AvBuyer Magazine July 2018 by AvBuyer Ltd.

FC July 2018.qxp_FC December 06 19/06/2018 15:06 Page 1

July 2018

™

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

Diamonds are forever The Ultimate Luxury aviation experience Discover the world’s only real diamond coating on pages 20 & 21

THIS MONTH www.AVBUYER.com

Aircraft Comparison: Learjet 60/60XR vs Gulfstream G100

5 Common Mistakes When Planning Aircraft Maintenance

What’s Driving Used Aircraft Sales Today?

Project1_Layout 1 22/06/2018 10:22 Page 1

,7 '2(61·7 SHOW ITS AGE. ONLY ITS VALUE.

FALCON 900DX • • • • • •

2007 – S/N 616 3,533 hrs. / 1,786 cycles

14 passengers with Forward and Aft lavatories EASA / EU-OPS1 compliant EASy II (Baseline, LPV, ADS-B Out, CPDLC ATN-B1 & FANS 1/A+) 3 FMS, 3 IRS, 3 VHF, Satcom Iridium Level D Engines and APU on MSP Gold FalconCare enrolled, 2C due in February 2020

FALCON 900EX EASy • • • • • • •

2004 – S/N 128 4,536 hrs. / 2,435 cycles

14 passengers with Forward and Aft lavatories EASA / EU-OPS1 compliant EASy II (Baseline, SVS, Dual Jeppesen Charts) Winglets 3 FMS, 3 IRS, 3 VHF, Satcom MCS-7000, HUD Engines and APU on MSP Gold 1C due March 2022

VISIT DASSAULTFALCON.COM/PREOWNED I FRANCE: +33 1 47 11 60 71 I USA: +1 201 541 4556

Project1_Layout 1 22/06/2018 10:24 Page 1

When you purchase any pre-owned Falcon, you get a jet that’s renowned for unparalleled comfort, agility, efficiency and style. But when you buy a pre-owned Falcon from the people who designed, built and supported it, you get the added value of peace of mind. Knowing your investment is backed by a global team that will provide superior service, and a commitment to treat your Falcon with the care it deserves.

FALCON 2000EX EASy • • • • • •

9 passengers EASA compliant EASy II (Baseline, LPV, ADS-B Out, CPDLC ATN-B1 & FANS 1/A+) 3 FMS, 3 IRS, 3 VHF, 2 RAD ALT, HUD, Iridium Satcom with DIU Engines on ESP Gold and APU on MSP Gold 2C due August 2019

FALCON 2000 • • • • •

2007 – S/N 113 2,516 hrs. / 906 cycles

2004 – S/N 208 6,210 hrs. / 3,893 cycles

10 passengers EASA / EU-OPS1 compliant 2 FMS, 2 IRS, 2 VHF, Satcom Jetsat Aero I Engines on CSP Gold and APU on MSP Gold 1C due in March 2022

18:17

Editor Welcome July18.qxp_JMesingerNov06 20/06/2018 12:36 Page 1

Guest Editor’s VIEWPOINT

Robert Drover

Which One do I Buy? herever we look today, we see new optimism cropping up, and levels of business confidence not seen for nearly a decade. The number of aircraft transactions is increasing and at Lufthansa Bombardier Aviation Services we’ve seen a steady increase in requests for Pre-Purchase Inspection (PPI) quotations. Used aircraft inventory levels are trending down, and time once again seems to be of the essence. It’s beginning to feel like it did in the pre-2008 era. In such a shifting market the best airplanes go first, and fast. The big question for the buyer is how to know which is the right aircraft to purchase? Mission needs, budget constraints and operating costs will quickly narrow the potential candidates down to a small cluster of suitable choices. And that’s where the hard work begins… Which aircraft promises to keep its value best?

Pay Now or Later…

Aircraft are complex, sensitive machines. Parameters such as age, equipment, configuration, type of operation, operational environment, importing country regulations, number of owners, damage history, enrolled support programs, remaining reserves, service and maintenance history, modification status and documentation quality all have an impact on an aircraft’s quality and value within its market. Navigating through these can be very challenging - especially when conflicting interests between buyer and seller come into play. One of the keys to a successful aircraft transaction completion is the selection of the PPI facility. You will need a clearlydefined inspection scope leaving nothing to interpretation. You’ll also need detailed and continuous oversight of the PPI; continuous checks and balances throughout the PPI of what’s actually happening with the aircraft (as opposed to what should be), per the Aircraft Purchase Agreement; initiation of corrective actions without delay; and effective communication between buyer, seller and PPI Facility. Every overlooked aspect or hidden discrepancy that doesn’t surface during the PPI is likely to emerge later, potentially causing problems if the discrepancy causes the original MX budget to be exceeded, or unscheduled or extended downtime is required. In the worst case, the new owner could find their aircraft grounded.

AVBUYER MAGAZINE – July 2018

The Cost of Experience

The other essential key to a successful selection and evaluation of the aircraft is to involve the best expertise you can get, starting at the very early stages of the transaction. Don’t be blinded by a good ramp appearance and flashy interior. In the grand scheme of selecting and purchasing an aircraft the exterior and interior are secondary aspects which can easily be changed to meet the buyer’s taste and expectation. The baseline green aircraft is what provides the safe, reliable and effective transportation when it’s managed and maintained properly – and it’s what can also blow your operating budget if poorly managed and operated.

“Every overlooked aspect or hidden discrepancy that doesn’t surface during the PPI is likely to emerge later...” Knowledgeable and seasoned technical consultants with excellent communication skills cost money. The good news is that theirs is only a temporary service, which you pay for during the critical phases of your aircraft acquisition. But who should you select? A local representative/consultant to where the aircraft is based may be the better choice for reasons of language, time-zone, network and knowledge of local facilities. And in the case of an intercontinental transaction, you’ll also find reduced travel expenses as opposed to sending a consultant from your home country. Essentially, engaging the best expertise you can get will help ensure a successful aircraft selection, evaluation and entry into service. Items missed during the evaluation and purchasing phase or a PPI may seem small at the time, but have potential to cause a very unpleasant, very costly post-closing situation. Make sure you’re properly equipped as you enter today’s active marketplace. T Robert Drover is Director Sales & Marketing at Lufthansa Bombardier Aviation Services (LBAS) in Berlin, with 25+ years of experience in Business Aviation. LBAS unifies the know-how of three industry leaders, Lufthansa Technik, Bombardier Aerospace and ExecuJet, and today offers more than 210 MRO specialists, all experts in their field. Visit www.lbas.de

www.AVBUYER.com

Aircraft Index see Page 129

AIRBUS A319 VIP 2011 – SN 3542 MAKE OFFER – NEW TO MARKET

AIRBUS A318 ELITE+ 2010 – SN 3985 MAKE OFFER

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

BOMBARDIER GLOBAL EXPRESS 1999 (DELIVERED 2001) – SN 9033 ASKING PRICE: $7.95M

BOMBARDIER GLOBAL 5000 2009 – SN 9293 ASKING PRICE: $12.00M

DASSAULT FALCON 7X 2013 – SN 170 DEAL PENDING

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

GULFSTREAM 450 2012 – SN 4237 MAKE OFFER

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

DASSAULT FALCON 2000 2004 – SN 208 MAKE OFFER

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

VIP CHARTER

AIRBUS A318 ELITE 2008 – SN 3100 MAKE OFFER

AIRCRAFT SALES & ACQUISITIONS

GJ_exclusif_inventory_205x270_JUIN_18_11Avions.indd 1

WWW.GLOBALJETMONACO.COM AIRCRAFT MANAGEMENT

15.06.18 14:15

D A S S A U LT F A L C O N 2 0 0 0 L X | S E R I A L N U M B E R 1 3 6 YEAR: 2008

C A PA C I T Y: 8 C E R T I F I E D S E AT S ( 1 0 PA X )

AIRFRAME HOURS: 2301 CYCLES: 1651

HIGHLIGHTS

• Enhanced avionics Easy II (SB F 2000EX-300) • EASA & FAA compliant • All Programs - ESP, MSP & Falcon Care • Cockpit & Cabin refurbished 2017 • 2020 compliant ASKING PRICE: USD $12.75M

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

LUXEMBOURG GENEVA

AV Buyer_July_2018.indd 1

MONACO LONDON

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

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

13.06.2018 11:46:13

BOMBARDIER GLOBAL EXPRESS | SERIAL NUMBER 9033 YEAR: 1999

C A PA C I T Y: 1 4 PA X

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 $7.95M 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

