overcome them…

he subtle, more painful of the two challenges to managing an aircraft’s connectivity emanates from the users who lack awareness of how In-Flight Connectivity (IFC) is billed.

“It happens when passengers use the IFC to stream movies or sports events and leave the connection running continuously,” explains David Gray, president of SendAero, a provider of hardware and services providing text (and soon email and voice communications) between aircraft and those on the ground.

“The shock comes when the subscribing company gets a huge bill, sometimes for thousands of dollars because the passengers didn't understand how the service gets billed.”

The second challenge also relates to how passengers use the available system. “As people get more used to the access they tend to use the systems more,” says Brian Wilson of Gogo Business Aviation.

“The challenge is keeping the system viable and up-to-date as usage increases, putting pressure on the bandwidth available until it's time to upgrade.

Staying ahead of that demand is the challenge.”

And with IFC hardware and services tending to be specific to a particular content provider, there's no one path to managing growing demand for the benefits in-flight connectivity affords. Planning for growth in demand should precede lack of capacity, however.

Changes in demand for IFC services ultimately come through one of two conditions: • The aircraft is flying more hours (increasing the opportunities to use the IFC system); or • Passenger-use of IFC services per-flight has increased.

T

Advertising Enquiries see Page 12

Presuming that the early service bills fell well within the speed and bandwidth limits of the installed system, tracking monthly changes should be relatively easy for the operator. What would make growth the most apparent would be overage penalties for using more service than the subscription supports.

Those charges add up quickly and should be addressed by expanding the system or updating the data package to the next level.

System Expansion

Many IFC hardware packages allow a new customer to install the system configured for an Entry-Level service package, often combining Internet of Things (IoT) access, email, voice telephony and SMS with a limited amount of bandwidth included (5Mb of data access isn't unusual).

As the subscriber's use increases, the option to upgrade the original hardware for higher capacity comes into play. Often nothing more than a software update, the change tends to be accomplished through an Internet connection.

Other options might include replacing boards in the original hardware through replacement of the hardware and antenna itself.

Ultimately, the limiting factor comes down to the capabilities of the backbone connection between the aircraft's system and a user on the ground. Even then a work-around exists for operators willing to invest in the installation of a second IFC package to take pressure off the one currently in use.

That second system needn’t mirror the existing system. An alternative system to handle the majority of the more-menial tasks can go a long

www.AVBUYER.com

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“All that was needed before going to that extreme, according to Gray and other datalink executives, was for the user to manage the experience carefully.” way to keeping up with growth – but without the operator getting buried by costs and usage fees.

Taking a Managed Approach

SendAero's David Gray is bidding to “democratize IFC”, bringing costs into line so more operators can afford the benefits of such service. “Fees are almost an uncontrolled trip down the rabbit hole of surprise fees and use costs,” he elaborates.

“Our Airtext system is going into a Falcon 900 because the owner turned off their existing service – all because of the unexpected fees.”

All that was needed before going to that extreme, according to Gray and other datalink executives, was for the user to manage the experience carefully.

“In our case what we have is a texting or talk experience only,” Gray stressed. “No high-speed streaming, no out-of-this-world invoices for high data-use overages.

“We've heard a story of people who were flying to Hawaii and later got a bill for $10,000 because someone watched a movie, played a game, even on-line gambling”.

Gray's suggestion is for operators to employ a “managed approach” to in-flight access.

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sites are “white listed” for approved access (as opposed to black listed) would be one means to cover all the potentially expensive or offensive sites, Gray suggests.

That way users can submit the URLs for sites they’d like to have white listed for access. The staff overseeing the IFC hardware could then vet, decline or approve the requested site. If approved for the white list, users would be able to access the site using the company's IFC service.

“That means you can go to your company website or WeChat or WhatsApp to check out services and sites,” Gray explains. “But if someone wants to get on board and stream a game or movie off YouTube they can't go there. If you can Control Access, you’ll be better positioned to control expenses.”

In Summary

Ultimately, solutions exist to the two big challenges associated with managing in-flight connectivity. They require a pragmatic and proactive approach from those charged with managing the installed systems, but will ultimately ensure connectivity can be brought to the cabin at a level required by the passengers but a pricelevel that is required by the CFO. T

www.AVBUYER.com

Aircraft Index see Page 145

Provided with courtesy of Bombardier Inc.

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Jet Connectivity: How Does Gogo’s AVANCE L5 Work?

Dave Higdon reviews Gogo’s AVANCE L5 system to discover what’s proving so popular among today’s Business Aviation Operators...

viation falls far outside the one-size-fitsall principle. Operators go to great lengths to match their aircraft to the company needs. This rule-of-thumb applies to a variety of component areas, especially in-flight connectivity systems.

For some time, the leading systems available came in sizes and scales unsuitable for use in smaller aircraft. Main box sizes and antenna dimensions precluded use of the leading systems installed on aircraft smaller than Mid-size jets.

A

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But the lighter end of the market hasn't been wholly out of the in-flight connectivity world.

Companies like Gogo Business Aviation brought new systems to market that were scaled for the lighter-end of Business Aviation, including its newest product, Gogo AVANCE L3, profiled in the June issue of AvBuyer.

Gogo had applied its technological savvy when it launched L3 as a scaled-down version of the AVANCE L5 system, which has been delivering higher speed, greater bandwidth and additional

www.AVBUYER.com

Aircraft Index see Page 145

Connectivity 2.qxp_Finance 18/07/2018 10:44 Page 2

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

“The performance lets people do a lot more online and that's been key to its popularity.”

user capabilities previously unavailable to business aircraft. The AVANCE L5 is a system capable of delivering 4G high-speed, large-bandwidth internet and phone service to a passenger’s own phone or tablet onboard an aircraft.

200 L5 Systems Flying, 200 More Shipped

Performance, efficiency and costs combined to drive Gogo's success with the AVANCE L5 system.

“It's been a great product for us and feedback from those who are flying with it has been very positive,” explains Dave Glenn, Gogo's Vice President of Customer Operations.

As with so much of Business Aviation, performance breeds success. “The performance lets people do a lot more online and that's been key to its popularity,” Glenn adds. “It's been very well received by the marketplace – through the roof recently.”

Consider the following numbers:

By June 13, 2018 Gogo Business Aviation achieved its second major milestone with the 200th aircraft taking flight using the new L5 air-to-ground (ATG) system.

Advertising Enquiries see Page 12

To date, more than 400 customers have taken delivery of their L5 systems, and already Gogo faces a backlog with about 1,000 L5 systems on order and scheduled for delivery.

By year's end Gogo expects to have approximately 500 L5 systems installed and flying with 40 models already approved under STC (another 15 models are in the approval pipeline).

Aircraft in the Large-Cabin, Mid-size and Light jet categories have already been STC’d for the AVANCE L5.

So, What’s the Appeal?

Though price and performance hold equal sway over many purchasing decisions in Business Aviation, when a new product raises performance while adding value, customer queues tend to form quickly – just as they have for Gogo's AVANCE L5.

“The performance lets people do a lot more and that's been key to its popularity,” Glenn explains.

Gogo leverages its existing network of ground antennas and servers, matching them to a new set of airborne hardware which connect through a pair of antennas mounted for optimal performance.

www.AVBUYER.com

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In the case of Gogo's GIV-SP test bed, this pair of 'ears' go on the lower aft fuselage.

Using the new antennae provides the AVANCE L5 4G package a way to connect to two towers simultaneously, instead of just one (per Gogo’s prior 3G system package). Thus, the AVANCE L5 system delivers significantly higher throughput, to a level equal to LTE cellular systems, resulting in in-flight, in-cabin service far superior to what went before.

“With L5, streaming is now possible,” notes Kyle Gill, Gogo’s Vice President of Product Management. “You can do video conferencing or have someone watching streaming video or listening to a music streaming service. Compared to the experience on the ground, it is comparable to a 4G experience. But with our systems this happens at 40,000ft at a speed of 500mph.

“The L5's dual antennae and network technology allow the system to work at its top speed, and the use of a dual band system in the cabin that leverages both 2.4GHz and 5.0GHz frequencies also improves performance,” Gill added. “And the AVANCE platform enables support capabilities – specifically cloud-based remote configuration, troubleshooting and diagnostics – and that’s something we hadn’t been able provide before.”

entertainment options stored onboard – featuring a terabyte hard drive and offering more than 100 movies and TV shows – and its ‘Text & Talk’ app for communications. And voice calls sound close to normal, even with multiple users tapping the Gogo AVANCE L5 hardware.

Nevertheless, Gogo officials stress that different hardware brings varying levels of success and some companies do a better job of managing bandwidth, citing Netflix as a top performer in that regard.

The AVANCE L5 package delivers solid performance at varying levels, with pricing stepped to match. “We have pricing plans for AVANCE L5 that begin at just under $1,900/month up to $4,675/month, with varying pricing levels in between depending on how much data a customer wants or needs,” Glenn explained.

“If a customer wants streaming capabilities, pricing for those plans begins at $3,125/month.”

Linus Would be Proud

The ability to access the outside world from wherever your business world takes you also provides some needed security to the immediate users and their employers/co-workers per a recent study conducted by Gogo and released in May. It shows that more than 75% of travelers believe having in-flight internet makes them feel less anxious because they can stay in contact with friends and family on the ground.

In fact, 65% say it makes them feel less anxious because they can stay connected to work.

Not only do passengers want to be connected, they expect to be connected in the same way in flight as they are on the ground.

“Today, we see a shift as inflight internet moves from being a luxury to an expectation for travelers around the world,” says Alyssa Hayes, Director of Insights at Gogo.

“The importance of internet in the [charter flight] booking process has been increasing as 

experience on the

What Can it Do?

The L5 system provides for direct emailing exchanges using Apple mail, while sending a fullsize iPhone photo worked easily during a recent test flight. Ditto for sending the same photo using the ‘Messages’ app, including via SMS. The Slack messaging app works, but not for sending an attached photo, while the Twitter app quickly uploaded a tweet and photo. Customers can also use the Gogo ‘Vision’ app for 110

AVBUYER MAGAZINE – August 2018

“Compared to the

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ground, it is comparable to a 4G experience.”

Aircraft Index see Page 145

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now one-third of passengers are looking for inflight internet when they book their flights. The desire for people to stay connected and in contact with the ground is prevalent; passengers look to not just browse the internet but also engage with social media, read the news and check their email.”

And for business passengers the options open the aircraft cabin to an increasingly business level of activity. The demand for in-flight connectivity cuts across all operating levels, whether an owned aircraft, a leased one or chartered flight.

The Gogo Global Traveler Research Study explored the changing behaviors of airline passengers across the world as it pertains to inflight connectivity and entertainment. Key findings from the report include: - Mobile is King: In terms of devices brought on the airplane, 90% of passengers brought their own mobile devices; 59% bring a laptop; and 48% bring a tablet. However, laptops tend to stay in the bag as 62% of passengers use their mobile device in flight; 35% use a tablet and 34% use their laptop.

- Online Browsing Dominates: Most passengers say they want internet access for general browsing (75%); followed by social media (63%); checking email (60%); and reading news (60%). When it comes to streaming, 44% want to stream movies and TV shows in flight.

YouTube, Netflix, and Spotify are the top desired sources for streaming content.

- Multitasking is the Norm: Multitasking in-flight is the expectation, just as it is at home or at work. People are comfortable watching a movie on the seatback while texting colleagues on their smartphone.

Aviation's Newest Mobility Option...

Business Aviation exists because it provides travel options unavailable from Scheduled Airlines – options which include shorter en route times, less wasted time, faster turnaround times and an unparalleled ability to work productively throughout a trip.

The addition of fast, efficient and affordable

“Multitasking in-flight is the expectation, just as it is at home or at work.”

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in-flight connectivity services both enhances the time efficiency of travel and helps make the trip feel more secure.

The time is coming when virtually any aircraft will boast its own internet and phone connectivity, reducing ‘out-of-reach’ time to nearly zero.

“The other part of its appeal – and this is just a general thing across the board with AVANCE systems – is that the L3 and L5 systems are software-centric, so people can add capabilities and capacities more easily than previous systems we had,” Gill explains. “If you want to add new capabilities or upgrade you can do that with the software.”

And Gill explains that new features are in the pipeline for the AVANCE L5, and as those new features become available only a simple software change will be required, not a hardware change that was needed with previous systems.

“We are modeling ourselves after the best software-centric companies like Tesla and Google who are transforming their respective industries,” Gill stated. “The AVANCE platform is something new in Business Aviation and via the software, it will make it much quicker and easier for customers to implement new capabilities on their system.”

For now the company's first focus is on meeting the exceptional demand for the system. If those eventual feature advances are anything like what Gogo provided with the AVANCE L3 package, this in-flight connectivity package will only get more feature rich. T More information from https://business.gogoair.com

www.AVBUYER.com

Aircraft Index see Page 145

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How to Enjoy the Advantages of PBN Performance Based Navigation (PBN) is a significant enabler

of efficiency and safety in Business Aviation. Mario Pierobon speaks with Universal Avionics’ Carey Miller to discuss the advantages and requirements for a Flight Department to benefit…

raditionally, air navigation relied on ground-based infrastructure. With the advent of Global Navigation Satellite Systems (GNSS) and the everincreasing accuracy GNSSs are able to guarantee when their signals are augmented by a SatelliteBased Augmentation System (SBAS), ground stations are being progressively decommissioned and PBN is opening up navigation opportunities without the need for ground infrastructure.