LUXEMBOURG GENEVA

AV Buyer_July_2018.indd 2

MONACO LONDON

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

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

13.06.2018 11:46:14

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

LUXEMBOURG GENEVA

AV Buyer_July_2018.indd 3

MONACO LONDON

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

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

13.06.2018 11:46:16

BOMBARDIER GLOBAL 5000 | SERIAL NUMBER 9293 YEAR: 2009

C A PA C I T Y: 1 2 PA X

A I R F R A M E H O U R S : 6 4 7 5 T O TA L C Y C L E S : 3 0 3 1

HIGHLIGHTS

•

FANS 1/A - TCAS 7.1 - BATCH 3

• Airframe

program: Smart Part Plus Program

•

EASA

•

LPV approach upgrade

ASKING PRICE: USD $12.00M

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

LUXEMBOURG GENEVA

AV Buyer_July_2018.indd 4

MONACO LONDON

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

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

13.06.2018 11:46:18

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

LUXEMBOURG GENEVA

AV Buyer_July_2018.indd 5

MONACO LONDON

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

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

13.06.2018 11:46:19

AIRBUS ACJ319 VIP | SERIAL NUMBER 3542 Y E A R : 2 0 1 1 C A PA C I T Y: 1 8 PA X

AIRFRAME HOURS: 3688 AIRFRAME CYCLES: 1061

HIGHLIGHTS • Certified • New

exterior paint July 2018

• Master • VIP

for Commercial-JAR-OPS1

Bedroom & Shower

spacious and bright refined interior

MAKE OFFER NEW TO MARKET FLOORPLAN

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

LUXEMBOURG GENEVA

AV Buyer_July_2018.indd 6

MONACO LONDON

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

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

19.06.2018 19:15:38

Contents Layout July18.qxp 20/06/2018 11:45 Page 1

Volume 22, Issue 7

July 2018

Contents

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

Operating

Consulting Editor Sean O’Farrell +44 (0)20 8255 4000 Sean@avbuyer.com

BizAv Intelligence

Business Aviation Market Summary: Market trends, indicators, assessments and forecasts, introduced by Rollie Vincent What’s Driving Used Aircraft Sales Today? As we pass mid-point in 2018, what are the Dealers and Brokers saying about the market? ADS-B Trouble? What’s the Scrap Value of Your Jet? Mike Chase and JETNET’s Mike Foye weigh up one realistic alternative to ADS-B compliance

Ownership

Avoid Misconceptions About Aircraft Costing: David Wyndham illustrates the wider view of Life Cycle Costing to help avoid misconceptions about aircraft costs

What’s the Cirrus SF50 Vision Jet Like to Fly? Rohit Jaggi flies the Cirrus SF50 Vision Jet, reporting back to AvBuyer on the experience… What to Know About Aircraft Maintenance: Ken Elliott discusses aircraft maintenance and the different programs used to sustain it. Aircraft Maintenance? Common Mistakes to Avoid: What are the things to avoid saving you time and money at the aircraft maintenance shop? Bill Reeves discusses Top Five Maintenance Thoughts (For Before You Buy): How can you understand an aircraft’s maintenance costs and budget accordingly? Brendan Lodge gives insights How to Get Value From BizAv Safety Audits: Mario Pierobon considers some of the intricacies of Flight Department audits

You Should Ask More About Damage History: Jet Tolbert discusses how buyers can protect themselves from the impact of aircraft damage history…

Retail Price Guide: 20-year Light and Entry-Level jet price guide from The Aircraft Bluebook

102 BizAv Review: OEM News and

Specifications: Light and EntryLevel jet performance and specifications comparisons for aircraft aged 20 years and younger

Next Month

Learjet 60/60XR vs Gulfstream G100: Are price, range and speed always preferable over cabin volume? Discover more here…

Community News

Industry Appointments from around the BizAv Community

• • •

Aircraft Comparative Analysis: Hawker 800XP Understanding Aircraft Finance in South America Latest Trends in Aircraft Refurbishment

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

ONLINE I PRINT I BROADCAST I EVENTS

AVBUYER MAGAZINE – July 2018

www.AVBUYER.com

Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com

ADVERTISING Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com Lise Margin (USA Sales) 1-703 818 1024 Lise@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price +44 (0)20 8255 4700 Karen@avbuyer.com Liam Robinson (Digital Solutions Manager) +44 (0)20 8939 7720 Liam@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams +44 (0)20 8939 7726 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Sue Brennan +44 (0)20 8255 4409 Sue@avbuyer.com AVBUYER.COM Jayne Jackson Jayne@avbuyer.com Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan +44 (0)20 8255 4229 John@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE AvBuyer House, 34A High Street, Thames Ditton, Surrey KT7 0RY, UK +44 (0)20 8255 4000 Freephone from USA: 1- 800 620 8801 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055 Aircraft Index see Page 129

Rates As Low As 3.99%

With Our Benchmark 20 Year Amortization How Is Aircraft Finance Corporation Different From Other Lenders?

Martin S. Ormon President & Founder

Aircraft Finance Corporation is a direct lender. We service, underwrite and portfolio our own loans. We also offer brokerage options to clients as necessary, and we have private equity sources for clients requesting a different source of financing. We closely manage the finance process from start to finish, ensuring that our clients are in direct contact with the people funding their loan, and making sure that they get funding in a timely manner. Located in Palm Beach, Florida, our team is a combination of aviation and finance experts. With over 15 years in the industry, we do not only understand the finance side of a transaction, but we are also able to offer our clients assistance with their aircraft purchase as needed.

With a background in investment banking, as well as an extensive knowledge about aircraft financing, leasing and acquisitions, Martin started Aircraft Finance Corporation in 1999. Martin felt there was a void in both the new and the pre-owned aircraft market, and knew that his investment banking relationships would allow him to generate a method of offering better terms on aircraft financing, which excluded the traditional banks. With over $900 million in transactions and counting, Martin’s decision to develop Aircraft Finance Corporation has proven to be a successful endeavor. Aircraft Finance Corporation owes their prosperity in it’s entirely to their team’s vast industry knowledge and dedication to their clients. The Aircraft Finance Corporation team works around the clock to ensure that all transactions run smoothly for the client. The goal is to make sure that the client feels confident that they are getting the best deal out there.

This Is Why We Always Beat The Big Banks After the financial crisis of 2008, the “Big Banks” altered the way in which loans are made on aircraft transactions. With significantly shorter terms and stricter aircraft age requirement, they are no longer offering clients what we consider to be, “good deals”. These banks typically offer 5- to 7-year terms on pre-owned aircraft and require that the aircraft is no older than 7 to 10 years in age. Aircraft Finance Corporation offers all clients 20-year terms – no matter the age of their aircraft – with 20-year amortization designed to maximize their cash flow. Noted to the right is an excellent example from earlier this year:

Earlier this year, we refinanced a Challenger 605 for a Texas business owner. The client had previously financed the aircraft with one of the “Big Banks” with a monthly payment of $70,169 on a 7-year term. With our 20-year term at 3.99%, his payment became $29,515 per month, allowing his

business to utilize their cash flow.

Martin S. Ormon (949) 698-0085 | (800) 434-4185 info@AircraftBanker.com | www.AircraftBanker.com

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MarketIndicators July18.qxp_Layout 1 19/06/2018 15:26 Page 1

BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Overview At the halfway point in the calendar year, Rollie Vincent, Editor, Market Indicators, assesses the current state and direction of the Business Aviation market. s usual, we rely on a healthy combination of data, sprinkled in with a little hearsay, some hype and our own analyses to come up with our best estimates and insights as to where we stand at the halfway point of 2018. Flight utilization continues to increase in the key markets of North America and Europe, a sure and steady indicator of a gradually improving market. Increases Year-over-Year (YoY) in the low- to midsingle digit percentages are welcome developments, growing somewhat faster than the underlying fleet, with newer aircraft leading the pack. Used business jet sales, another dynamic bellwether indicator, reached almost scorching heights in 2017 with over 2,700 retail sales and leases being recorded by JETNET, an unprecedented level of activity and up a very healthy 9% YoY.

AVBUYER MAGAZINE – July 2018

The year 2017 ended with about 2,350 business jets on the market, representing about 11% of the worldwide fleet. In 2018, sales through the first five months of the year were off about 4% (versus the same period in 2017), as overall inventory availability slipped. At the end of May 2018, business jet inventory had slipped to 1,985 aircraft, or 9.2% of the fleet, with only about 135 jets aged five years or newer on the market. Fully 45% of the ‘For Sale’ jet fleet currently is more than 20 years old, as the shift from a buyer’s market to a seller’s market becomes more apparent. As Guardian Jet’s Mike Dwyer points out in an article (on p24), buyers with exacting requirements need to be prepared to act very quickly – preferably with check-book (or better yet, cash) in hand if they want to acquire a specific and pedigreed aircraft in today’s market. To cite some specific examples from the increasingly strong Large-Cabin segment:

www.AVBUYER.com

Aircraft Index see Page 129

MarketIndicators July18.qxp_Layout 1 19/06/2018 15:26 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

• •

There was just one Falcon 7X delivered new in the last five years that was listed ‘For Sale’ at press time. There were just three Global 6000 and three Gulfstream G550 aircraft of similar vintage on the used market.