PBN operations are based on performance requirements expressed in navigation specifications – area navigation (RNAV) and Required Navigation Performance (RNP) – in terms of accuracy, integrity, continuity, availability and functionality needed for the proposed operation.

RNAV and RNP navigation specifications are very similar – the only difference is that RNP has a requirement for on-board performance monitoring

T

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which RNAV does not have. Under the RNP family of navigation specifications there is the RNP approach to localiser performance with vertical guidance (LPV) minima [RNP APCH (LPV)] which is becoming particularly popular in Business Aviation because it makes it possible to conduct an Instrument Landing System-like approach without actually needing an ILS, and with decision altitudes down to 200ft.

The ability for a corporate flight department to conduct LPV approaches does not come automatically. There are distinctive requirements to satisfy (in terms of operating procedures to develop), training to undertake and equipment to qualify.

However, unlike other PBN navigation specifications (i.e., the RNP authorization required (AR) APCH) LPV approach operations are not subject to a specific approval.

www.AVBUYER.com

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Aircraft Index see Page 145

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Avionics Aug18.qxp_Finance 17/07/2018 14:40 Page 2

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Example of RNP Through Various Phases of Flight Operating Procedures

A corporate flight department must amend the operations manual to support LPV approach operations and procedures must be developed for both normal and abnormal operations.

Regarding normal operations, specific procedures must be developed for pre-flight planning, prior to commencing the procedure and during the procedure.

Abnormal procedures must address cautions and warnings resulting from conditions, such as the failure of the navigation system components. This would include those affecting flight technical errors, such as: • • • •

Failures of the autopilot The loss of integrity annunciation The warning flag or equivalent indicator on the lateral and/or vertical navigation display and Degradation of the GNSS approach mode during an LPV approach procedure (i.e. a downgrade from LPV to LNAV).

“Given the LPV approach is another type of approach with both vertical and lateral guidance similar to an ILS, no specific risks are associated with an LPV approach,” Carey Miller, Director of Business Development at Universal Avionics told AvBuyer. “However, the aircraft Flight Management System (FMS) for the installed equipment that allows the airplane to fly an LPV must list the LPV approach as an approved approach type.

“As opposed to a traditional ILS approach, an LPV approach implies that the specific approach be loaded into the FMS, instead of the old-style navigation controller. When it is loaded into the FMS the missed approach guidance is loaded as well.”

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Flight Crew Training

As part of setting up the LPV capability within a Flight Department, the flight crew training program must be structured to provide sufficient theoretical and practical training in the concept of RNP approach operations to LPV minima, and the use of the aircraft’s approach system in such operations to ensure that flight crew are not just task-oriented.

The minimum flight crew training syllabus should cover RNP approach concepts and operations containing LPV minima. “Every flight crew should understand how to use the FMS to the point of loading LPV approaches,” Miller emphasized. “Essentially, if you are an operator you should know how to use the FMS, as the LPV approach is another approach selection that you need to know how to input.

“We typically have an approach section or an approach page where there are different approach options, one of them being an LPV approach.

Once selected and integrated it is ready to be flown. It depends on the level of integration of the FMS, but overall it is just like a traditional ILS approach.”

Developing Critical Mass

LPV approaches are developing critical mass as business airports increasingly publish LPV procedures. The relevant procedure must be developed by a flight procedure design organization and it must be published in the Aeronautical Information Publication (AIP).

Developing a procedure like an LPV approach must be done professionally and in a controlled way, but it remains much less expensive than setting up an ILS. “In the US there is nothing holding the FAA back from publishing these approaches. Of course, they must be thoroughly designed and physically

www.AVBUYER.com

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Aircraft Index see Page 145

SAN JOSE REGIONAL FORUM San Jose International Airport (SJC) Thursday, September 6, 2018 The NBAA San Jose Regional Forum will bring current and prospective aircraft owners, operators, manufacturers, customers and other aviation professionals together for a one-day event on September 6. The forum incorporates exhibits, a static display of aircraft and education sessions to help introduce business aviation to local officials, prospective owners and operators while addressing current issues in the region. Visit the website to learn more and register.

REGISTER TODAY: www.nbaa.org/2018SJC

Avionics Aug18.qxp_Finance 17/07/2018 14:40 Page 3

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Source: FAA

Universal Avionics LP/LPV Monitor

Instrument Approach Services

flown to make sure that everything is ok, but the benefits are self-explanatory when an LPV costs in the range US$50k to develop and publish as opposed to $1m to set up an ILS. “The fact that they are much cheaper to develop and implement is why there are more and more being published. As of June 2018, there were 3,909 Wide Area Augmentation System (WAAS) LPV approach procedures serving 1,900 airports – 1,138 of these airports are non-ILS airports.

“Currently, there are also 661 Localizer Performance (LP) approach procedures in the US serving 495 airports. Given the number of non-ILS airports that LPVs serve, this effectively opens up an additional 1,138 airports to ILS-like approach capability,” Miller continued. “This does not count the number of additional airports made available through compatible systems in Europe through EGNOS.”

Meeting the ADS-B Out Mandate

One of the requirements for the ADS-B Out mandates in the US and Europe is an SBAS (or WAAS) FMS to provide improved position accuracy. “When you have equipped for LPV, you are half-way to meeting the ADS-B Out mandate already,” Miller noted.

ADS-B Out requirements in the US and Europe essentially require that more information be given by the aircraft to the controller, and that this be done in a faster way.

“Part of the solution for ADS-B Out is not only updating the transponders but also updating the GNSS navigation source. What is required is a WAAS (SBAS) GPS that’s more accurate. If an operator equips for LPV the only additional items they will have to update are the transponders for the ADS-B Out mandate.”

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Reporting Safety Events

LPV approach operations are required to be integrated into the Flight Department’s Safety Management System (SMS), especially regarding events that adversely affect the safety of the operation and may be caused by actions or events external to the operation of the aircraft navigation system.

A Flight Department should have a system for determining whether such events are due to an improperly coded procedure, or a navigation database error. The responsibility for initiating corrective action resides with the operator.

Depending on the regulatory requirements, technical defects and the exceeding of technical limitations may be the subject of occurrence reports. These instances include significant navigation errors attributed to incorrect data or a database coding error, unexpected deviations in lateral or vertical flight path not caused by pilot input or the erroneous operation of equipment as well as significant misleading information without a failure warning.

Other reportable occurrences are the total loss or multiple navigation equipment failure and the loss of integrity annunciation where SBAS for LPV approach operations had not been notified as unavailable or unreliable during pre-flight planning. T

www.AVBUYER.com

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

Aircraft Index see Page 145

Wright Brothers August FP.qxp_Empyrean 18/07/2018 11:07 Page 1

What Escrow and Billiards Have in Common

I

saw this great aircraft for sale online, so I contacted the seller. He seemed like a nice guy and the aircraft was exactly what I wanted, so I mailed him a check. I haven’t heard a word since.

Have you ever heard a story like this?

They are more common than one might think. Well intentioned, trusting buyers are led astray all the time.

When buying an aircraft, we’re not just talking about a few dollars. Most aircraft sell for at least 5 figures, but a vast majority are worth much more than that. So how can you protect yourself from being a victim like one described above? Using a trusted Escrow Agent is a great place to start.

Escrow Agents act as neutral 3rd parties that can hold funds in a bonded and insured bank account, to be distributed at a set time and according to terms that are agreed upon by all the parties to a transaction. Wow! That is a mouthful. What does it really mean?

A wise man once told me that escrow agents were born in pool halls. Two people would play a game of pool. Players and spectators alike would bet on the game, but no one trusted anyone to make good on bets they lost.

So they found a non-better to handle all the bets. That person would record the bets and hold the money until the game was over. At that point, he would distribute the winnings according to the agreements that had been made before the game began.

And so it is with Aircraft Escrow Agents. They hold money from the buyer’s side and distribute it to the seller’s when the deal is finally closed.

Advertising Enquiries see Page 12

This can protect a buyer from sending funds to an unknown seller and getting nothing in return. The Escrow Agent holds the funds while inspections are done and deliveries are made. When all parties are comfortable and approve the transaction, the Escrow Agent can release money to the seller and release the keys to the aircraft to the buyer.

Most aircraft transactions are not that easy, however. Often, there are more parties involved than just buyer and seller. The seller may have a loan that needs to be paid off. Buyers often need to borrow money to purchase the aircraft. There can also be brokers and dealers representing both sides, closing companies, appraisers, attorneys….really, the list of parties involved in closings these days can go on and on. With all of these parties expecting some form of payment, it could be very easy to have unpaid interests that follow a plane, encroaching on a buyer’s peaceful enjoyment of his or her new aircraft.

Aside from the safe handling of funds, Escrow Agents can also provide a search of the FAA records to verify what, if any, interests are outstanding against the aircraft. They also generally file documents at the FAA at the time of closing, providing immediate, time-stamped copies of those documents. All of these additional services are generally provided as a part of the total escrow package.

Not all Escrow Agents are created alike, so it’s important to do your research when selecting one. Make sure the Escrow Agent’s company is properly insured, and the financial institution they are using is bonded and insured and holds funds under separate accounts. If anyone is reluctant to provide evidence of this, you might consider running away. It is important to be comfortable that you are putting your money in a safe place.

See full article on avbuyer.com

www.AvBuyer.com

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OEM Bites

Airbus Corporate Jets’ first ACJ320neo has entered final assembly in Hamburg, marking the start of a new era in Airbus corporate jets. Featuring the largest cabin in its class, the ACJ320neo is due to be delivered to Acropolis Aviation of the UK in Q4 2018, together with a second aircraft, for Comlux of Switzerland.

More information from www.airbuscorporatejets.com

Left to right: Ernie Edwards, Aerion Chief Commercial Officer; Philip Queffelec, Chairman, Sparfell & Partners; Brian Barents, Executive Chairman and Chief Executive Officer, Aerion; Christian Hatje, Sparfell & Partners CEO

Aerion Names Sparfell Sales Consultant Sparfell and Partners has been named a sales consultant for Aerion’s in-development AS2 supersonic business jet…

T

he Mach 1.4 AS2 supersonic business jet is expected to seat 12 passengers while saving travelers up to three hours across the Atlantic and five hours across the Pacific. Aerion is planning to fly the AS2 in 2023 and achieve certification in 2025.

Previously, Aerion has teamed with GE for engines and Lockheed Martin for production and engineering of the jet.

“It’s our business to understand technical progress in corporate aviation,” said Philip Queffelec, chairman of Sparfell and Partners. “We’re persuaded that Aerion, with the involvement of GE and Lockheed Martin, will be first to market with a supersonic jet. And we intend to be first with them,”

Airbus Helicopters delivered the first two of a total of six H145 helicopters to Swiss Air-Rescue Rega. These will replace Rega’s existing fleet of EC145 helicopters. The first H145 helicopter is expected to be deployed at the Bern base in October.

Meanwhile, Airbus H125 and H130 customers will enjoy a significant reduction in direct maintenance costs for the Safran Arriel 2D engine.

Improvements include an extension of 25% of the TBO to 5,000hrs, and the new three-year/2,000hrs warranty conditions.

More information from www.airbus.com/helicopters

More information from www.aerionsupersonic.com

Bell’s 505 Jet Ranger X touched down at an exclusive customer event held at the Rheinland Air Services (RAS) facility in Monchengladbach, Germany. The competitively priced corporate aircraft was showcased to guests in attendance from across the country and performed flights demonstrating its performance.

More information from www.bellflight.com

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www.AVBUYER.com

Aircraft Index see Page 145

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AirGo May - house style adapted.qxp 18/07/2018 14:48 Page 1

NEW AVANTI EVO

AirGO AOC Package

©PiaggioAerospace

German AOC operation by most experienced Avanti operator with the largest Avanti fleet in Europe. Fast and easy enrolment: • No enrolment cost • Experienced pilots… Just buy and fly!

FEATURES New Noise Reduced Propeller / Anti-Skid / Pro Line 21 / LPV & ADSB out Electronic Charts and Maps Overlay / Paperless Cockpit / 2nd GPS Garmin Steep Approach (approved at London City Airport) Max Take Off Weight Increase (12,100 lbs.) / Polished Leading Edges CABIN • VIP 6 Seat Cabin Arrangement in your color specifications 4 single passenger seats in club arrangement with extra wide space & Dual executive tables, 2 single side-facing seats in front & power outlets • Big refreshment center and additional cabinet • Fully enclosed lavatory, sink with water system and wardrobe

You can’t classify it as jet or turboprop: the Avanti EVO is a class of its own: Faster than a light jet, a stand-up cabin like a midsize jet, flying altitudes like airliners but with the fuel consumption of a turboprop. Low fuel consumption and the noise-reduction propeller design makes the EVO the greenest business jet.

The AVANTI EVO amazes every passenger with its inviting 1.75-meter ceiling cabin allowing for comfortable movement and a gangway to walk through. The cabin noise level and vibrations are as low as in modern jets. With a convenient restroom with window, lavatory and wardrobe, the AVANTI EVO is the ideal airplane to be used for long flights while also landing on short runways.

AirGO SERVICES The AirGO key business is the commercial charter and corporate management of private jets. The supervision of the process from purchase of your AVANTI EVO to the start of operation is a complementary service included in the AirGO management contract. Under the mandate the AirGO CAMO is fully responsible for maintenance tracking and supervision. The 24-h Sales & OPS Team organises your flight as well as third party charter, schedules crew... and takes care of your special wishes while the approved AirGO Training Organisation oversees continuous pilot training.