The tightening of young, used inventory has been one of the most important market developments in the last several months, and portends better days ahead for business jet OEMs, who have become accustomed to the flat, “steady as she goes” conditions of the last several years.

Surging Market Optimism

Optimism amongst business aircraft owners and operators as to the state of the Business Aviation market is currently at its highest point in 7.5 years, based on results from the Q2 2018 JETNET iQ Survey. Customers who believe that the Business

Aviation industry is past the low point in the current business cycle (those we call ‘optimists’) outnumber pessimists by a factor 4.5-to-1. Encouragingly, sentiment amongst Large-Cabin business jet owners and operators appears to have rebounded, at least based on the most recent survey results, which include responses from more than 50 countries.

Sunny Outlook?

Does all this suggest that we are “out of the woods and into the summer sunshine” at the mid-point in 2018? It certainly looks that way. Nevertheless, unwelcome storm clouds are billowing on the horizon, in the form of back-and-forth trade spats and tariffs between the United States and most of its key trading partners. Here’s hoping that these tempests are localized and that they will give way to warm, dry breezes and friendlier skies sooner than later. continued on page 22 MI www.navigating360.com



“The tightening of young, used inventory has been one of the most important market developments in the last several months.”

Advertising Enquiries see Page 12

www.AVBUYER.com

July 2018 – AVBUYER MAGAZINE

Jean Boulle - advertorial July.qxp_Layout 1 24/07/2018 10:48 Page 1

ADVERTORIAL

How can you achieve the perfect diamond sparkle?

Q3. Can Sun King be applied on top of any colour or coating system? Yes, as Sun King comes mixed into a clearcoat it can be applied on top of any base colour, metallic or special effects coating. It can also be applied on top of existing aircraft liveries by removing the current top layer and applying Sun King on top to dramatically alter the visual appearance.

Jean Boulle Luxury’s unique technology for coating aircraft with diamonds has been causing a stir in the aviation industry since it was launched. Bertrand Boulle, Director of Jean Boulle Luxury, answers some of the common questions Jean Boulle Luxury receives from customers wanting to use Sun King® Diamond Coating to bring a brilliant sparkle to their aircraft.

Q1. Can you tell us how Jean Boulle Luxury transforms real diamonds into a coating for aircraft and how you came up with the idea? Our group has a long history in diamonds and in developing new technologies so it was a natural development for us. After several years of exhaustive R&D we perfected a proprietary technique for refining high quality natural diamonds which we are now in the process of patenting. We then worked with AkzoNobel to develop the techniques to mix it with their coating systems. The details of the process for working with the diamonds are confidential, as you would expect. But in summary we follow several steps to sort, degrease and clean the rough diamonds before crushing them to achieve just the right size to maintain reflection but also fit in a layer of coating. We also filter and further clean and process the crushed crystals to obtain maximum refraction.

Sun King is part of AkzoNobel’s AlumiGrip coating system but we believe it can also be applied on top of other aviation coating systems and adhesion tests are expected to be completed soon.

Q4. It must be difficult to apply such an unusual product? People assume that it must be difficult to work with Sun King, but this is definitely not the case. Sun King can be applied by most specialist aviation paint shops using standard coating equipment. Sun King is easier to work with than metallic or mica based special effect coatings and we can provide applicators with all necessary technical support and advice. Indeed, we have already applied it to the complete fuselage, engines and top of the wings of a Bombardier Global Express. We have also coated several superyacht tenders and supercars with no issues.

Q2. Is Sun King Diamond Coating an off the shelf product? No, Sun King is a bespoke product and we tailor each coating to meet the requirements of the customer. Factors such as the base colours used, the amount of sparkle a customer would like and the area being covered are all important to defining the right mix of diamonds in the coating.

AVBUYER MAGAZINE – July 2018

www.AVBUYER.com

Aircraft Index see Page 129

Jean Boulle - advertorial July.qxp_Layout 1 19/06/2018 15:07 Page 2

ADVERTORIAL

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) / -'.$/),/)#(/+.'+'/ #,/ *, /*'/.-'*.(/+)/(."-*(/+!-,/ .+-&&*%/)(/ *%%)-+*, '/-,$/'")+/(."-*('/%-,/ ./%-((*.$/)#+/#'*, /+!./'+-,$-($/%&.-(%)-+ (."-*(/"()%.'' ,/+!./+.'+'/ ./#,$.(+)) / *+!/-/&.-$*, /"-*,+/-""&*%-+)(/ ./ .(./- &. +)/ - ./'")+/(."-*('/ *+!)#+/-, /'+(*".'/)(/%&)#$'/- +.(/+!./(."-*( / . -&')/*,%&#$./-,/-$$*+*),-&/- )#,+/) /%)-+*, / *+!/. .( /"#(%!-'./+) -&&) / )(/-, /,.%.''-( /'")+/(."-*(' Advertising Enquiries see Page 12

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MarketIndicators July18 final.qxp_Layout 1 19/06/2018 16:51 Page 3

BIZAV INTELLIGENCE T MARKET INDICATORS

Flight Activity - North America TRAQPak’s review of Year-over-Year North American flight activity indicates that May 2018 recorded an increase of 2.2% over May 2017. Activity was also up 4.2% over April 2018. Year-over-Year (YoY), results by operational category were all positive with Part 135 activity leading the way. The aircraft categories were also all positive with Light jets posting the largest gain over May 2017.

Month-Over-Month

May Business Aviation flight activity

posted an expected MoM increase to finish up from April 2018. Results by operational category were all positive for the month, with the Part 135 segment posting the largest monthly increase, and the aircraft categories were mostly positive as well. Turboprops lead the way, though Large jets posted a MoM decline during May.

June Activity Forecast

Looking ahead to June, TRAQPak analysts estimate there will be a 1.9% increase in overall flight activity YoY. MI www.argus.aero

MAY 2018 vs MAY 2017 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

1.5%

1.7%

-0.5%

1.5%

LIGHT JET

3.0%

3.3%

1.3%

2.9%

MID-SIZE JET

2.9%

-0.2%

6.9%

2.8%

LARGE CABIN JET

0.7%

11.0%

-21.9%

1.2%

ALL

2.1%

2.8%

0.7%

2.2%

MAY 2018 vs APRIL 2018 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

4.7%

12.5%

20.4%

8.3%

LIGHT JET

3.5%

4.2%

6.5%

4.1%

MID-SIZE JET

5.2%

0.8%

1.6%

2.8%

-0.8%

-1.4%

-1.6%

-1.1%

3.6%

5.3%

3.8%

4.2%

LARGE CABIN JET

ALL

Read more BizAv Market Insights at: avbuyer.com/articles/market-insight

Flight Activity – Europe There were 79,601 Business Aviation departures in Europe in May 2018, representing a 1% increase YoY. Activity lagged the YTD trend of 2.3% and last year’s growth of >3%, primarily due to a slump in piston traffic. Mixed trends were recorded for the biggest Business Aviation markets, with France down by -2%, UK and Switzerland flat, departures from Italy down by -4%, but activity in Spain up 7%. YTD, flights from Spain are up 5%, ahead of Germany (+4%). Among smaller markets, activity fell -5% in Austria, -3% in Russia, in line with the YTD trend, and -15% in Turkey, accelerating long-term decline in demand. Greece enjoyed another month of robust growth (up 15%) contributing to a 2018 trend of +20%. This month all top 10 markets slowed in Large jet activity. Growth came in Small and Midsize jets, notably in France and Spain, while Switzerland saw a 10% growth in Turboprop activity. AOC/Charter activity had one of its weaker months since its growth run started back in 2016, with May 2018 <1% up on May 2017. Charter growth for business jets was slightly stronger, comprising 67% of all jet sectors and rising by 2% YoY. Much of the AOC/Charter growth came from Spain and Greece this month, with contrasting declines in Switzerland and Italy. “Business Aviation growth trends continued to slow this month, with muted recovery in leading markets such as France and the UK, and Italy’s recovery now in danger of reversing,” summarized Richard Koe, Managing Director, WingX. “Spain is an exception, maintaining strong growth, and Greece continues its bounce-back in demand. Growth is being sustained in the Midsize and Small jet sectors, notably Light jets such as the Phenom 300. May’s activity was characterised by high profile calendar dates in the south of France, and in Ukraine. All these events show strong YoY growth in business jet activity.” MI www.wingx-advance.com continued on page 24