2008 AVANTI II sn1159

No enrolment fee & No ground time during owner change Experienced pilots – Just buy and fly!

Fresh B-check & 3000h items, all SB current Proline 21 with Electronic Charts and Maps Overlay Paperless Cockpit & London City Steep Approach approved Second GPS Garmin 400 & Satellite Phone Air Cell ST3100 Max Take Off Weight Increase (12,100 lbs.)

CABIN VIP 7 seat cabin arrangement with 4 single passenger seats in club arrangement with dual executive tables, 1 forward-facing club seat, two-place divan Refreshment center, additional cabinets & under seat stowage floor drawers Grey leather upholstering, power outlets Fully enclosed lavatory, sink with water system and wardrobe

1.6 Mio. $

Avionics: Collins Pro-Line 21 Radio Management System – Collins RTU-4200, CDU-3000 Dual VHF COM - Collins VHF-4000 Transceiver with 8.33 kHz spacing VHF NAV 1 + ADF - Collins NAV-4000 VOR/ILS/MKR/ADF Receiver VHF NAV 2 - Collins NAV-4500 VOR/ILS/MKR Receiver Single DME - Collins DME-4000 (3 channel) Dual Mode S Flight ID Diversity Transponder - Collins TDR-94D Radio Altimeter - Collins ALT-4000 (Operation to 2500 ft) Turbulence Detection Weather Radar - Collins RTA-852 Color Radar TCAS I – L-3 Communications SkyWatch HP model SKY899 TAWS Class B with Worldwide Database – L-3 Landmark TAWS 8000 EFIS with EIS – 3 Collins displays AFD-3010, two DCP-3030, CCP-3000 Single FMS - Collins FMC-3000 (NAV to NAV and VNAV) CDU-3000 GPS Sensor Unit - Collins GPS-4000A & 2nd GPS Garmin 400 ELT (3 frequency) / Dual Master Annunciator / RVSM and CAT II Compliant AirGO Private Airline GmbH Am Finther Wald 5833 D-55126 Mainz / Germany

Call: +49 6131 540 63 12 Write: turnkey@airgo.de www.airgo.de

Fly smart – Fly Avanti Advertising Enquiries see Page 12

www.AvBuyer.com

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COMMUNITY NEWS T REVIEW

OEM Bites Boeing and Embraer signed an MoU to establish a strategic partnership.

The non-binding agreement proposes the formation of a joint venture comprising the commercial aircraft and services business of Embraer that would strategically align with Boeing’s commercial development, production, marketing and lifecycle services operations. Embraer’s business aircraft division is not part of the partnership.

More information from www.boeing.com or www.embraer.com

Fond Farewell to Cessna Citation X/X+

After a 22-year production run of the Cessna Citation X/X+, Textron has confirmed that the Mach 0.935 Citation X+ twinjet has now ended… ith the upcoming service entry of the Citation Longitude which can seat 12 passengers and have about 3,500nm of range, Textron says it has taken the opportunity to “minimize overlap within this customer segment”.

Textron assures that it will continue to provide full service and support to Citation X/X+ customers.

“This has been expected for some time now,” commented Rolland Vincent, creator and director of JETNET iQ. “In many ways the Citation X was ahead of its time when it was introduced.

“Its real validation came when fractional operator NetJets bought 75 of them. But with the X+, all the large-cabin, flat-floor competition at the same price-

W

point became a sales challenge.”

In no small way, Textron made its own competition for the Citation X+ with the Citation Longitude, which is close to certification. The Longitude, while comparably priced, offers a wider cabin and a slightly longer range than the X and X+. However, the Longitude’s maximum cruise speed—476 knots—is some 40 knots slower than the Citation X+ under optimal conditions.

“There may come a day when speed may well return as a sales draw-in – say, eight to 10 years,” Vincent offered. “But in the meantime, the Longitude is well positioned as a Citation X+ replacement and will take Textron well into the future in that market segment.”

More information from www.cessna.txtav.com

The BEST AIRCRAFT FOR SALE SEARCH anywhere, everywhere - on pc, smartphone and tablet.

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ONLINE I PRINT I BROADCAST I EVENTS

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Embraer delivered its first Phenom 300E in Asia Pacific to Northern Escape Collection. The new light jet offers Northern Escape Collection a solution to provide their guests access to its collection of private lodges in Queensland including Orpheus Island Lodge, Daintree Ecolodge and Mt Mulligan Lodge. Australia-based aircraft and charter management company Avcair will operate the jet.

More information from www.embraerexecutivejets.com

Pilatus’ PC-24 made its first landing on an unpaved runway. The Super Versatile Jet is currently undergoing a program of postcertification tests with special emphasis on unpaved runway operations. Pilatus plans on obtaining “Rough Field” certification in Q4 2018.

More information from www.pilatus-aircraft.com

Aircraft Index see Page 145

Community News August18.qxp_Layout 1 17/07/2018 15:27 Page 3

PEOPLE T COMMUNITY NEWS Howard Allred has been appointed Chief Financial Officer at West Star Aviation.

Michael Gibson of Banyan Aircraft Sales was recently recognized as the top sales person in North America for the HondaJet. Howard Allred

Michael Gibson

Mike McCafferty is appointed vice president, Northeast for Guardian Jet. In his new position, McCafferty will lead the effort to continue Guardian Jet’s strong presence in the Northeastern region of the US. Roger Noble was named vice president of sales for the Eastern US, for Aerion.

Noble was most recently Bombardier’s director of new aircraft sales for the Northeast.

Thomas Opelt, Manager Maintenance Avionics at Aero-Dienst in Nuremberg, Germany, was recently elected as new GCC (Global Customer Committee) Electrical vice chair EMEA.

Mike McCafferty

David Parsons is the new director of sales Coordination at Blackhawk Modifications.

Jeff Ross has been elected NATA chair and Curt Castagna as vice chair of the board. Ross is president and CEO of Ross Aviation, and Castagna is president and CEO of Aeroplex and Aerolease.

Thomas Opelt

Scott Sweeney has been appointed general manager of West Star Aviation’s East Alton facility.

Michael Thompson was appointed JetLoan Capital’s director of marketing, responsible for increasing the company’s presence in the General Aviation and business jet financing markets.

David Parsons

Scott Sweeney

Samuel Wagener has been named by the NBAA, as this year’s recipient of the Dale “Potsy” McBurney Aviation Scholarship. Wagener is the owner of Direct Approach Aviation.

John D. Witzig, vice president of corporate aviation for Pfizer, has been named to the NBAA board of directors.

Witzig is an airline transport pilot with more than 7,000 hours of flight time.

BizAv Events LABACE Aug 14 – 16, Sao Paulo, Brazil www.abag.org.br Festival of Flight Aug 18 – 19, London Biggin Hill, UK www.bhfof.com MEBAA Conference Sep 3, Jeddah, Saudi Arabia www.mebaa.com NBAA: Regional Forum Sep 6, San Jose, CA, USA www.nbaa.org US Corporate Aviation Summit Sep 6, Miami, FL, USA www. aeropodium.com The Elite New York Sep 8 - 9 Essex County Airport, NJ, USA www.theeliteevents.com CIS Business Aviation Symposium Sep 10, Baku, Azerbaijan www. aeropodium.com Air Charter Expo (ACE18) Sep 11, London Biggin Hill, UK www.aircharterexpo.com RUBACE Sep 12 – 14, Moscow, Russia www.rusaviainsider.com AOPA – Fly-in Sep 14 - 15, Santa Fe, NM, USA www.aopa.org MEBAA Conference Sep 17, Tunisia www.mebaa.com

NBAA: Tax & Risk Management Conf.

Oct. 14 – 15, Orlando, FL, USA www.nbaa.org NBAA: Convention & Exhibition (BACE) Oct. 16 – 18 Orlando, FL, USA www.nbaa.org Helitech International Oct 16 – 18 Amsterdam, Netherlands www.reedexpo.com AOPA – Fly-in Oct 26 - 27 Gulf Shores, AL, USA www.aopa.org Bombardier Safety Standdown Oct 30 – Nov 1 Wichita, KS, USA www.safetystanddown.com Dubai HeliShow Nov 6 - 8 Dubai, UAE www.dubaihelishow.com Airshow China Nov 6 – 11 Zhuhai, China www.airshow.com.cn Indian Corporate Aviation Summit Nov 9 New Delhi, India www. aeropodium.com Dubai Airshow Nov 12 – 16 Dubai, UAE www.dubaiairshow.aero Corporate Jet Investor Miami 2018 Nov 13 – 14 Miami Beach, FL, USA www.corporatejetinvestor.com Business Aviation in SE Europe Nov 15 Bucharest, Romania www. aeropodium.com

SETOps 2018 Sep 28, Royal Aeronautical Soc., London, UK www.setops.co.uk

Japan Int’l Aerospace Exhibition Nov 28 - 30 Tokyo, Japan www.japanaerospace.jp

Business & GA Suppliers Conf Oct 2 - 3, Paradise Valley, AZ, USA www.speednews.com

MEBAA Conference Dec 9 Dubai, UAE www.mebaa.com

AOPA – Fly-in Oct 5 - 6, Carbondale, IL, USA www.aopa.org

MEBAA Show Dec 10 – 12 Dubai, UAE www.dubai.aero T

The BEST AIRCRAFT FOR SALE SEARCH anywhere, everywhere - on pc, smartphone and tablet.

Advertising Enquiries see Page 12

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COMMUNITY NEWS T UPDATE

New state-of-the-art hangar for LBAS

LBAS Growing With its Customers’ Demands As it approaches the end of its 20th anniversary celebrations, Lufthansa Bombardier Aviation Services puts words into action as it aims for new levels of service during the next two decades… ast December, Christoph Meyerrose, Managing Director Lufthansa Bombardier Aviation Services (LBAS) explained to AvBuyer, “We will continue to do everything to lead the competition and to add new Bombardier aircraft programs to our product portfolio.”

Having started its 20th Anniversary celebrations reflecting on two-decades of milestone achievements, LBAS approaches the end of its celebratory year with a clear statement-of-intent for the years to come that will prove Meyerrose’s words true.

The company’s Berlin headquarters is set to undergo some significant improvements with a new state-of-the-art hangar that will bring together four different LBAS hangar facilities at Berlin Brandenburg Airport under one roof.

Capacity will increase from an aggregated 7,500sqm to almost 9,000sqm within the new hangar, and 16 maintenance bays will be available to operators of Bombardier Globals, Challengers and Learjets seeking to have their maintenance needs met.

“This new hangar enables us to better plan increased capacities and – with the introduction of a

L

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AVBUYER MAGAZINE – August 2018

shop floor management system – substantially increase efficiency for operators of Bombardier business aircraft,” Robert Drover, Director Marketing and Sales at LBAS told AvBuyer.

The hangar will provide ample space for all related shops (such as Wheels, Battery and NonDestructive Testing) and is better integrated in the ground procedures of the new Berlin Brandenburg Airport.

ASF Recognition for LBAS VKO

Meanwhile, Lufthansa Bombardier Aviation Services’ Moscow facility, based at Vnukovo-3 (LBAS VKO), has been added to Bombardier Aerospace’s service network as a line maintenance Authorized Service Facility (ASF) and parts provider for Russia.

LBAS VKO and its cooperative partner VTS Jets will provide full-scale line maintenance services to all Bombardier owners and operators within the region.

“As an Authorized Service Facility, LBAS is the preferred MRO station in Moscow, which enables us to expand the services to our clients, because ASF recognition allows us to perform warranty work,” Drover highlighted.

www.AVBUYER.com

Aircraft Index see Page 145

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Cavernous interior of LBAS’ new Berlin hangar

“It’s at this busy time that LBAS actively prepares for a future that it says will see it lead the competition.”

“Bombardier has highlighted its investment to bolster its European presence as a sign of its ongoing commitment to the region. In parallel, LBAS aims to excel in serving our owners’ and operators’ maintenance and support needs with both expertise and knowledge. We’re excited that we can expand that offering in Moscow.”

Bombardier also signed an agreement with LBAS VKO to establish an inventory of critical spare parts at the Moscow facility and ensure they are readily available for customers when needed. A seamless parts supply system will reduce downtime for operators in the region and increase aircraft utilization.

Under the terms of this new agreement, LBAS VKO will procure parts, and arrange for the immediate Russian customs clearance and transportation to the LBAS VKO Moscow facility to ensure the required parts are on-hand and immediately available when they’re needed.

Global Uptick in MRO Demand

With the upcoming ADS-B regulatory mandates, a steady stream of new products such as in-flight connectivity, and increased flight activity, few would be surprised to read that worldwide MRO activity is also on the rise.

Bombardier highlights an uptick in MRO activity among its customers, with BART recently reporting Bombardier owner/operator visits to its Singapore service center have quadrupled along with the work-scope undertaken by that facility.

Business Aviation flight activity in Europe Advertising Enquiries see Page 12

increased by 1.4% in the first half of 2018 and is up 5.6% over activity levels in the first half of 2016.

Higher flight hour utilization naturally increases MRO demand, which LBAS confirms has been the case among its customer-base.

Additionally, used aircraft sales have been steadily rising to a point that there has been a swing from the buyers’ market that has existed since 2008 towards a seller’s market today. More buying activity, LBAS reports, creates higher demand for Pre-Purchase Inspections for Learjets, Challengers and Globals.

Preparing for a New Family Member

It’s at this busy time that LBAS actively prepares for a future that it says will see it lead the competition.

As Bombardier prepares to deliver its Global 7500 to customers around the world, staff at LBAS prepare to provide the necessary MRO services.

That means ensuring staff are qualified and that the company obtains approval for its Berlin headquarters and Moscow facility, acquiring the special tooling and Ground Service Equipment required, along with preparation of an extra maintenance bay that is tailor-made for the Global 7500.

Twenty years of successful growth in a demanding industry might lead to complacency.

That cannot be said of LBAS, which clearly has its eyes fixed on the next twenty years of success, and a clear plan on how to achieve it.

More information from www.lbas.de T

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Products & Services August.qxp_Layout 1 17/07/2018 15:08 Page 1

PRODUCTS & SERVICES Duncan Customers Ride the JetWave

Clay Lacy Aviation

Duncan Aviation has been busy installing a number of Honeywell Aerospace JetWave hardware systems, allowing customers who fly globally to connect to Inmarsat’s GX (Global Xpress) Ka-band, highspeed broadband service, Jet ConneX. Owner/operators who fly large-cabin aircraft and need worldwide Internet connectivity have faster options with Honeywell’s JetWave and Imarsat’s Ka-band broadband satellite network.

Duncan Aviations Avionics Installation Techs have installed or are scheduled to install JetWave in the following makes and models: Bombardier Global Express, Dassault Falcon 2000EX, Dassault Falcon 7X, Gulfstream G550 and G1V. www.duncanaviation.aero

EASA Approval for Blackhawk’s King Air 350 XP67A Engine+ Upgrade

Keys to the upgrade include two factory-new Pratt & Whitney Canada PT6A-67A engines and new 5-blade composite propeller assemblies and spinners from MT-Propellers, which meet the stringent EASA noise level requirements.

Training, support, and a five year/2,500 hour enhanced new-engine warranty are also included.

Blackhawk is currently taking reservations for 2018 delivery positions. www.fastestkingair.com

Bombardier and Duncan Aviation

Both companies have collaborated to achieve STCs enabling the installation of the Gogo Avance L5 system on Challenger 300 and 600 series aircraft. The system gives access to the Gogo Biz 4G wi-fi network. It is available on new Challenger aircraft and can also be retrofitted on Challenger 300 and 600 series types at Bombardier’s service centers in North America, Duncan Aviation’s MROs, and some of Duncan Aviation’s satellite locations.

The system, available on new Challenger aircraft, allows passengers to browse the internet, stream audio and video, and access CMS services. www.businessaircraft.bombardier.com www.duncanaviation.aero 126

AVBUYER MAGAZINE – August 2018

Clay Lacy Aviation hosted an open house and lunch to celebrate the opening of the company’s 65,000square-foot aircraft maintenance facility at Waterbury-Oxford Airport (KOXC) in Oxford, Connecticut.

Staffed by factory trained technicians on Gulfstream, Bombardier, Dassault, Cessna and Hawker airframes, the facility offers light line maintenance for engine and airframe, avionics troubleshooting and repairs, and minor interior updates and reconditioning. The process for FAA Part 145 repair station certification is underway and approval is expected later this year. www.claylacy.com

Jetex Aims for 50 FBOs by 2020

Jetex currently operates or has contracts to construct 29 FBOs worldwide and aims to open its 50th such facility by 2020, CEO Adel Mardini confirmed recently. Among the existing Jetex FBOs are three facilities in Spain, five in Morocco and one each in Dubai, Paris, and Florida.

Mardini said the company’s footprint will be entirely global, with an additional 21 new FBOs, by 2020.

At the MEBAA Expo in Marrakech in September, he said Jetex has won 20% market share at its Paris Le Bourget facility www.jetex.com

Gulfstream Renames Product Support

Gulfstream highlighted its continued emphasis on the customer-focused service experience by re-naming, its maintenance and support organization, Customer Support.“This shift underscores the tremendous degree to which we prioritize and value our customers,” said Derek Zimmerman, president, Gulfstream Customer Support. “Caring for our customers’ aircraft remains the foundation of our business, and the emphasis on our customers’ experience is equally important. This rebranding puts our focus squarely where it should be. Quite simply, there is no product without a customer.”

Gulfstream Customer Support encompasses those functions that maximize customer satisfaction postdelivery. Its growing portfolio of products and services creates an exceptional customer experience.

www.AVBUYER.com

Aircraft Index see Page 145

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PRODUCTS & SERVICES Gulfstream maintains the largest company-owned customer support network in business aviation, combining more than 4,700 professionals with a spare parts inventory of more than $1.6 billion that feeds into more than 30 factory-owned and authorized maintenance facilities worldwide. www.gulfstream.com

JETNET Celebrates 30 Years Providing Aviation Intelligence

JETNET LLC, the leading provider of aviation market information, is celebrating its 30th anniversary this year. The firm has been a leader in using original research and the latest technology to provide timely and accurate intelligence to the business aviation community. JETNET provides information on business jets and turboprops, helicopters, and yachts.

“Since 1988, when our father started JETNET, we have pushed the boundaries of what’s possible in getting accurate information to our clients as quickly and conveniently as possible,” said Tony Esposito, JETNET Executive Vice President, who runs the company with his brother Vincent, who is President. “We have always stood apart because we obtain our intelligence with research, and we take advantage of the latest technology.”

JETNET was among the first companies to deliver information using emerging technologies, including DOS on PCs, modems, Windows, email, SMS text messaging, and mobile devices.

“For three decades we have been in daily contact with aircraft owners and operators around the globe,” said Paul Cardarelli, JETNET Vice President of Sales. “From this effort has emerged the most comprehensive database of its kind for corporate and commercial aviation, covering more than 100,000 in-service airframes. We regard it our mission to empower our customers with unparalleled fleet and market intelligence to keep them a step ahead of the competition.”

Mike Foye, JETNET Director of Marketing, added, “We use the safest and fastest technology available, and we’re constantly designing and releasing new programs and capabilities. JETNET maintains more than 100,000 aircraft files that include both business and commercial owners and operators for jets, turboprops, pistons, helicopters, and yachts. We consider literally every sector of the industry when developing our products and solutions, and work to make every aspect of business aviation smarter.”

JETNET employs approximately 50 trained, full-time research professionals—many multilingual—who, in addition to contacting owners and operators on a regular basis, work with registries throughout the world to keep their information current. They have developed an extensive network to stay current on the needs of the fast-moving business aviation marketplace: trade show attendees around the world; customers across many facets of the industry, from sales to support; and top-tier consultant relationships. The result: the most complete and accurate global database of information in the business aviation market.

In addition to their aircraft database services, the company also provides aircraft utilization intelligence, market analysis reports, and transactions histories on aircraft dating back to 1988.

In 2011, the JETNET iQ Business Aviation Forecast Service was launched, and is today considered a leading prognosticator for the corporate aviation sector. Under the JETNET iQ brand, the company holds an annual industry summit attended by thought leaders from across the industry. In the same year, it also launched Yachtspot as the first-ever database featuring the ability to identify owners of both aircraft and yachts. Today Yachtspot provides details on some 6,500 luxury yachts around the globe.

Advertising Enquiries see Page 12

“We would like to thank our subscribers and supporters in the industry for a tremendous 30 years,” added Tony Esposito. “We look forward to advancing the health of business aviation for many years to come.”

JETNET, celebrating its 30th anniversary as the leading provider of aviation market information, delivers the most comprehensive and reliable business aircraft research to its exclusive clientele of aviation professionals worldwide. JETNET is the ultimate source for information and intelligence on the worldwide business, commercial, and helicopter aircraft fleet and marketplace, comprised of more than 100,000 airframes.

Headquartered in its state-of-the-art facility in Utica, NY, JETNET offers comprehensive user-friendly aircraft data via real-time internet access or regular updates.

For more information on JETNET LLC log on to jetnet.com or contact Paul Cardarelli, JETNET Vice President of Sales, at 800-5538638 (USA) or paul@jetnet.com; Mike Foye, JETNET Director of Marketing, at 1-315-797-4420 ext. 223 or mfoye@jetnet.com; International inquiries, contact Karim Derbala, JETNET Managing Director of Global Sales, at +41 (0) 43.243.7056 or karim@jetnet.com.

The JETNET team would be delighted to welcome all our friends and colleagues at our booth # W127 at

New York Heli Shuttle

London Biggin Hill and premier executive helicopter company, Associated Aircraft Group (AAG), are announcing the launch of the New York Heli Shuttle, establishing even closer links between the US and UK business capitals.

Industry-leading AAG, which has been operating for more than 25 years, has the largest fleet of Sikorsky S76 helicopters in the northeast United States. The company will run the six-minute Heli Shuttle transfer from London Biggin Hill’s sister airport, Teterboro, directly to Manhattan’s East 34th Street Heliport. www.londonbigginhillairport.com

Blackhawk Celebrates

The 10th anniversary of the XP61 Engine+ Upgrade STC approval for the King Air 200 series, is a huge milestone for Blackhawk.

“The XP61 completely transforms the King Air 200,” said Jim Allmon, President and CEO of Blackhawk. “This upgrade delivers a 22% increase in available horsepower, which translates into maximum cruise speeds of more than 302 Knots True Airspeed (KTAS), increased single engine service ceiling, and shorter times to destination. We are proud of this program’s success, and we look forward to delivering the XP61 power and performance to many more King Air 200 operators in the future. www.blackhawk.aero

www.AVBUYER.com

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PRODUCTS & SERVICES FAI Grows its Fleet

German Special Mission Operator FAI rent-a-jet AG has expanded its fleet of managed aircraft with the addition of a fifth Global Express, bringing FAI’s total fleet to 25, including its 10 managed aircraft. In addition to the five Global Express jets, FAI currently operates five Challenger 604s, 12 Learjet 60s, one Learjet 55, one Premier 1A and a King Air 350. All Bombardier aircraft are maintained by FAI Technik. The new Global Express will be German registered and operated on behalf of a corporate client. www.rent-a-jet.de

Safran Delivers 2,000th Thrust Reverser

The 2,000 thrust reversers have been designed and manufactured

by Safran Nacelles for nearly 20 years at its United Kingdom site in Burnley, and have enabled the company to strengthen its position as the leading manufacturer of thrust reversers for business jets.

The thrust reversers are produced to a best-in-class quality standard, and have been supplied to various customers to serve a number of aircraft and engine variations, including Bombardier Challenger 300/350, Embraer Legacy 450/500, Gulfstream G280 and Textron Cessna Citation Longitude www.safrannacelles.com

Shell Introduces Electric Pump Refueller

Shell Aviation has introduced a first-of-its-kind electric pump jet refuelling vehicle in its operations at Stuttgart Airport, Germany.

The vehicle significantly reduces diesel consumption during aircraft refuelling, supporting airports in their efforts to reduce emissions across their operations. This refueller is a part of Shell Aviation’s commitment to develop innovative technologies that deliver benefits across airport operations globally www.shell.com

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Planet Nine launches with Falcon 7X

Planet Nine (P9), a brand new boutique US-based ultra longhaul charter specialist, secured its FAA Part 135 operating certificate in June, and is making its first Dassault Falcon 7X available for charter.

The company intends to have four 7Xs operational by year end, with deliveries scheduled for August, September and December this year.

Headquartered out of Los Angeles, California and London, U.K. with a staff of 28 full time employees, co-founders Matt Walter and James Seagrim are positioning Planet Nine to offer a compelling and competitive offering in the premium end of the ultra long-range charter market www.flyplanet9.com

Gogo AVANCE L5 Flys on 200th Business Jet

It took just 12 weeks for Gogo Business Aviation, to reach its second major milestone for Gogo AVANCE L5 with the 200th aircraft taking flight with the new system on board.

To date, more than 400 AVANCE L5 systems have been shipped with hundreds of additional systems on back order and scheduled for delivery in 2018, highlighting how highly popular the system has been thus far in the business aviation marketplace.

In total, Gogo continues to expect to have approximately 500 installations of the new system by the end of 2018 www.gogoair.com

DC Aviation Group Continues Growth

Stuttgart headquartered DC Aviation Group (DCA), the German joint venture partner of DC Aviation AlFuttaim (DCAF), continues to grow its aircraft management fleet with the addition of a Dassault Falcon 7X. The new aircraft is also available for charter flights for DC Aviation Al-Futtaim clients in the region through DCA’s subsidiary, DC Aviation Malta.