The best aircraft for sale search anywhere, everywhere on pc, smartphone and tablet. 22

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ONLINE I PRINT I BROADCAST I EVENTS

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MarketIndicators July18.qxp_Layout 1 19/06/2018 15:28 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

Guardian Jet Discusses Market Trends “There’s an incredible amount of activity in both the new and pre-owned business jet market, and it’s a dynamic market,” says Mike Dwyer, Guardian Jet managing partner. “We’re seeing a lot more transactions and price increases in airplanes with a great pedigree, from the Pilatus PC-12 through the Gulfstream G650,” Dwyer adds. He discussed several key aircraft market trends as a panellist during the EBAA International Aircraft Transactions Seminar. Among the trends discussed were the following observations: • Buyers are cautious about Brexit. Despite encouraging signs in the European Business Aviation market and a USled global resurgence in general, uncertainty over the UK’s looming exit from the EU has impacted owners’ long-term planning. • The highest-pedigreed airplanes are selling quickly. Many of the best, low-time airplanes that are five years and newer are not even reaching the marketplace before they're sold. • US buyers are traveling further to purchase. Due to rising competition and fewer desirable jets available across the US, aircraft brokers are traveling farther afield, from Malaysia to China, from Saudi Arabia to France, to purchase aircraft from regions they likely wouldn’t have considered just two years ago.

•

Mike Dwyer There's a bifurcated marketplace. “The best high-end airplanes with great pedigrees and low-time (less than 10 years old) are increasing in value,” according to Dwyer. “That's a real split from the low-end market, where we aren’t seeing price increases, and we don't see that changing soon.” Buyers must be nimble, ready to buy. “We believe in patience when you're buying an airplane, but now we're also saying, ‘let's be nimble,’” Dwyer commented. “When we identify the right aircraft, we want to have the ability to move quickly, and that's where we're finding the best airplanes and the best deals for our customers.”

These trends also demonstrate that buyers in this dynamic and highly-competitive global aircraft marketplace must have the latest information readily-available to help them purchase the right business aircraft for their mission needs. Guardian Jet seeks to revolutionize this process with the international debut of Vault 2.0 at the recent EBACE in Geneva. MI www.guardianjet.com

How Millennials see the Future of Flying Environmentally-friendly aircraft, ride-sharing and the ability to fly when and where you want: these are the expectations of Millennials when it comes to flying, according to a new survey published by EBAA... The survey, ‘Expanding Horizons: How Millennials see the Future of Business Aviation’, was published in cooperation with ThinkYoung and released at EBACE2018 in May. It asked young people between 18 and 25 in four key European countries – Germany, France, the United Kingdom and Switzerland – about mobility, Business Aviation and the future of sustainable personal air transport.

Three key Findings •

•

Millennial views on transport are closely linked to concerns about the environment: 40% said that climate change is the megatrend that will have the biggest impact on the development of sustainable personal air transport. Artificial intelligence and digitisation come next. They also expect most research on innovation in aviation to focus on making air transport more sustainable. Millennials say the best thing about Business Aviation is the freedom and flexibility that it offers: 62% believe that the main benefit of Business Aviation is its ability to take people where they need, when they need. Millennials believe that while technology will find solutions to mobility questions, there will still be concerns about cost, trust and safety: 60% of Millennials are ready to use

AVBUYER MAGAZINE – July 2018

ride-sharing air services, but only 46% are ready to use automated ride-sharing air services. “Integrating the Next Generation into our industry is paramount for the sector to master the transition into the next age of aviation,” said EBAA Chairman Jürgen Wiese. “This report shows how this can be done and is just a starting point for many more encounters to follow.” MI www.expandinghorizons.com

www.AVBUYER.com

continued on page 28



Aircraft Index see Page 129

Freestream July.qxp 19/06/2018 09:35 Page 1

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MarketIndicators July18.qxp_Layout 1 19/06/2018 15:29 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

Avinode Sees Strong Charter Market in Europe

Charter information specialist Avinode says it has “continued to see an ongoing improvement in the European market” having finally turned the corner last year... Oliver King, Avinode MD, said, “A year ago it felt like we had come through an uncertain period. But there is no mistaking now that we’re in a great period for growth in Europe, which we’ve not seen for a number of years. The core markets continue to grow. Even Sweden saw 8% growth last year, although it’s a small market and not material on the wider European stage.” King said among those using Avinode there had been growth of 13% YoY from 2016-2017. “There’s not many times we’ve talked about double-digit growth. It’s been a great year.” He added that previous years had seen a drop in activity in Spain and Italy, but now “We’ve seen it come back, especially at the lighter [aircraft] end.” The size of chartered aircraft has remained “very stable” after the shift toward lighter aircraft a few years ago (from midsize), while the heavy end “remained almost untouched,” King said, adding that the light end is “the most price-elastic and also it’s the end that’s attracting the new customers."

Article courtesy of Ian Sheppard and AIN MI www.avinode.com

2018 to be a Turning Point?

According to Flight Ascend Consultancy, this year may signal that the market turning point has been passed… Deliveries may have only increased by 1% in 2017, to 667 business jets, but the airframers have certainly come to terms with the new dynamics – streamlining their product offerings and bringing some genuinely exciting new types to market. At the smaller end some 10% of all new deliveries came from market entrants Honda and Cirrus, something that incumbents cannot ignore.

Light & Medium Jet Activity

The light segment saw a second year of falling deliveries, with fewer shipments of the popular Embraer Phenom 300 and the Cessna Citation CJ4. Embraer delivered the first Phenom 300E in April: an upgraded version of the aircraft including a new cabin. The light aircraft segment became more competitive with delivery of the first Pilatus PC-24. More than 20 are expected to be delivered in 2018, and Pilatus is reopening the orderbook after taking more than 80 launch orders. Midsize deliveries also saw a drop (of 9%). Among the most recent introductions, the Citation Latitude was the only type to increase with the Embraer Legacy 450 staying flat.

The super-midsize category is one of the most competitive, and there was a second year of falling deliveries in this segment, too. Deliveries of the Bombardier Challenger 350 fell and the Legacy 500 and Dassault Falcon 2000LXS/S also fell. Deliveries of the Challenger 650 were flat, while Gulfstream G280 deliveries increased. This segment will become further crowded with the service entry of the Citation Longitude later in 2018.

Long Range Activity

There was good news in the long-range sector, with a 4% increase in deliveries, reversing two years of falls as oil prices impacted demand for larger cabin, higher value machines. The market-leading Gulfstream G650 increased (albeit offset by fewer G450s and G550s deliveries), with the former ending production in early 2018. Gulfstream is busy testing its new G500 and G600 program, with certification due this year. There were mixed fortunes for the other aircraft manufacturers. Bombardier delivered fewer of its Global family but is introducing a new cabin for the 6000 as well as commencing deliveries of its new Global 7500 – the longest range model available – in 2018. Dassault increased its deliveries as the stretched Falcon 8X ramped up and replaced development of the 5X with a slightly larger 6X for 2022. There is also industry speculation about a new Gulfstream product launch to challenge the Global 7000.