With its three high-performance engines and cutting-edge aviation technology, the Falcon 7X provides extraordinary range and efficiency. Its uniquely quiet cabin with a standing height of 1.88 m, offers unmatched comfort for up to 12 passengers and Its range of over 11,000 km makes it a popular aircraft to charter. www.dc-aviation.com

www.AVBUYER.com

Aircraft Index see Page 145

Mente August.qxp 18/07/2018 16:06 Page 1

S H O W C A S E

2010 Gulfstream G550

E-mail: info@mentegroup.com Tel: + 1 (214) 351-9595

Serial Number: Registration: Airframe TT: Landings:

Interior 12 seats + 1 Crew Rest ▪ FWD Cabin - Dual Two Place Club Seats (4) w/ Stowable Tables ▪ MID Cabin Dual Two Place Club Seats (4) w/ Stowable Tables ▪ AFT Cabin - Four Pace Conference/Dining (4) and Credenza ▪ Galley - AFT Full-Service Galley w/ Gasper Chilled Storage, One Microwave, ▪ One Enflite High-Temp Oven, Two TIA Coffee Makers ▪ LAVS - FWD Dedicated Crew LAV and Full AFT LAV ▪ Crew Rest Area - Enclosed FWD Dedicated Crew Rest Area ▪ Electric Window Shades ▪ Therapeutic Oxygen System ▪ 30 Gallon Pressurized Water System Exterior Matterhorn White with Blue and Gold Stripes

5290 N3M 3183 1240

• ONE U.S. FORTUNE 100 OWNER SINCE NEW • ENGINES ENROLLED ON ROLLS-ROYCE CORPORATE CARE • AFT GALLEY WITH CREW REST AREA CONFIGURED FOR 12 PASSENGERS • SWIFT BROADBAND HIGH SPEED INTERNET • ENHANCED NAVIGATION ASC-84 (FANS1/A) • SYNTHETIC VISION PRIMARY FLIGHT DISPLAY • RAAS, ADSB-OUT AND TCAS 7.1 APU ▪ Honeywell RE-220 ▪ Serial Number P-623 ▪ Total Time 1,326 Hours

Engines CorporateCare ▪ BR700-710C4-11 Left Right ▪ Serial Numbers 15689 15688 ▪ Hours 3,176 3,176 ▪ Cycles 1,242 1,242 ▪ Engines are On-Condition/Task Oriented Avionics & Connectivity Honeywell PlaneView Suite ▪ (4) Honeywell DU-1310 Flat Panel Display Units ▪ (2) Honeywell DC-884 Display Controllers ▪ (3) Honeywell MC-850 Multifunction Control Display Units ▪ (3) Honeywell AZ-200 Air Data Modules ▪ (1) Honeywell WU-880 Weather Radar receiver/Transmitter Antenna ▪ (2) Honeywell WC-884 Weather Radar Controllers ▪ (1) L3 Cockpit Voice Recorder (CVR) ▪ (2) Mason Cursor Control Devices

1992 Cessna Citation VII

E-mail: info@mentegroup.com Tel: + 1 (214) 351-9595

Serial Number: Registration: Airframe TT: Landings:

(1) WU-870 Radar R.T.A. (1) XS-910 Transponder (1) XS-850 Transponder GA100 Fairchild CVR (1) DL-950 Data Loader (1) 400-045500-000 1 Data Management Unit

650-7007 N28TX 9216.7 4761

• 9 PASSENGER • DUAL IRUs • UPGRADED AUTOPILOT CONTROL PANEL • IRIDIUM SATELLITE PHONE • 12 CHANNEL GPSSU • NO DAMAGE HISTORY • HIGH SB STATUS • HAPP • MSP GOLD APU GTCP36-150W. Total Time 2,425 Hours Last HSI 1,995 Hours. HSI Due: 6,495 Hours

Engines MSP Gold TFE731-4R-2S Left Right S/N 102114 S/N 102116 Hours 9,042.3 9,061.9 Cycles 4,686 4,687 Avionics & Connectivity (2) NZ-2000 Navigation Computer (2) NV-850 VOR/ILS Module (2) DM-0850 DME Module (1) MK VIII EGPWS Computer (1) DS-125A TAS/SAT/TAT Indicator (1) MC-800 Multifunction Generator (1) KHF-950 HF Transceiver (2) HG2001AB02 Inertial Reference Unit (2) AV-850A Audio Control Unit (1) WC-870 Radar Controller

Mente Group, LLC 15301 North Dallas Parkway, Suite 1010 Addison, TX 75001

Advertising Enquiries see Page 12

www.AvBuyer.com

Interior (Cessna 2011): 9-place cabin. In order from front to rear is a closet and refreshment center, 2-place divan, 6 forward facing chairs and aft lavatory with belted toilet, sink left and a closet right. Wood is Walnut Veneer and Solids. Partial refurbishment 11/15/2011 by Cessna ICT. Cabin seats, carpet. Cargo compartment in the aft tailcone Exterior (Cessna 2011): Overall Snow White with Spitfire Orange to Yellow, Black Metallic and smoke Gray stripe.

Permaguard applied 2011 w/annual treatments

Tel: +1 214 351 9595 E-mail: info@mentegroup.com www.mentegroup.com

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Jetsense Aviation Citation Ultra August.qxp_Empyrean 17/07/2018 14:26 Page 1

S H O W C A S E

1996 Citation Ultra Serial Number: Registration: Airframe TT: Landings:

560-0398 N550BY 4913 4143

 Maintenance Tracking  Enrolled on CAMP Engines Description: S/N: THSN: TSHS: TSO:

Left engine JT15D-5D JC0284 4913 Hours 88 1578 Hours

Right engine JT15D-5D JC0286 4913 Hours 88 1578 Hours

Interior Number of Passengers Eight (8) Dual Club Configuration Lav Location Aft Exterior NEW (2016) Base Paint Color(s) White Stripe Color(s) Blue and Silver

Avionics EFIS Honeywell Primus 1000 3 Tube EFIS SYSTEM FMS Universal UNS-1C TCAS TCAS II with Change 7 ADC Dual NAV Dual Collins VIR-32 Nav Receiver VHF COM Dual Collins VHF-22A Coms with 8.33 Spacing WEATHER RADAR Primus 650 Color Rada RADIO ALTIMETER ALT-55B Radio Altimeter CVR A200S Cockpit Voice Recorder DME Dual Collins DME-442 ADF Collins ADF-462 GPWS Honeywell GPWS TRANSPONDER Dual Honeywell MST-67A Mode S Transponders

Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047

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Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com Aircraft Index see Page 145

Jetsense Aviation Hawker 850XP August.qxp_Empyrean 17/07/2018 14:34 Page 1

S H O W C A S E

Priced at $2,695,000 USD 2006 Hawker 850XP Serial Number: Registration: Airframe TT: Landings:

258752 N752MT 7190 4161

 Fresh Pre-buy at Standard Aero— Springfield, Illinois  One Fortune 500 Corporate Owner Since New  Part 135 Operated & Maintained  Fresh G (48-Mo.) Inspection  Gear Overhauled 2015  Collins ProLine 21  ATG-5000 WiFi  WAAS/LPV  ADS-B Out Engines Honeywell TFE731-5BR-1H LEFT ENGINE RIGHT ENGINE S/N: P-129157 P-129156 THSN: 7088.4 Hours 7119.3 Hours TCSN: 4105 Cycles 4126 Cycles TSO: 2882.8 2882.8 TSHS: 775.9 775.9 Program: MSP MSP APU Honeywell GTCP36-150(W) S/N: P-872 TTSN: 3775 Hours Program: MSP Avionics Autopilot / Flight Director 2 Collins FGC 3000 Air Data Computers 2 Collins ADC 3000 Attitude and Heading Reference 2 Collins AHC 3000

Cockpit Voice Recorder 1 Universal 120 Flight Data Recorder 1 Honeywell Flight Management System 2 Honeywell FMC 6000 with WAAS/LPV Global Positioning System 2 Collins GPS 4000A Global Proximity Warning System 1 Honeywell MK V EGPWS Transponder 2 Collins TDR-94D Mode S High Frequency Radio 1 Collins HF 9000 Electronic Standby Instruments 1 Meggit MK2 Radar Altimeter 1 Collins ALT 4000 Communication Radio 2 Collins VHF 4000 Navigation Radio 2 1—Collins NAV-4500, 1— Collins NAV-4000 Traffic Collision Avoidance System 1 Collins TTR 4000 General Specifications Seating 2/10. Baggage (CuFt Ext/Int) 0/50 Cabin Height (Ft) 5’9”. Cabin Width (Ft) 6’0” Cabin Volume (CuFt) 736.Seats Full Range (NM) 2462. Balance Field Length (Ft) 5,499.98 Landing Distance (Ft) 2,910.05 Average Block Speed (Kts) 419 Normal Cruise Speed (Kts) 419 Long Range Cruise Speed (Kts) 392 Fuel Usage (Gal/Hr) 287 Service Ceiling (Ft) 41,000 Interior Number of Passengers 10 Including Belted Lav Galley Location Forward. Lavatory Location Aft (Belted) Exterior Base Paint Color(s) Matterhorn White Stripe Color(s) Yellow and Blue

Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047 Advertising Enquiries see Page 12

www.AvBuyer.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com August 2018 – AVBUYER MAGAZINE

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Jetsense Aviation King Air 350 August.qxp_Empyrean 17/07/2018 14:36 Page 1

S H O W C A S E

Price: Make Offer 1997 King Air 350 Serial Number: Registration: Airframe TT: Landings:

FL-175 SE-LLU 5695.54 5262

 Maintenance Tracking  Enrolled on CAMP Engines Right engine Left engine Description: PT6A-60A PT6A-60A S/N: PCE-PK0072 PCE-PK0075 THSN: 5622.5 Hours 5570.9 Hours TCSN: 5198 4956 TSO: 1525.9 Hours 1405.1 Hours Propellers Description: HC-B4MP-3 HC-B4MP-3 S/N: FWA-4054 FWA-3778 TSO: 1974.7 Hours 1974.7 Hours Avionics EFIS 1 Collins Pro Line II EFIS 85 3 Tube VHF 2 Collins VHF-22C VHF 2 Collins VIR-32A FMS/GPS 1 UNS-1E Flight Director 1 EFIS 85 Autopilot 1 Collins APS-65 ELT 1 Artex ELT C406NA ADF 1 Collins ADF-60A DME 2 Collins DME 42 MFD 1 Universal MFD-640 Radio Altimeter 1 Collins ALT 50A HF Radio 1 King KHF 950 (Provisions) TCAS 1 Collins TCAS 4000 Version 7.1 Flight Data Recorder 1 Fairchild F1000 SSFDR

Transponders 2 Collins TDR-94D EGPWS 1 Honeywell Mark VIII (Class A) RVSM 1 Elliott STC SA2264CH Compliant Weather Radar 1 TWR-850 Color Radar General Specifications Seating 2/11 Baggage (CuFt Ext/Int) 16/54 Cabin Height (Ft) 4’10” Cabin Width (Ft) 4’6” Cabin Volume (CuFt) 416.88 Seats Full Range (SM/NM) 1,404/1,615 Balance Field Length (Ft) 3,217 Landing Distance (Ft) 3,161 Average Block Speed (Kts) 302/348 Interior Year Refurbished: March 2015 at Elliott Aviation w/ new Headliner and EMTEQ Lighting Installed Number of Passengers: Eleven (11) including Belted Lav and Dual Aft Foldup Seats Lavatory Location: Aft (Belted) Exterior Painted at Elliott Aviation March 2015 Base Paint Color(s): Matterhorn White Accent and Stripe Color(s): Flight Red and Taxiway Yellow Options Frakes Exhaust Stacks Raisbeck Nacelle Wing Lockers Basic Empty Weight: 9908 lbs EU Ops 1 Rosen Passenger Audio and Video Entertainment System—Including Moving Map and Briefing System Gill Lead Acid Battery STC

Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047

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Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com Aircraft Index see Page 145

Jetsense Aviation Lear 60XR August.qxp_Empyrean 17/07/2018 14:38 Page 1

S H O W C A S E

Priced at $2,995,000 USD 2007 Bombardier Learjet 60XR Serial Number: Registration: Airframe TT: Landings:

0319 N814TS 5254 3706

 CUSTOM 8-Passenger Interior Offering More Leg Room  Part 135 Operated and Maintained  Turnkey And Ready To Fly  Three (3) Rotor Brakes  TCAS II w/Change 7  ATG-5000 WiFi  ESP Gold Airframe Maintenance Tracking - CAMP Certification - FAR Part 91 / Part 135 Engines Left engine Right engine Description: Pratt&Whitney Pratt&Whitney PW305A PW305A S/N: PCE-CA0497 PCE-CA0496 THSN: 5166 Hours 5166 Hours TCSN: 3640 3640 Program: ESP GOLD ESP GOLD APU Description: Sundstrand T-20G-10C3A S/N: SP-E070459 THSN: 1439 Hours TCSN: 3093 Overhaul Date: May 2015 Avionics EFIS 4-Tube Collins Proline 21 AFD-3010 FMS 2 Collins FMS 5000

TCAS 1 TCAS-94D TCAS II w/ Change 7 ADC 2 Collins ADC-850D AHC 2 Collins AHC-85E NAV 2 Collins VIR-432 DME 2 Collins DME-442 ADF 2 Collins ADF-462 Entertainment In Flight Status Monitor 1 Airshow 410 DVD System 1 SONY Cabin Entertainment System Fwd & Aft LCD Monitors 2 Features • ATG-5000 WiFi • RVSM Capable • Precise Pulselight System • Dual Concorde Lead Acid Batteries • TIA Microwave Oven • 115 VAC Outlets Interior Number of Passengers Eight (8) Fwd Refreshment Center Aft Belted Lav Other Notable Features: 2014: Fireblocked, Ivory Leather with Aft Side Facing Belted Lav Seat with Flushing Potty, FourPlace Executive Club Chairs w/ Two Executive Foldout Tables. Forward Three Seat Divan, Forward Galley Has Been Shortened Along with the Removal of the Arm Rests to Provide 11 Extra Inches of Leg Room Exterior Base Paint Color(s) Matterhorn White (TOP) / Royal Blue (BOTTOM) Stripe Color(s) Red

Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047 Advertising Enquiries see Page 12

www.AvBuyer.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com August 2018 – AVBUYER MAGAZINE

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Sky Aviation Holdings 1997 Hawker 800XP August.qxp 18/07/2018 16:08 Page 1

S H O W C A S E

1997 Hawker Beechcraft 800XP Serial Number: Registration: Airframe TT: Landings: • • • • •

258297 N960TC 11,728.6 7,291

Just Completed 48 Month Inspection Landing Gear due 2030 New Paint New Interior GoGo WiFi