Looking Ahead

In its 2018 forecast, Flight Ascend Consultancy is predicting some 7,500 deliveries will be made over the next decade – valued at $208bn (in 2018 dollars) and based on full-life base values. The long-range category will continue to dominate both in aircraft numbers (29%) and value (61%). MI www.flightglobal.com 28

AVBUYER MAGAZINE – July 2018

www.AVBUYER.com

continued on page 32



Aircraft Index see Page 129

Hatt & Associates July.qxp_Layout 1 18/06/2018 11:22 Page 1

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2000 Hawker 800XP S/N: 258474. Reg: N833TM 11,919.5 Hours since New

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MarketIndicators July18.qxp_Layout 1 19/06/2018 15:31 Page 6

BIZAV INTELLIGENCE T MARKET INDICATORS

In-Service Aircraft Values & Maintenance Condition Asset Insight’s market analysis of May 31 revealed a 1.1% increase to its tracked fleet. Large jets led the way with a 4.6% increase and Small jets increased 1.5%... The tracked fleet covered 92 fixed-wing models and 1,633 aircraft listed ‘For Sale’. Average Ask Price decreased another 4.6% in May to register a fourth consecutive record low monthly figure and a total decrease of 7.5% Year-toDate. By individual grouping, Large jet Ask Prices decreased 7% last month, while Medium jets posted a new record low figure by decreasing 5.2%. Small jets and Turboprops were a different story, as their Ask Price increased 0.7% and 3%, respectively. Inventory Fleet Maintenance Condition Large and Medium jet asset quality improved in May, Small jet quality fell, while Turboprops registered virtually no change. Maintenance Exposure fell (improved) for Medium jets and Turboprops, while Large and Small jets suffered an increase. The tracked fleet’s Quality Rating remained unchanged, retaining its ‘Excellent’ figure at 5.257 on Asset Insight’s scale of -2.5 to 10. Average Maintenance Exposure (an aircraft’s accumulated/ embedded maintenance expense) increased (worsened) 2.3% to $1.411m but was better than the fleet’s 12-month average. Maintenance Exposure to Ask Price (ETP) Ratio The ETP Ratio is a useful indicator of an aircraft’s marketability. It is computed by dividing the asset's Maintenance Exposure (the financial liability accrued with respect to future scheduled maintenance events) by its Ask Price. ‘Days on Market’ 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%. Current analysis revealed nearly 54% of all tracked models and over 64% of all units listed ‘For Sale’ posted an ETP Ratio above 40%. The tracked fleet’s ETP Ratio worsened for the third consecutive month to 64.8%, from April’s 63.5%. Turboprops once again posted the lowest (best) ETP Ratio at 49%, Large jets followed (62.6%), Medium jets were next (67%), while Small jets registered 72.8%. Market Summary Large Jets: Inventory aircraft increased by 15 units. For the twelfth consecutive month, the tracked fleet retained its ‘Excellent’ Quality Rating, improving slightly to 5.371, but the group’s Financial Exposure worsened 2% as more than half of the fleet additions were of below average asset quality. While the group’s Ask Price is only marginally above its 12-month low figure, it is worth noting the number is only 0.5% below the December 2017 value. With asset quality as high as it is, this is probably one of the best times to pursue an acquisition. Medium Jets: If you are in the market for a Medium jet, your timing could not be better. The group posted a record low Ask Price in May, while asset quality improved 0.25% and Maintenance Exposure improved 1%. Medium Jets have maintained a ‘Very Good’ rating for quite some time. The challenge for sellers continues to be the large number of assets listed ‘For Sale’, even though the tracked fleet’s inventory decreased by another five units in May. Small Jets: Inventory increased by seven units. The mix of aircraft leaving and joining the ‘For Sale’ fleet decreased asset quality by 0.89% and increased (worsened) Maintenance Exposure by 1.2%. The group retained its ‘Excellent’ Quality Rating, and even posted a 0.7% increase to last month’s record-low Ask Price figure. Identifying good values within this group will take some work. However, the low Ask Price and better than average Maintenance Exposure should make such research financially worthwhile for buyers. Sellers, on the other hand, definitely need to consider how their aircraft is positioned relative to its competitors to achieving a decent transaction value. Turboprops: The group maintained its ‘Very Good’ Quality Rating, as the figure remained virtually unchanged at 5.04. Maintenance Exposure improved a nominal 0.4%, and Ask Price increased 3%. With the group’s ETP Ratio and the Ask Price hovering at their 12-month average, buyers should be able to identify some good values, assuming they conduct an appropriate level of due diligence. However, Turboprop sellers might actually be in the driver’s seat for a change… MI www.assetinsight.com T

AVBUYER MAGAZINE – July 2018

www.AVBUYER.com

Chart A

Fleet Maintenance Condition $ Million

5.40 5.35

$1.41

5.30

5.257

5.25

$1.40 $1.35

5.20 5.15

$1.45

Quality Rating

Maintenance Exposure

$1.30

Quality Rating Trendline

Chart B LOW RISK AIRCRAFT MODEL ETP RATIO

HIGH RISK AIRCRAFT MODEL ETP RATIO

Boeing BBJ 4.8% Citation CJ4 525C 10.6% Phenom 300 11.2% F900EX EASy 11.4% F2000LX 12.5% CL-605 13.3% G-150 14.9% Pilatus PC-12 16.4% Citation Sovereign 680 17.5% Citation CJ2+ 525A 18.3% G- 450 19.2% Citation CJ3 19.6% Piper Meridian 19.9% G550 21.9% F900DX 22.4% Learjet 45XR 22.9% KingAir 350 - Post-2000 23.3% Hawker 900XP 25.0% Citation XLS (MSG3) 25.4% Citation Encore 26.3% Citation XLS 28.2% Global 5000 28.3% KingAir B-200 - Post-2000 28.6% Phenom 100 29.0% Falcon 50EX 29.8% Challenger 300 29.9% Global XRS 29.9% F900EX 30.0% F900B 31.0% Learjet 60XR 31.9% Citation CJ2 32.6% Citation CJ1+ 33.3% Citation Mustang 510 34.1% KingAir 350 - Pre-2001 36.3% Embraer Legacy 600 37.0% Hawker 850XP 39.4%

Citation Excel 560XL 40.7% Citation Bravo 41.0% Hawker 400XP 41.0% G-200 43.0% Learjet 45 w/APU 44.5% KingAir 300 45.2% Citation X (MSG3) 45.7% CL-604 46.1% KingAir B-200 - Pre-2001 46.8% Learjet 45 48.4% Piaggio P-180 II 48.4% Citation V 560 50.0% Premier 1A 50.5% Hawker Beechjet 400A 51.9% F900 57.0% Falcon 2000 57.8% GV 60.9% Premier 1 61.9% Hawker 800XP 63.1% GIV-SP 63.2% Citation V Ultra 63.6% GIV-SP (MSG3) 87.2% Falcon 50 88.0% Piaggio P-180 89.5% Global Express 92.6% Learjet 60 93.7% Hawker 1000A 95.2% KingAir C90 101.2% Citation ISP 103.5% Beech B-1900C 107.9% Citation VI 108.3% Citation II 112.2% Hawker 800A 139.5% 141.2% Learjet 31 GIV 147.8% Hawker Beechjet 400 156.1% CL-601-3R 159.7% CL-601-3A 170.4% Learjet 55 183.0% Learjet 35A 199.4% CL-601-1A 224.9% Falcon 20-5 283.3%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of May 31, 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 129

MarketIndicators July18.qxp_Layout 1 19/06/2018 15:32 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

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July 2018 â&#x20AC;&#x201C; AVBUYER MAGAZINE

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

2001 CESSNA CITATION CJ2 S/N 17

6’580 TT, RVSM, EASA, Fresh DOC 10 & ENG OVH, 6 (+1) Pax.

$2’500’000

4’824 TT, RVSM, 9 Passengers

1993 KING AIR B200 S/N BB-1462

3’766 TT, ENG TT 1’063, Fresh LDG OVH & 6 Years Check

Make Offer

2003 BELL 427 S/N 56039

2008 AGUSTA A109E POWER S/N 11728

$1’550’000

Make Offer

1’188 TT, Executive Tan Leather Interior, 5 (+2) Passengers.

2010 AW109S GRAND S/N 22162

1’400 Total Hours, Freshly Refurbished, Fresh New Paint

Make Offer

217 TT, EASA, Engines PW206C

2008 AGUSTA WESTLAND AW139 S/N 31116 4’900 TT, Pop-Out Floats, Auxiliary Fuel Tank, 11 (+2) Pax.

Make Offer

Used Aircraft Sales Trends Jan18.qxp_Finance 19/06/2018 12:32 Page 1

BIZAV INTELLIGENCE T BUYING & SELLING

What’s Driving Used Aircraft Sales Today? The used business aircraft sales market continues to move deeper into seller’s territory for various models. Dave Higdon polls a selection of Dealers and Brokers for their market observations as mid-2018 arrives…

f you’re still holding out for the perfect used jet (i.e. low-time, flown only on weekends and – most importantly – with a seller already asking less than the market average, desperate to make a sale), we wish you luck… The buyers' market is fast fading into the mist. The used business jet and turboprop market of the past decade has shifted strongly toward the seller of newer inventory since Q4 2017 and through Q1 2018. Analysts, Dealers and Brokers, and Forecasters are in alignment about this. Rolland Vincent, founder of JETNET iQ observed,

AVBUYER MAGAZINE – July 2018

“Net optimism in the fixed-wing turbine-powered owner/operator community is the highest we have ever measured in 29 consecutive quarters since Q1 2011, when we initiated our JETNET iQ Surveys.” Indeed, his report and those of others sharing similar information fuel a palpable sense of optimism on whether the market is perceived as being past its low point. That optimism has been missing for much of the past decade, but in Q1 2018, the net optimism of those surveyed by JETNET iQ grew to nearly 45%, the highest yet measured.

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Aircraft Index see Page 129

Used Aircraft Sales Trends Jan18.qxp_Finance 19/06/2018 12:32 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

“Coupled with sharply reduced availability of younger used aircraft inventory and new aircraft designs coming into the market, this sets the stage for a stronger new aircraft order and delivery outlook in the years ahead,” Paul Cardarelli, JETNET Vice President elaborated. These trends continued through Q2 2018, according to a variety of sources, with expectations of further tightening in the Light and Medium jet markets as supplies continue to shrink and asking prices start firming-up.

The Tide Turned Quickly

Several Dealers and Brokers AvBuyer spoke with expressed varying degrees of surprise at the swiftness of the market swing. “As last year was winding down we could see signs of the pool of used aircraft achieving a degree of stability, but as 2017 passed into 2018 the surprise was in how the pool continued to shrink,” explained one Midwest broker who handles business aircraft from single-engine Turboprops to Large-Cabin jets. “We've watched the pool of available, actively marketed jets shrink for several weeks.” A West Coast dealer saw the same trend from a different angle: “We watch the time on market for the categories we sell, and that time has been shrinking since last year. It ran into months and Advertising Enquiries see Page 12

sometimes years for some models. Now we're seeing time on market decline to a few weeks, maybe a few months, but less, nonetheless. “There are buyers eager to seal a deal on something good before another potential buyer gets a chance to bid the price up. After months of price slashing in front of recalcitrant prospects the potential for losing out while trying to leverage a lower price has prospects moving more quickly than they have for a long time.” In Q1 2018, inventories of used business aircraft fell across the board, according to JETNET. Overall, fixed- and rotary-wing aircraft declined nearly 11% – down to 5,675 aircraft (or by 680 aircraft from Q1 2017. Business jets declined the most, by 9.3% (350 aircraft) to 2,020 of the active fleet. That’s the smallest number in 10 years and the smallest percentage in 13 years. The surprise element in all of this is how those trends continued into Q2 2018. While whole numbers are still in development, the sense of optimism and the shorter sales cycles continue to feed the shift to a Seller's market.

A Global Phenomenon...

These positive trends are not restricted to the US or North American markets. Though the downturn washed around the globe in waves impacting domestic and international markets in varying cycles there’s been a wide impact of the US 2017 Tax Cuts and Jobs Act. Renewed optimism have been noted in the US and Europe, and rolling replacement cycles for Light and Medium jets only feeds this emotional high, say dealers and brokers. One East Coast broker noted, “Global wealth growth typically adds fuel to the growth in business aircraft sales and helps recruit new participants. These past few years more of the new entrants to Business Aviation came into the community without buying an aircraft. “They bought a share, a jet card, a membership in a flight club – anything to improve their travel experience without the obligation taken on by an owner. Now, some of these same folks have experienced private aircraft travel and want to get in deeper, something we can attribute to the  worldwide economic expansion.”

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July 2018 – AVBUYER MAGAZINE

Used Aircraft Sales Trends Jan18.qxp_Finance 19/06/2018 16:08 Page 3

BIZAV INTELLIGENCE T BUYING & SELLING

Verify, Verify, Verify

Just a few years back some prospective buyers offered significant price premiums on certain Medium and Large-Cabin jets that were in high demand but short supply. Today, dealers and brokers caution against continuing that practice. “The supplies are in fact declining,” explained our Midwest broker, “but new inventory also continues to enter the market as operators take delivery of their replacement aircraft. It's probably best for today’s buyers to stick with the basics and stay smart.” So what are the basics? Consult with your expert, weigh a prospective purchase against others within its category. Assure yourself that all required maintenance and airworthiness directives have been resolved. Was all maintenance done on-time, as required? Does the condition of the logs and records allow easy confirmation of all maintenance and repair work? Is there any damage history or major repairs? Before offering a top price on any aircraft, work with a maintenance technician to examine 40

AVBUYER MAGAZINE – July 2018

those records and perform a detailed PrePurchase Inspection and condition audit. Beware inflated prices. In other words, verify everything.

A Cautionary Note...

It would be remiss not to mention the recent unilateral actions of President Donald Trump that triggered a series of tariffs and counter tariffs with the potential to dampen economic expansion. The tariffs on aluminum and steel imports may ultimately impact production and sales of one of America's brightest exports – aircraft. The US President levied some of the tariffs on some of America's closest allies – Canada, the UK, France, Japan – and in some cases impact nations with which the United States enjoys a trade surplus (i.e. Canada). Canada and France both produce aircraft, but the effective date of those levies has not yet resulted in any feedback on their impact on sales. The impact could be counterintuitive to the progress made these past several months. We’ll need to wait and see... T

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Aircraft Index see Page 129

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Project1_Layout 1 22/06/2018 10:26 Page 1

Making the complex simple for over 50 years. 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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• 8,856 Hours; 4,578 Landings • Fully Enrolled on Programs • ADS-B Out Compliant

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Jetnet scrappageJuly18.qxp_Layout 1 19/06/2018 12:53 Page 1

BIZAV INTELLIGENCE T MANDATES

ADS-B Trouble? What’s the Scrap Value of Your Jet? With less than 18 months until the ADS-B Out mandate requires it, what are the alternatives that you can plan for now? Mike Chase and Mike Foye weigh up the options in this JETNET >>Know More feature…

he Federal Aviation Administration (FAA) requires all aircraft flying in controlled airspace to be equipped with ADS-B Out technology to modernize the US national airspace system by January 1, 2020. If you can fast-forward to January 1, 2020, let’s imagine you have missed your opportunity to get your aircraft ADS-B compliant in time. Your aircraft is effectively grounded. What can you do now? Perhaps you will arrange to have your aircraft equipped with ADS-B Out sometime after January 1, 2020. But you’ll be joining a queue – it’s by no means

going to be a quick fix. Part of that may be exacerbated by the following: We learned from the FAA website that not all installed ADS-B Out systems have been tested. As shown in Table A: All US Aircraft Equipage & Avionics Performance Data, 6,702 (or 11.7%) of the ADS-B Out installs are not compliant as of June 1, 2018. Don’t get caught out. The FAA has a tool called Compliance Monitor for checking ADS-B functionality once installed and determining whether the system is working properly. Learn more at: http://adsbperformance.faa.gov/PAPRRequest.aspx

Table A - All US Aircraft Equipage & Avionics Performance Data Date

Equipped

Good Installs

NPE Aircraft*

Jan 1, 2018

48,589

42,133

6,435

Feb 1, 2018

50,177

43,642

6,518

Mar 1, 2018

51,882

45,282

6,583

Apr 1, 2018

53,714

47,122

6,575

May 1, 2018

55,548

48,875

6,654

Jun 1, 2018

57,483

50,763

6,702

*NPE = Not Properly Equipped Source: www.faa.gov/nextgen/equipadsb/installation/current_equipage_levels/

AVBUYER MAGAZINE – July 2018

www.AVBUYER.com

Aircraft Index see Page 129

Jetnet scrappageJuly18.qxp_Layout 1 19/06/2018 12:53 Page 2

Table B - Status of ADS-B Compliance for Business Jet Models # of Busine s s Jet Mod els

Percen tage C omp li an t

100%

145

1% to 97%

Source: JETNET (as of June 6, 2018)

Selling Unequipped Aircraft Abroad

Alternatives to equipping for ADS-B could include trying to sell your aircraft to an operator in another country that does not require ADS-B equipage. However, ADS-B is not just a US mandate. Australia was the first to implement full ADS-B Out coverage and Europe will require it on used aircraft by June 7, 2020 (June 8, 2016 saw Europe’s mandate for new aircraft come into effect). Accordingly, you will need to research the countries that are willing to register your aircraft without ADS-B Out and find a willing buyer, which poses its own challenges.

Scrappage: Is Breaking Up Hard to Do?

Perhaps the option to scrap your aircraft appeals. If so, where do you turn to get this accomplished? How many aircraft of a particular model can be scrapped and what will the demand be for harvesting parts to keep the remaining fleet aircraft flying? Assuming that there are 100 business jets in operation and 50 have the ADS-B equipment installed, of the remaining 50 the question becomes, what percentage could be scrapped to keep the remaining 50 survivors in the air, while being profitable for the salvage and parts companies? The answer will help an aircraft owner decide whether they are more, or less likely to receive a satisfactory quote. It all depends on which parts are in demand, and how many parts need to be kept in the Advertising Enquiries see Page 12

salvage company’s inventory for future use. Table B (above) sets out the number of business jet models historically produced, banding them by the percentage of the fleet that are ADS-B compliant. There are currently 50 models of business jet (from a total of 222 produced) that have 0% ADS-B compliancy. If your jet is one of these, there is likely to be very little demand for parts from your jet, should you choose to scrap it.