Engines Honeywell TFE-731-5BR-1H - Enrolled on MSP Left: Serial Number P-107153 Total Engine Hours: 11,483.2 Total Engine Cycles: 7,072 Right: Serial Number P-107152 Total Engine Hours: 11,438.2 Total Engine Cycles: 7,072 APU Hamilton Sunstrand T-62T-40C8D1 Serial Number E-925275 APU Total Time: 9,208.4 APU Total Cycles: 14,112 Avionics & Connectivity Honeywell SPZ-800 IFCS/Primus II FMS Dual Honeywell SPZ-800 AFCS Dual Honeywell SPZ-800 IFCS Dual Honeywell ADZ-810 air data computers Dual Honeywell AV-850A cockpit audio Honeywell AFIS

Coms: Dual Honeywell RCZ-851 w/8.33 spacing Navs: Dual Honeywell RNZ-850 w/FM Immunity Dual Honeywell RNZ-850 DME Dual King KHF-950 w/SELCAL Dual Honeywell NZ-2000 w/dual 12 channel GPS & 5.2 software RAD ALT: Honeywell AA-300 L3 TAWS 8000 XPDR: Dual Honeywell RCZ-850 Mode-S Universal CVR-30A Honeywell TCAS-910 TCAS II w/Change 7 Honeywell Primus 870 Radar ELT: DM-ELT-14-1-1 Dual Honeywell AHZ-600 AHRS Flight Phone: Aircell Axxess-2 handsets-one wireless RVSM Capable Honeywell LSZ-850 Lightning Sensor Interior Eight place executive interior configured with forward 4-place club, and aft 3-place divan opposite single club chair. Airshow 400, single Audio International DVD player and 6-disc CD audio player with cabin speakers, and microwave oven. Completely refurbished in January. New sidewalls. New headliner in 2018 Exterior Overall Matterhorn white with black and gray metallic silver stripes. New 2018

Sky Aviation Holdings LLC Pompano Beach Airport, 751 NE 10th Street, Pompano Beach Florida, 33060, United States

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www.AVBUYER.com

Tel: +1 (954) 246 4133 Cell: +1 (954) 270 3333 www.skyaviationholdings.com

Aircraft Index see Page 145

Sky Aviation Holdings Beechjet 400A / Hawker 400XP July.qxp 18/07/2018 14:31 Page 1

S H O W C A S E

1997 Beechjet 400A Serial Number: Registration: Airframe TT: Landings:

RK-148 N337TC 3581 3320

Powerplant Pratt Whitney JT15D-5 2858.27 Hours SINCE New, cyc: 2143, s/n PCE-JA0677 2858.27 Hours SINCE New, cyc: 2143, s/n PCE-JA0678 1052:09 Hours since Hot Sections 748 hours remaining to overhaul on ESP Gold Lite engine plan

Avionics Rockwell Collins Pro Line Rockwell Collins FMS-5000 Rockwell Collins VHF-422C Rockwell Collins VIR-432 Rockwell Collins GPS-4000 Rockwell Collins APS-4000 Rockwell Collins ADC-850D Rockwell Collins WXR-840 Rockwell Collins ADF-462 Rockwell Collins DME-442 Rockwell Collins ALT-55B Mode S Transponders w/ Flight ID Rockwell Collins TCAS II TTR 920 Honeywell Mark VIII Fairchild A100S Fairchild F-1000 Artex

Interior • 7 Passenger • FWD Galley • AFT LAV • TIA Microwave Oven; TIA Convection Oven; and TIA Coffee Maker; Pull-Out Work Surface; and Custom Thermal Coffee Jugs • Single Jet Bed w/Pump; Single Sky Lounger; Spare Carpet; and Foot Rests • New interior March 2018

Entertainment 18” LCD Bulkhead Monitor, “In Arm” Monitors in Single Seats, ASXi Interactive w/Network, Dual DVD/CD Player

Exterior Overall Matterhorn White with Blue Stripe Color New Paint March of 2018

2007 Hawker 400XP Registration: Airframe TT: Landings: Engines Pratt& Whitney JT15D ENGINES ON VMAX PROGRAM Engine TSN #1 4941.9 #2 4941.9 Avionics VHF Communication Collins Distance Measuring Equipment Cockpit Displays Transponder GPS

N76GJ 5085 3712

CSN 3584 3584

VHF-422C Collins DME-422 Collins EFD-871 Collins TRD-94/94D Collins GPS-4000A

Navigation Radios Radar Altimeter Terrain Awareness System

Collins VIR-432 Collins ALT 1000 Honeywell 965-0976040 series Traffic Collision Avoidance System Collins TRE-920 Weather Radar Collins RTA-854 Air Data Computer Collins ADC-850D Additional Features GO-GO In Flight Wi-Fi XM Weather Garmin GMX-200 Garmin PS-150XL Garmin GDL-69 FDS Moving Map DVD/CD/MP3 Wireless Headphones 10.4” LCD Monitors

Sky Aviation Holdings LLC Pompano Beach Airport, 751 NE 10th Street, Pompano Beach Florida, 33060, United States Advertising Enquiries see Page 12

www.AvBuyer.com

Maintenance on IFA Inspection 200 Hour items IFA-A IFA-B IFA-C IFA-D

Next Due 5098.0 5320.5 5442.4 6242.4 6400.0 5442.4

Interior New Interior 9-2017 Eight Passengers with Belted Lav, Center Club Configuration with Two Foldout Executive Tables. Forward Closet and Refreshment Center Exterior Overall Matterhorn white, Navy bue and gold stripes

Tel: +1 (954) 246 4133 Cell: +1 (954) 270 3333 www.skyaviationholdings.com

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2 Hawker Pacific August.qxp_Empyrean 18/07/2018 11:14 Page 1

S H O W C A S E

2017 Bell 505 Jet Ranger X Why wait till 2019 for a new Bell 505!

Factory delivery time only, not yet entered service The Bell 505 Jet Ranger X is Bell Helicopter’s new five-seat aircraft designed for safety, efficiency and reliability through the use of advanced avionics technology. It incorporates proven dynamic components, advanced aerodynamic design, a dual channel FADEC Turbomeca Arrius 2R engine and best-in-class value Avionics Electronic Standby Instruments Avionics Shelf Garmin's Traffic Advisory System (GTS800) Synthetic Vision Helicopter Terrain Avoidance Warning System (HTAWS) Dual Pilot Controls Emergency Locator Transmitter Radar Altimeter Interior Sliding Windows Pilot & Co Pilot Premium seats -Tan – Leather Exterior Paint - Snow White Stripe - Soft Grey

Features Air Conditioning Ground Handling Wheels Rotor Brake Inlet Barrier Filter Factory Warranty Complimentary Pilot Ground, FTD & Flight Training

Hawker Pacific Mathew Hardy +61 404 886 810 mathew.hardy@hawkerpacific.com

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Price on application

*stock file photos used

Alan Parsons +971 4 886 0470 alan.parsons@hawkerpacific.com

Aircraft Index see Page 145

Donath Aircraft Services August.qxp_Empyrean 16/07/2018 14:31 Page 1

S H O W C A S E

Price: $1,495,000 1989 Falcon 50 Serial Number: Airframe TT: Landings:

197 9,934 6,623

• Only three U.S. owners since new.

Same corporate owner since 2004.

• ADS-B Out • WAAS/LPV Engines Honeywell TFE 731-3-1C Enrolled in MSP Gold #1 Engine #2 Engine #3 Engine Hours 9,249.6 9,586.4 9,701.2 Cycles 6,251 6,279 6,427 APU Garrett GTCP36-100(A) Enrolled in MSP Gold Hours Since New 5,487.0 Avionics Flight Displays: (2) Collins EFIS 86C FMS: (2) UNS-1Lw GPS: (2) Universal GPS w/ WAAS/LPV IRS: (2) Honeywell Laseref AHRS: Collins AHC-85 Autopilot: Collins APS-85 VHF Comm: Collins VHF 22D w/ 8.33 Spacing Satcom: Aircell Axxess Iridium HF Comm: (2) King KTR-953 w/ Selcal Transponders: (2) Collins TDR-94D DME: (2) Collins DME-42 ADF: (2) Collins ADF-60 NAV: (2) Collins VIR-32 ADC: (2) Collins ADC-82C

AFIS Radio Altimeter:Collins ALT 55B Weather Radar: Collins TWR-850 TCAS: Collins TCAS II w/ Change 7.1 EGPWS: Honeywell MK-V w/ Windshear Detection CVR: Fairchild A100A ELT: Artex C406N Additional Equipment/Options WAAS/LPV. ADS-B Out. TCAS 7.1 XM Weather Capable Aircell Axxess Iridium Satellite Phone System Three Life Rafts. Therapeutic Oxygen LED Navigation and Taxi Lights Pulse Lights. Wing Ice Detection Lights Upgraded Falcon 2000-Type Forward Drain Mast N1 Engine DEECs Paint 2005, Duncan Aviation: Matterhorn White with Red, Yellow and Blue stripes Interior 2002 (Soft Goods), Dassault Falcon Service.

Carpet replaced 2008, West Star Aviation Configuration Nine passenger seating with side facing 3rd crew member seat. Forward: Four-place club arrangement with pull-out table for each seating group.

Aft: Two-place club seating on left side, opposite a 3-place divan Entertainment Cabin Flight Display System with Moving Maps CD/DVD. XM Radio Forward 15.1” and Aft 17” LCD Displays

Donath Aircraft Services Contact: Jim Donath

Advertising Enquiries see Page 12

www.AvBuyer.com

Tel: +1 (773) 935.9871 Email: jimdonath@donathaircraft.com www.donathaircraft.com

August 2018 – AVBUYER MAGAZINE

137

Mesotis August.qxp 16/07/2018 14:33 Page 1

S H O W C A S E

1984 Cessna Citation SII (SIERRA CONVERSION) Serial Number: Registration: Engines TT: Cycles:

550-0011 T7-IGO 1,468 685

• • • •

ENGINES ON TAP ELITE ONLY SUPER S-II WITH GLASS COCKPIT! WILLIAMS ENGINES SIERRA INDUSTRIES SKY STEP CABIN DOOR STEP • SIERRA INDUSTRIES PEDESTAL EXTENSION • UNIQUE GLASS COCKPIT TECHNOLOGY WITH TEXT MESSAGING, E-MAILS, PAPERLESS COCKPIT AND IPAD WIRELESS ACCESS • RVSM APPROVED • ADS-B OUT • USB CHARGING PORTS

Engines Description Williams FJ44-3A Williams FJ44-3A LEFT ENGINE RIGHT ENGINE 1468 1468 Total time Cycles 685 685

Avionics & Connectivity 3 tube EFIS and 2 x Garmin touch screen MFDs • Universal Avionics EFI-890R EFIS System and Vision 1 Synthetic Vision System • Dual Thommen AC-32 Air Data Computer systems • RVSM approved • Bendix GKP-860 EGPWS • 406 Mhz ELT • 2 Garmin GTX3000 transponders featuring ADS-B out • Dual Garmin GTN-750 GPS/COMM/NAV systems with dual GA-35 GPS antennas • GMA-35 Audio Panel System • GDL-69 SiriusXM weather data link • Fairchild S603-1000-00 Flight Data Recorder • Boom Beam Landing and Taxi Light systems

• Whelen Anti-Collision Lights • Air Conditioning System • Garmin GWX-70 Weather Radar System

Interior ENTRANCE AREA • RH side facing double seat • LH Storage Cabinet FORWARD CABIN • RH side (zone 1A): One (1) pull–out table and One (1), aft-facing single executive seat • LH side (zone 1B): One (1) pull-out table and One (1), aft-facing single executive seat MID CABIN • RH side (zone 2A): One (1), forward-facing single executive seat • LH side (zone 2B): One (1), forward-facing single executive seat AFT CABIN • RH side (Zone 3A): One (1), forward-facing single executive seat • LH side (Zone 3B): One (1), forwardfacing single executive seat

2006 Bombardier Learjet 60 Serial Number: Registration: Airframe TT: Landings:

305 TC-SHY 1938 1041

• • • • •

EASA COMPLIANT ENGINES ON JSSI LOW HOURS NO DAMAGE HISTORY FRESH 12 YEARS INSPECTION PERFORMED AT JETAVIATION VIENNA (JULY 18) Engines ENGINE #1 ENGINE #2 Description Pratt & Whitney 305A Serial Number PCE-CA0469 PCE-CA0468 Total Time 1938 1938 Cycles 1041 1041

Avionics & Connectivity Four Liquid Crystal Flight Displays (EFIS) (Collins Proline 4) • Dual Collins VHF COMM (VHF-422C with 8.33 Spacing) • Collins Dual VOR/ILS Navigation Receivers (VIR-432 with FM Immunity) • Collins Dual Mode S Transponders (TDR-94D) • Dual Universal Flight Mgmt. Systems with GPS, PRNAV Compliant (UNS-1E) • Dual Rockwell Automatic Direction Finder (ADF-462) • Dual Distance Measuring Equipment (DME-442) • Universal Cockpit Voice Recorder (CVR-120) • Dual Collins Air Data System (ADC-850D) • Integrated Flight Instrument System (IFIS) • Autopilot • Collins Weather Radar System (RTA-854) • Dual Honeywell HF Comms (KTR953) • Collins Radio Altimeter (ALT-4000)

Mesotis Jets Thomas Thums Fleischmarkt 7/3 1010 Vienna Austria

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• Collins TCAS II with Change 7.1 (TTR-4000) • Honeywell MK-V EGWPS • Artex ELT (C-406-2) with NAV interface • SELCAL (JETCALL-5) • L3 Comm Lighting Sensor (WX-1000) • L3 Comm Flight Data Recorder (FA2100FDR)

Interior The eight (8) passenger fireblocked interior features two (2) forward facing single seats followed by a three (3) place divan opposite a two (2) place conference group.