To Store or Retire?

Many factors can affect the decision to store an aircraft irrespective of its age. However, one key factor – aircraft value – affects whether an aircraft comes out of storage and is placed back in service. The value of an aircraft depreciates over time while the cost to operate and maintain the aircraft is always increasing. Eventually the aircraft depreciates to a point where it is worth less than the value of its parts, and the decision is made to dismantle the aircraft. As we have established, ADS-B equipage is becoming an increasingly important factor at play regarding the decision to scrap. Those aircraft not equipped are candidates for storage or retirement, and eventually subject to sale for scrap and recycling.

What is Usable?

Aircraft have technical limitations which prevent them from being operated beyond a certain threshold. This

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

July 2018 – AVBUYER MAGAZINE

Jetnet scrappageJuly18.qxp_Layout 1 19/06/2018 12:54 Page 3

BIZAV INTELLIGENCE T MANDATES $

Table C - Example Quote With Pricing Options and Warranty Gauge # 1

Gauge # 2

Six Months

Three Months

One Year

Six Months

$1,350

$795

$3,950

$2,150

Exchange

New

Exchange

Table D - Worldwide Fixed-Wing/Rotorcraft Retirements & Storages Aircraft Type

# Retired

# In Storage

Fixed Wing Jet Airliner*

8,216

1,343

Turboprop

4,334

209

Business Jet

2,875

Piston

1,156

24,986

1,653

5,250

241 32

Rotar y Turbine Piston

3,155

TOTAL

24,986

1,653

*81% of aircraft storages are jet airliners Source: JETNET (per June 6, 2018)

is typically expressed in aircraft flight cycles or flight hours (though OEMs can offer modification programs to extend these thresholds). After the aircraft is retired, many of its parts (such as the engines, landing gears or avionics components) continue to have a useful life. Unfortunately, the fuselage is considered to be scrap metal and has little value beyond the scrap value. Among the items that have value beyond the life of the aircraft are its engines, landing gear, wheels, brakes, avionics, radios, control surfaces, actuators, and (generally speaking) anything that can be unbolted. Heated windows in good condition can also have value.

Do Used Parts Come With Warranties?

Table C (above) provides an example of a quote with pricing options and warranty for two gauges based on an exchange of parts for a 30-plus-year-old business jet. As depicted, the value of a used part will depend on the time remaining on the warranty.

Fixed-Wing Aircraft Retirements, by Type

Table D (above) depicts the number of aircraft (by

type) retired from the worldwide fixed-wing aircraft fleet as of June 6, 2018.

The Big Aircraft Salvage Question…

In order to have a General Aviation salvage company provide a bid for your aircraft, the first question that needs to be answered is whether the aircraft is flyable. If it’s not, then this will impact the overall price that a salvage company will offer you, because it will need to hire a hauling company to bring the aircraft to its facility to dismantle. After January 1, 2020, how do you get your aircraft to the salvage yard? There are four major General Aviation salvage companies in the US. These include Alliance Air Parts; White Industries; MTW Aerospace; and Dodson International Aircraft Parts.

In Summary

Many aircraft owners have been slow to react to the ADS-B mandate, hoping the FAA may extend the deadline beyond 2020 or that the price of the equipment will fall. The impact of a potential grounding of non-compliant aircraft, however, will be both costly and time consuming, especially when coupled with the potential loss of residual value. T

Mike Chase (president, Chase & Associates) offers highly sought-after aviation market research expertise. Contact him via mike@avbuyer.com

AVBUYER MAGAZINE – July 2018

Mike Foye is director of marketing, JETNET and can be contacted via mfoye@jetnet.com JETNET, meanwhile, the ultimate source for information & intelligence on business and commercial aircraft worldwide, can be contacted via www.jetnet.com

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Aircraft Index see Page 129

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OPERATING COSTS JULY.qxp_Finance 19/06/2018 10:38 Page 1

OWNERSHIP T OPERATING COSTS

Avoid Misconceptions About Aircraft Costing What are some common misconceptions about aircraft costs? David Wyndham details some that he comes across on a regular basis, providing advice on how to avoid them… Hourly Variable Costs

ost misconceptions about aircraft cost result from connecting something that we’re familiar with (such as the cost of running an automobile or building a house) and using those as an analogy for the unfamiliar cost of owning and operating an aircraft. The biggest misconception is focusing too heavily on the acquisition cost, to the detriment of operating costs and asset value over time. Let’s illustrate with an example… I have a client who has a maximum acquisition budget of $20m. This is a real limit and not one to exceed. There is, however, a possible misconception that can arise if we were to look at Aircraft A (with a selling price of $20m) and Aircraft B ($17m) and conclude that Aircraft B is the less costly option. The only way to know which aircraft costs “less” would be to evaluate the total costs to acquire, operate and dispose of the aircraft. Two of the major costs that must be factored are the operating costs (including maintenance) and the estimated residual value after a set timeframe.

AVBUYER MAGAZINE – July 2018

Looking at our current scenario (represented in Table A, below), Aircraft A has a lower fuel consumption than Aircraft B while the engine maintenance costs are similar. Aircraft B has lower airframe maintenance costs, meanwhile. Yet even in factoring variable costs, there’s more to consider. For example, Aircraft A flies 8% faster than Aircraft B. The faster aircraft will use fewer hours to fly the same trips form point of origin to

Table A - Hourly Variable Costs VARIABLE COST

AIRCRAFT A

FUEL

$1,376

$1,521

ENGINES

$580

$560

$784

$677

$2,740

$2,758

MAINTENANCE PER HOUR

www.AVBUYER.com VARIABLE CO ST P E R HO UR R

AIRCRAFT B

Aircraft Index see Page 129 $

OPERATING COSTS JULY.qxp_Finance 19/06/2018 16:15 Page 2

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

Table B - Annual Variable Costs

destination. Therefore, if Aircraft A flies 400 hours annually, Aircraft B will require 432 hours to cover the same missions.

AIRCRAFT A

Annual Variable Costs

Table B (right) sets out the annual variable cost for each, factoring the required annual hours. As depicted, Aircraft A costs almost 10% less in variable cost per year than Aircraft B. With both aircraft having about $650k per year in fixed costs, the annual operating budget favors Aircraft A slightly. While not enough to make up the $3m price difference, it does account for about $1m over 10 years. But before we can draw any conclusions, there is more…

Life Cycle Costing

Let’s assume Aircraft A is a popular model and is currently selling better than Aircraft B. Current market values for Aircraft A are being maintained better than for Aircraft B – therefore, after 10 years the estimated value (in dollars and percent) is higher for Aircraft A. Table C (right) represents our ten-year Life Cycle Cost for each aircraft.

In Summary…

Aircraft A costs about the same to own and operate as Aircraft B. Our analysis has shown that making the purchase decision based on acquisition price alone doesn’t tell the entire story. In the above example, we needed to evaluate parameters beyond the costs alone to determine which aircraft would provide the better value. And once you’ve achieved a solid cost analysis, there are additional factors to consider. Does Aircraft A have better support and a longer range than Aircraft B, for example? Never let a spreadsheet make a purchase Advertising Enquiries see Page 12

VARIABLE CO ST P E R HO UR VARIABLE CO ST P E R HO UR RE Q UIRE D ANNUAL FLYING HO URS

AIRCRAFT B

$2,740

$2,758

400

432

$1.096M

$1.192M

R VARIABLE CO ST ANNUALLY

Table C - Life Cycle Costing AIRCRAFT A

AIRCRAFT B

$ ACQ UISITIO N

$20.0M

$17.0M

VARIABLE (TE N YE AR) CO STS

$10.96M

$11.92M

$6.5M

($10.0M)

($7.5M)

FIXE D (TE N YE AR) CO STS RE SALE VALUE TOTAL CO ST

$27.460M

$27.914M

decision for you. And, never just look at a single cost item when evaluating the aircraft that best fits your budget. Aircraft are not commodities sharing essentially the same characteristics, which is why I stress to my clients to look for a best value when making the aircraft buying decision. Costs are a very important part, but even the total costs do not tell the entire story. For the record, my client has yet to make the final decision on which aircraft to purchase… T Are you looking for more BizAv Operating Cost articles? Visit www.avbuyer.com/articles/operating-costs

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July 2018 - AVBUYER MAGAZINE

Jeteffect 6 aircraft July.qxp 20/06/2018 12:39 Page 1

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Buying & Selling 1 JULY.qxp_Finance 19/06/2018 10:55 Page 1

OWNERSHIP T BUYING & SELLING

You Should Ask More About Damage History… The concern over aircraft damage history is two-fold: There’s the impact that damage history has on an aircraft operationally, and the impact on resale value. Following, Jet Tolbert discusses how aircraft buyers can protect themselves from these… here are some common pitfalls regarding aircraft damage that unwary buyers can walk right in to. There are also protective measures that can be taken to help avoid these. Firstly, a buyer needs to take a pragmatic approach.