• The forward cabin features a center/galley while the aft lavatory seat is belted offering seating for one (1)

Mob: +43-67-6590-0082 Tel: +43-1-533-757216 E-mail: tthums@mesotisjets.com www.mesotisjets.com Aircraft Index see Page 145

GainJet August.qxp 18/07/2018 14:49 Page 1

S H O W C A S E

Boeing 737-400 LR With only genuine quick change Aux fuel tank system on the market today (Available for Boeings & Other types) Serial Number: Airframe TT: Landings:

25423 47,578 Hours 34,487 Cycles

• Long Range “Quick Change” Auxiliary Fuel Tanks system installed • Quick, Line-Replaceable fuel tanks (LRTs) • Certified with an FAA STC. • Allows for up to 9-hour intercontinental flight range • Flexibility to adjust configuration to suit the mission: • Add more tanks for longer range • Remove tanks for more cargo space • More info, please visit www.longrange.aero • Full cabin refurbishment in 2014 • 64 passenger VIP configuration • Maintained and utilized to the highest standards • More info, please visit www.gainjet.com/vip-boeing-b737-400-2 Engines Engine 1. CFM56-3C1. ESN: 725160 TSSV: 442 Hours CSSV: 182 Cycles

Engine 2. CFM56-3C1. ESN: 725369 TSSV: 442 Hours CSSV: 182 Cycles

APU Honeywell GTCP36-280B TSN: 21,878

Exterior Elegant and discrete livery

Cabin & Features Fully refurbished in 2014 64 passenger VIP configuration - ensuring lavish comfort for all passengers.

Seat pitch: 52 inches 3 high-quality lavatories 30 AC power outlets in the cabin Nespresso Machine

Avionics Triple VHF-Comm w/8.33 kHz spacing ACARS w/provisions: Dual Arinc758 CMU Solid State Cockpit Voice recorder System (2hrs recording) Control Surface Position Indicator Aspirated TAT probes for FMC Operation

Gainjet Aviation Group Vouliagmenis Ave. & 1 Themistokleous St. Glyfada. 16674.

Athens, Greece Advertising Enquiries see Page 12

www.AvBuyer.com

Contact: Tel: +30-210-963-6101 Email: marketing@gainjet.com www.gainjet.com August 2018 – AVBUYER MAGAZINE

139

Carolina Corporate Jets August.qxp 19/07/2018 10:03 Page 1

S H O W C A S E

1998 Citation CJ

• 4020 HRS • TAP ELITE

Serial Number: 292 Registration: OE-FCW

2001 Hawker 800XP Serial Number: 258536 Registration: OE-GCE

• 6063 HRS • MSP GOLD

Carolina Corporate Jets 1060 PTI Drive, Greensboro Int’l Airport, Greensboro, NC 27409, USA

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• BELTED LAV • NEW INSPECTIONS

• FRESH G INSPECTION BY DUNCAN • ADS-B COMPLIANT Tel: +1 (803) 286 3000 E-mail: info@carolinajets.com www.CarolinaJets.com

Aircraft Index see Page 145

P141-143.qxp 18/07/2018 14:08 Page 1

Bombardier Challenger 604

Skypro Price:

Please Call

Year:

2006

S/N:

5654

Reg: TTAF:

5380.56

Location: Russian Federation

Hawker Beechcraft 850XP

M A R K E Tel: +7 495 150 3300 T E-mail: sales@skypro.aero P L 1 owner since new. 5380 airframe hours since new. Engines and A APU on JSSI. TCAS 7.1. Iridium telephone. 11 passengers C configuration. LANDING 2398. MAINT TRACK PROGRAM CAMP. E PARTS PROGRAM JSSI on Engine. AVIONICS PLATFORM (PL4, PL21, Primus, etc.). Rockwell Collins PL4. OPTIONAL AVIONICS EQUIPMENT. Date of Last Refurb April 2015. Softgoods Veneer.

Refurb Facility QCM, Aerodienst GmbH. Description (colors/configuration): Refurbishment of Passenger Seats and Divan.

Date of Last Paint Delivery. Description (colors): white with red and gray stripes. Cabin certified for 11 passengers for takeoff & landing

Tel: +7 985 222 6868 E-mail: vitalyo@comavia.ru

Vitaly Okorokov Price:

Please Call

• Engines and APU on MSP Gold

Year:

2007

• Collins Pro Line 21 Avionics

S/N:

258827

• Always hangared

Reg:

G-HSXP

TTAF:

2580

• One owner since new • No Damage History • Fresh E inspection

Location: Russian Federation • Price JUST REDUCED

Dassault Falcon 50

Switzair SA Price:

Please Call

Year:

1989

S/N:

183

Reg:

HB-IYP

TTAF:

10197

Location: Italy

Cessna Citation X

Dragon Leasing Corp Price:

Make Offer

Year:

2000

S/N:

122

Reg:

N577JC

TTAF:

6726

Location: USA

Cessna Citation CJ4

Michael Strasser Price: Year:

2012

S/N: Reg:

OE-GTI

TTAF:

2,120

Tel: +41 (0) 919 214 247 E-mail: cs@switzair.com Falcon 50 Classic - MAKE AN OFFER - MUST GO – FULL EASA COMPLIANT - Engines and APU enrolled on MSP Gold.

Entered in Service: 1992. Aircraft Total Time: 10197 hrs. Aircraft Total Cycles: 10250 cyc. Engines: TFE731-3-1C. APU: GTCP36100A. Exterior: White with blue stripes. Interior: 10 pax (1 divan for 5 seats) + 3rd crew seat; Light brown carpet & fabric; Light brown leather seats; Walnut brier wood; Alcantara ceiling; Fwd Lav.; Interior partially refurbished June 2001 by Dassault Falcon Service.Remarks: Full EASA Compliant, All Engines and APU under full MSP Gold - RVSM EUR + NAT-MNPS, Approved CAT II, Approved P-RNAV, Approved RNP-1,-5,-10.

Tel: +1 (630) 577-40704 E-mail: kdanielson@calamos.com NEXT GEN READY, ADS-B upgrade completed by Cessna.

ADS-B out WAS/LPV. FAR 135 Current, CESCOM Maintenance Tracking, Engines Rolls Royce Corporate Care, APU Cessna Aux Advantage, Extended Range Dual Oxygen System, Honeywell USB Data Loader, Lead Acid Batteries, 8-Passenger, Double club config. Fwd r/h galley, Espresso Machine and Coffee, Microwave. Cabin entertainment includes Airshow 400 w/Three 8” individual monitors, cockpit controller, and cabin audio, ATG 4000 WIFI. Primus 2000, TCAS 7 w/change 2, 8.33 Spacing, RVSM, Current all Maintenance, New Paint June 2016.

Tel: +43 6227 202 580 Email: office@aircraftsales.com Austria registered, TT 2,120; Equipped with Pro Line 21 Integrated Avionics Suite, FA2100 Cockpit Voice Recorder & Flight Data Recorder, Collins TSS-4100 (TCAS II); Engines on TAP Advantage Elite, Airframe on ProParts, One Owner Since New, EU-OPS, No Damage History, All logs since new

Location: Austria

Advertising Enquiries see Page 12

www.AVBUYER.com

August 2018 – AVBUYER MAGAZINE

141

P141-143.qxp 18/07/2018 14:08 Page 2

M A R K E T P L A C E

Airbus/Eurocopter EC 130B4

Tel: +31 (0) 653 366 964 E-mail: peter@vanzutphen.nl

Peter van Zutphen Price:

€1,295,000 Excl. VAT

Year:

2005

• Paint and interior 9/10

S/N:

3935

• 12 years inspection just done in 2018

Reg:

OO-SUZ

TTAF:

1725

Location: Netherlands

Bell 206B III

Marek Sujan Price:

$830,000

Year:

2001

S/N:

4549

Reg:

OM-JOP

TTAF:

5732

Tel: +421 901 782 855 E-mail: mhorvath@mhorvath.sk Avionics: Garmin 750H+ VOR, Bendix/king KY196A, ELT, Audio systém, headsets 5xBose A20H, VFR night, Other features: VIP interier, transport chassis , safety cover

Location: Slovakia

Airbus/Eurocopter AS 350B-3

Victoria Helicopters Price:

Please Call

Year:

2008

S/N:

TBD

Reg: TTAF:

10197

Location: 1576.7

Bell 206B III

Philippe Lavalard Price:

€350,000 Excl. VAT

Year:

1979

S/N:

2718

Reg:

F-GHLR

TTAF:

9107

Tel: +1 (778) 350 4211 E-mail: adam@victoriahelicopters.com Corporate Interior with ECL Factory Utility Options. No Damage History. Factory ECF Dual Hydraulics. Airbus Canada Original Delivery. Air Conditioning. FDC Inlet Barrier Filter. ECF Dual Controls. LED Lighting. Many ECL Optional Equipment Upgrades from Factory. Airbus Service Center Maintained.

• GARMIN GNS 430 GPS1/COM1/NAV1 • GARMIN GTX 327 TRANSPONDER • TECHNASONIC TFM 138A FM RADIO • GARMIN 340 H AUDIO PANEL • ECF FACTORY DUAL HYDRAULICS • DART LARGE VERTICAL REF WINDOW • ECF DUAL SLIDING DOORS WITH HIGH VIS WINDOWS

Tel: +33 (0) 686 420 972 E-mail: plavalard@wanadoo.fr Please specifications offered joined on the present offer

Location: France

Airbus/Eurocopter EC 120

Andrius Balzaris Price:

€1,350,000 VAT Paid Advantages: Air Conditioner. Headphones with noise reduction

Year:

2015

S/N:

1691

Reg:

LY-HZV

TTAF:

531

Location: Lithuania

142

AVBUYER MAGAZINE – August 2018

Tel: +370 685 84664 E-mail: andrius.balzaris@helisota.com

www.AVBUYER.com

Equipment: Transponder GTX330. KY196 (8.33 KHz capable) altitude encoder Shadin 8800T. Emergency locator transmitter Kannad 406. Gyro-horizon H321EGM. Gyro-compass KCS55A + HSI KI525. ICS GMA34H Turn and bank indicator UI9560 VHF/VOR/LOC/GS/GPS GNS430W

Aircraft Index see Page 145

P141-143.qxp 18/07/2018 14:08 Page 3

Leonard Hudson

Bell 206 L 4

Price:

$1.775M

Year:

2002

S/N:

52265

Reg:

N339MC

TTAF:

1,700

M A R K E Tel: +1 (806) 662 5823 T Drilling Email: ronfernuik@hotmail.com P L Pictures do not do justice to the helicopter, and the colors A are very vibrant, it is ready for immediate work. It has had C both a Bell/Edwards completion and maintenance with E immaculate records, of course no damage of incidents. 2 corporate owners

Location: USA & Canada

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

Leonard Hudson Drilling

Bombardier Learjet 36A

Price:

Offer/Trade

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter

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

Alberth Air Parts

+1 832 934 0055

Par Avion Ltd

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 Advertising Enquiries see Page 12

www.AVBUYER.com

August 2018 – AVBUYER MAGAZINE

143

P144.qxp 18/07/2018 16:06 Page 1

LEKTRO

Since 1945

The Ultimate Aircraft Tug

Models ranging

15,000 to 280,000 lbs.

Electric Towbarless Certified Easy to Use Universal Rugged Simple to Maintain www.

LEKTRO .com

1-800-535-8767 1-503-861-2288 sales@lektro.com

Advertiser’s Index

Duncan Aviation ...........................................25 - 27

Lektro....................................................................144

ABS Jets ................................................................85

Eagle Aviation........................................................89

Mente Group ......................................................129

Aircraft Finance Corporation .............................13

Elliott Jets ..............................................................95

Mesotis Jets ........................................................138

AirGO Private Airline ........................................121

Engine Assurance Program ...............................49

NBAA BACE .........................................................74

AMAC Aerospace ................................................23

Freestream .............................................................67

NBAA Regional ..................................................117

AMJET Aviation.....................................................53

GainJet Aviation .................................................139

OGARAJETS ...............................................38 - 39

21st Century Jet Corporation .........................146

Aradian Aviation .................................................111

General Aviation Services ..................................97

Par Avion ................................................................29

Asian Sky Group ..................................................63

Global Jet Capital.................................................75

Rolls-Royce ...........................................................47

Avjet Global ..................................................54 - 55

Global Jet Monaco........................................ 5 - 10

RUBAE.................................................................113

Avpro ..............................................................14 - 17

GoGo Business Aviation..................................101

Sky Aviation Holdings............................134 - 135

Bank of the Ozarks ..............................................71

Hatt & Associates.................................................81

Southern Cross Aviation.....................................79

Bermuda Civil Aviation Authority.......................57

Hawker Pacific ...................................................136

Sparfell & Partners ......................................20 - 21

Boutsen Aviation ..................................................69

JetBrokers .....................................................60 - 61

The Elite New York ............................................115

Carolina Corporate Jets ...................................140

Jetcraft Corporation ..........................42 - 43, 148

The Jet Business..........................................32 - 33

Central Business Jets .......................................147

Jeteffect .........................................................50 - 51

The Registry of Aruba.....................................1, 11

Conklin & de Decker............................................62

JETNET...................................................................52

VREF ....................................................................144

Corporate Concepts ...........................................35

Jet Sense Aviation ..................................130 - 133

Wright Brothers Aircraft Title ..........................119

Dassault Falcon Jet .........................................2 - 3

JSSI (Jet Support Services) ..............................99

Donath Aircraft Services ..................................137

LBAS.....................................................................107

AvBuyer (USPS 014-911), August 2018, Vol 22 Issue No 8 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.

144

AVBUYER MAGAZINE – August 2018

www.AVBUYER.com

Aircraft Index see Page 145

P145.qxp 19/07/2018 12:41 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRBUS A318 Elite+ . . . . 5, A319 . . . . . . . . . . 20, A319 VIP . . . . . . 5, 6, A319 CJ . . . . . . . 23, 69, ACJ380-800 . . . . 20,

BAE AVRO RJ70. . . . . 60,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 33, 67, 69, 737-400 LR. . . . . 139,, 747-8 . . . . . . . . . . 20, 757 . . . . . . . . . . . 55, 787-9. . . . . . . . . . 42,

BOMBARDIER Global 5000 . . . . 5, 8, 42, 43, 148, Global 6000 . . . . 20, 42, 43, 148, Global 7000 . . . . 5, 55, Global 7500 . . . . 32, 53, Global Express . 5, 7, 148, Global Express XRS. . 5, 9, 32, 43, . . . . . . . . . . . . . . . 54, 69, 148,

Challenger 300 . . . . . . . . . . . 15, 350 . . . . . . . . . . . 15, 601-3A ER . . . . . 42, 604 . . . . . . . . . . . 26, 69, 141, 605 . . . . . . . . . . . 32, 42, 43, 148, 650 . . . . . . . . . . . 43, 53, 148, 800 . . . . . . . . . . . 60,

Learjet 31A . . . . . . . . . . . 26, 43, 60, 61, 79, . . . . . . . . . . . . . . . 89, 35A . . . . . . . . . . . 60, 36A . . . . . . . . . . . 143, 40XR . . . . . . . . . . 50, 51, 45 . . . . . . . . . . . . 43, 50, 79, 45XR . . . . . . . . . . 16, 50, 79, 95, 55 . . . . . . . . . . . . 16, 61, 60 . . . . . . . . . . . . 138, 60XR . . . . . . . . . . 16, 79, 133, 75. . . . . . . . . . . . . 43, 148,

CESSNA Citation II . . . . . . . . . . . . . 61,

AIRCRAFT

PAGE

AIRCRAFT

III . . . . . . . . . . . . . 53, 61, 89, V. . . . . . . . . . . . . . 60, VI . . . . . . . . . . . . . 61, VII . . . . . . . . . . . . 129, X . . . . . . . . . . . . . 79, 141, XLS . . . . . . . . . . . 38, 51, XLS+ . . . . . . . . . . 147, CJ . . . . . . . . . . . . . . 89, 140, CJ1. . . . . . . . . . . . . 89, CJ2. . . . . . . . . . . . . 21, CJ3. . . . . . . . . . . . 16, 38, 53, CJ4. . . . . . . . . . . . 95, 141, Bravo . . . . . . . . . 51, Excel . . . . . . . . . . 15, 25, 51, 89, Encore . . . . . . . . . 25, Mustang. . . . . . . . 69, P210 . . . . . . . . . . 60, 560XLS. . . . . . . . 26, Sovereign+ . . . . 43, 148, SII . . . . . . . . . . . . . 138, Ultra . . . . . . . . . . . 130,

DASSAULT FALCON 7X . . . . . . . . . . . . 5, 35, 43, 63, 69, . . . . . . . . . . . . . . . 79, 146, 147, 148, 8X . . . . . . . . . . . . 3, 15, 50, 20C-5AR. . . . . . . 60, 20F . . . . . . . . . . . 61, 20F-5BR . . . . . . . 53, 50 . . . . . . . . . . . . 69, 137, 141, 146, 50EX . . . . . . . . . . 20, 26, 55, 97, 146, 200 . . . . . . . . . . . 21, 900 . . . . . . . . . . . 146, 900B . . . . . . . . . . 35, 146, 900C . . . . . . . . . . 146, 147, 900DX. . . . . . . . . 147, 900DX EASy . . . 147, 900EX . . . . . . . . . 2, 21, 146, 900EX EASy . . . 15, 146, 147, 148, 900LX . . . . . . . . . 146, 2000 . . . . . . . . . . 5, 15, 25, 43, 69, 2000EX. . . . . . . . 2, 32, 2000EX EASy . . 3, 29, 2000LX . . . . . . . . 5,

PAGE

AIRCRAFT

PAGE

EMBRAER

NEXTANT

Legacy 500 . . . . 25, Legacy 600 . . . . 20, Legacy 650 . . . . 61, Lineage 1000 . . 5, Lineage 1000E . 33, 147, Phenom 300 . . . 38, 95,

400XP . . . . . . . . . 81,

GULFSTREAM

PILATUS

III . . . . . . . . . . . . . 14, 97, IV . . . . . . . . . . . . . 35, 43, 79, 148, IVSP . . . . . . . . . . 14, 69, 111, V. . . . . . . . . . . . . . 14, 55, 67, 111, 150 . . . . . . . . . . . 50, 60, 111, 148, 200 . . . . . . . . . . . 14, 300 . . . . . . . . . . . 26, 450 . . . . . . . . . . . 10, 111, 500 . . . . . . . . . . . 33, 550 . . . . . . . . . . . 14, 33, 43, 67, 111, . . . . . . . . . . . . . . . 129, 148, 650 . . . . . . . . . . . 43, 148, 650ER. . . . . . . . . 55,

PC12/47E. . . . . . 43,

HAWKER BEECHCRAFT King Air 200 . . . . . . . . . . . 21, 60, 350 . . . . . . . . . . . 53, 81, 111, 132, B200 . . . . . . . . . . 95, 111, C90 . . . . . . . . . . . 111, E90 . . . . . . . . . . . 69,

Beechcraft Premier I . . . . . . 43, 148, Premier IA . . . . . 95,

Hawker 400A . . . . . . . . . . 135, 400XP . . . . . . . . . 69, 95, 135, 800A . . . . . . . . . . 97, 800SP. . . . . . . . . 60, 800XP . . . . . . . . . 26, 81, 97, 111, 134, . . . . . . . . . . . . . . . 140, 850XP. . . . . . . . . 26, 43, 131, 141, 900XP . . . . . . . . . 111, 4000 . . . . . . . . . . 27, 81,

HONDA DORNIER

JET . . . . . . . . . . . 111,

2000LXS. . . . . . . 26, 328-310 . . . . . . . 27, 328 JET. . . . . . . . 69, 89,

IAI Astra . . . . . . . . . . 60,

PIAGGIO Avanti II . . . . . . . 51, 121, P180 Avanti . . . 69, Avanti EVO. . . . . 121,

PIPER Cheyenne IIIA . . 60, Merdian . . . . . . . 95,

HELICOPTERS AGUSTAWESTLAND AW109SP. . . . . . 16, AW109E Power . 21, AW109S Grand . 21, AW139 . . . . . . . . 21, A119 Koala . . . . 42, 111,

BELL 206BIII . . . . . . . . 142, 206 L4. . . . . . . . . 143, 212 . . . . . . . . . . . 143, 407 . . . . . . . . . . . 111, 412 EP . . . . . . . . 111, 412EMS . . . . . . . 143, 427 . . . . . . . . . . . 21, 505 JetrangerX 136,

EUROCOPTER/AIRBUS Airbus . . . . . . . . . 27, AS350B3 . . . . . . 142, AS365N-1 . . . . . 16, EC 120 . . . . . . . . 142, EC 130B4. . . . . . 142, EC 135 T2 . . . . . 16,

SIKORSKY S-76B . . . . . . . . . 29, S-76C+ . . . . . . . . 16, 43, 63, S-92A . . . . . . . . . 16,

The best aircraft for sale search anywhere, everywhere - on pc, smartphone and tablet

Advertising Enquiries see Page 12

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145

21st Century May.qxp 27/04/2017 08:45 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than the competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

The Falcon 900LX pictured above is considerably more capable than the Falcon 900EX. Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

Evolving from the remarkable success of the 7X; The Falcon 8X has a longer cabin with 30 unique interior layout configurations to choose from, superb fuel efficiency and a range of 6,450 nm.

AVAILABLE: FALCON 900B

If you are considering the sale or acquisition of your business jet, call 21st Century Jet Corporation today for details before making a decision.

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989 TEL: 1.775.833.3223

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ June.qxp_CBJ November06 21/05/2018 15:44 Page 1

General Offices

Mexico office

Minneapolis / St. Paul

TEL: 52.55.5211.1505

TEL: (952) 894-8559

CELL: 52.55.3901.1055

FAX: (952) 894-8569

E-MAIL: Enrique@CBJets.com

EMAIL: INFO@CBJETS.COM

NG I D N E P L A E D 2009 FALCON 7X SN 041

EMBRAER LINEAGE 1000E

Single Owner, “C” Check/Paint/Refurbished Interior

by Duncan October 2017, Preferred Interior with NO Crew Rest and Dual Aft Divans

Only 811 Hours and 346 Cycles since new; Preferred 19 Passenger Interior, World Wide ready, transferrable Warranty & Maintenance Programs

2002 FALCON 900C SN 194

2006 FALCON 900DXy SN 603

Single Owner, Recent “C” Paint/Interior By Dassault Wilmington, Preferred Fwd Crew Lav and Dual Aft Divan Configuration

3200 Hours, 1900 Landings, Single Owner, Delivered with Fresh 12 year Heavy Check & Paint, All EASy II Upgrades

L A E D

NG I D PEN

NG I D N E P L A E D

2008 FALCON 2000DX SN 603

CITATION XLS+ SN 6157

3,000 Hours since new, Pratt and Whitney ESP Gold; Honeywell HAPP and MSP, Falcon Service Center “C” check in 2014, 10 Pax Interior with Wifi

Engines enrolled in Power Advantage, Airframe enrolled in ProParts and APU enrolled in Aux Advantage, Aircell Aviator 300 (Swift broadband w/ Worldwide Coverage), Eight plus 1 passenger executive configuration

www.cbjets.com ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

This being the aviation industry, you’d think more companies would share our

51,000

The smoothest connection to your next aircraft.

2009 DASSAULT FALCON

foot view. 900EX EASy S/N 213

• 1,428 Hours; 628 Landings

• FOur ully birds-eye Enrolled on Programs Up here, the air and the competition are rare. view of the

• EASy II w/ ADS-B Out and FANS

aircraft brokerage market comes from our unmatched combination of nearly 50 years’ experience and a large, global network of partners and customers. That means you have more buy, sell and trade options. put a tailwind on your transaction. Call us and see. You’ll love the view.

2010 GULFSTREAM

www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400 G150 S/N 283 •1 ,847 Hours; 1,090 Landings • Engines & APU on Programs • Equipped with ADS-B Out

2016 BOMBARDIER CHALLENGER 650 S/N 6069

2008 GULFSTREAM G550 S/N 5207 • 2,370 Hours; 1,152 Landings • Fully Enrolled on Programs • E NAV w/ ADS-B Out and FANS / CPDLC

• 254 Hours; 95 Cycles • Under All Programs and Warranties • FANS 1/A+ and ADS-B Out Compliant

2001 BOMBARDIER GLOBAL EXPRESS S/N 9029

2017 BOMBARDIER GLOBAL 6000 S/N 9708 • 250 Hours; 207 Landings 1998 Beechjet 400A • Exceptionally Equipped 2007Out Challenger 300 • Link 2000+ with ADS-B

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

• 4,260 Hours; 1,836 Landings •E nrolled on Rolls-Royce CorporateCare & MSP •G ogo Avance L5 & Collins Venue

2011 Challenger 300 1997 Challenger 604 2005 Challenger 604 2007 Challenger 605 2002 Citation Excel 1993 Citation VI 1994 Citation VII

I N FO @ JETC RAF T. CO M

8-2018_AVBuyer_Back Cover_Smoothest Connections.indd 1

ALSO AVAI L ABLE DOWNLOAD OUR 2003 BEECHCRAFT PREMIER I FEATURED INVENTORY JETCRAFT APP 2015 CHALLENGER 650 2012 CHALLENGER 605 2013 CHALLENGER 605 2009 GLOBAL XRS 2006 GLOBAL 5000 2011 GLOBAL 5000 2012 GLOBAL 6000 2015 GLOBAL 6000 2014 CITATION SOVEREIGN+ 2015 GULFSTREAM G550 Search aircraft listings Sort by manufacturer 1988 GULFSTREAM GIV 2006 Citation XLS 2000 Global Listing Express brochures 2012 GULFSTREAM G650 2003 CRJ 200 2001 Hawker 800XP Recent Jetcraft news 2015 LEARJET 75 1997 CRJ 100SE 2002 LearView 45 upcoming events 2012 FALCON 2008 Falcon7X 2000DX 2010 Lear 45XR 2003 Falcon 2000EX 2003 Legacy 600 1990 Falcon 50 2012 Lineage 1000 1991 Falcon 50 1996 Sikorsky S-76B 2000 Falcon 50EX 2012 Falcon 7X

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J ETC R AF T. CO M

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 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 I I I I I I

Better perspective on market trends. And worldwide connections that

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.

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