Past Damage Impact on Future Operations?

If the aircraft you’re considering buying has past repair history, does that history have any potential to increase the requirements for maintenance, downtime and costs going forwards? Let’s imagine an aircraft previously suffered the effects of hail damage. If the aircraft had parts removed and replaced by a factoryowned/authorized service center, the chances are 56

AVBUYER MAGAZINE – July 2018

that it would have no impact on the future maintenance costs and will not require any additional maintenance inspections specific to those repairs. On the other hand, maybe there were some more significant repairs required, or repairs undertaken outside of the factory-owned/ authorized center which required specialist engineering, and/or installation of additional parts like ‘doublers’ that provide increased structural integrity to the airframe. Though often these repairs are done correctly, and the integrity of the aircraft is as good (if not better) than the original design, this should still be confirmed prior to purchase. Sometimes previous repairs require ongoing,

www.AVBUYER.com



Aircraft Index see Page 129

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Buying & Selling 1 JULY.qxp_Finance 19/06/2018 10:57 Page 2

OWNERSHIP T BUYING & SELLING

“...a purchaser should consider how the market has been reacting to the varying degrees of repairs that an aircraft may have.” recurrent inspection to verify their integrity and that of the surrounding area – and this will impact the buyer in their future operations. A thorough review of an aircraft’s historical records should be undertaken to establish any potential exposure to you during your ownership period of the aircraft.

Past Damage Impact on Future Value

The second, but equally pragmatic concern for buyers is that past repairs could impact the value of the aircraft when the buyer comes to resell the aircraft in the future. After all, the aircraft’s history will have to be disclosed to the next owner as part of the sale. Aside from any misgivings about buying an airplane with damage history, a purchaser should consider how the market has been reacting to the varying degrees of repairs that an aircraft may have. As an example, if a review of market transactions shows that only aircraft in pristine condition with no prior incidents or repairs have been selling, then you may want to reconsider buying an airplane with damage history – or at least do so with the understanding that you will have to motivate buyers somehow when it comes time to resell the airplane later. On the other hand, if the market has been fluid with similar aircraft trading regularly at a clear price-point then the key issue for the buyer is going to be paying a fair price. An experienced 58

AVBUYER MAGAZINE – July 2018

acquisition broker will advise you on all these points, informing you of all the circumstances surrounding an aircraft’s history and how they will affect your usage and future resale.

From ‘Not All Bad’ to ‘Deal-Killer’

Essentially, all aircraft have repair history of some kind. It’s not all bad - but sometimes it can be a deal-killer. Considering that an aircraft purchase is a lengthy process with many twists and turns it is surely wise to be well informed. Aircraft damage history can be a steep learning curve. Unfortunately, sometimes, the lessons aren’t fully realized until after the aircraft has been purchased, or much time and money has been invested in a transaction that unravels. A well-selected, experienced acquisition team can ensure the right questions are asked to keep you up to speed and able to make the best buying decision, based on the resale market conditions. It is essential to have the information you need up front. Being aware of an aircraft’s history early in the process will prevent some serious headaches later. T Jet Tolbert is President of American Aircraft Sales. Established in 1968, it is a premier brokerage firm which has been a trusted partner since corporations first began utilizing jet aircraft to grow their businesses. With offices in the US, Latin America sales team and a partner office in Zurich, Switzerland, American Aircraft Sales is an active NBAA, IBAC, EBAA & ABAA member.

www.AVBUYER.com

Aircraft Index see Page 129

Elliott Jets July.qxp_Layout 1 18/06/2018 11:32 Page 1

Values Intro.qxp_Finance 19/06/2018 14:10 Page 1

OWNERSHIP T RETAIL PRICE GUIDE

Entry-Level & Light Jets Are you Seeking Flexibility at a Lower Cost Level? Where performance and value are dominant factors for a mission need, remember this: there’s nothing lightweight about the value and flexibility of the Entry-Level & Light Jets. s business jets increase in size from Entry-Level & Light jets to the low end of the Large Cabin models, six to eight seats generally remains the standard configuration across size-category lines. And while cabins increase in volume generally (enabling more productive workspace for those traveling longer distances), full-fuel payload doesn’t seem to grow proportionally in most cases. As jets get bigger and heavier their runway needs increase, with no appreciable gain in how many people or equipment can fly – and thus we touch upon the key advantages of the Entry-Level & Light jet category - the value and flexibility offered to those who typically fly shorter legs. Fully-fuelled, an Entry-Level or Light jet can often barely carry the typical passenger load of three persons, unless one or two of them doubles as a crew member. Nevertheless, with the average mission length below 750 miles and the nominal maximum-range of Light jets around 1,200 miles, the crew enjoys the option of flying lighter and saving fuel. Fueling for the mission with NBAA reserves allows larger cabin loads, making three or four - plus crew - possible. The time difference between Entry-Level & Light jets and Large jets to fly a typical 75 0nm mission is small (about 10 to 12 minutes, overall) and is not a large time-saving for costs that may be considerably higher for the larger aircraft. Further, beyond these speed-range-payload operational basics, the Light jet crew will have the option of far more airports, often closer, more convenient and less expensive than what’s needed for the Medium and Large jets. Thus, it’s hard to escape the hea vyweight value of the Entry-Level & Light jet. So what exactly is a Light jet? Today we consider a jet “light” when its MTOW falls between 10,000 and 20,000 pounds. About a decade ago the Light

AVBUYER MAGAZINE – July 2018

segment represented the bottom rung of the business jet ladder. That was before the Entry-Level Jets entered the market, differentiated by weights below almost everything ever built at less than 10,000 pounds.

Entry-Level & Light Jet Price Guide The following Entry-Level & Light Jets Retail Price Guide represents current average values published in The Aircraft Bluebook – Price Digest. The study spans a twenty year period, from 1999 through Summer 2018, and covers 35 models. Values reported are in US$m, with each reporting point representing the current average retail value published in the Bluebook by its correspon ding calendar year. For example, the Embraer Phenom 100 average value reported in the Summer 2018 edition of Bluebook shows $1.9 million for a 2009 model, $1.7 million for a 2008 model and so forth. www.AVBUYER.com



Note: For additional assistance and interest, Conklin & de Decker Performance and Specification data for these Entry-Level & Light Jet models can be referred to, beginning on page 64 of this issue. Aircraft Index see Page 129

Global Jet Capital July.qxp_Layout 1 19/06/2018 09:39 Page 1

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Retail Values2018.qxp_RPG 19/06/2018 16:12 Page 1

OWNERSHIP T RETAIL PRICE GUIDE

Entry Level & Light Jets: Average Retail Price Guide MODEL YEAR $

2018 US$M

2017 US$M

2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

2009 US$M

MODEL BEECHCRAFT PREMIER 1A

2.350

2.250

2.150

2.050

4.7

4.4

4.0

3.7

3.3

3.0

2.7

2.5

6.0

5.6

5.4

5.2

BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR BOMBARDIER LEARJET 40 BOMBARDIER LEARJET 31A CESSNA CITATION XLS+ 560

13.050

11.0

8.8

8.3

7.3

6.5

CESSNA CITATION XLS 560

4.8

CESSNA CITATION ENCORE+ 560

3.6

CESSNA CITATION V ENCORE 560 CESSNA CITATION EXCEL 560-XL CESSNA CITATION BRAVO 550 CESSNA CITATION CJ4 525C

9.195

8.4

7.2

6.7

6.6

CESSNA CITATION CJ3+ 525C

8.295

7.0

6.2

6.0

5.9

6.3

6.0

5.7

5.4

CESSNA CITATION CJ3 525B

5.5

5.3

5.0

4.8

4.6

4.4

4.2

CESSNA CITATION CJ2+ 525A

4.6

4.4

4.2

4.0

3.8

3.7

3.5

3.4

3.2

3.0 3.0

2.8

2.6 1.5

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

4.7

4.0

3.6

CESSNA CITATION CJ1+ 525 CESSNA CITATION CJ1 525 CESSNA CITATION MUSTANG 510

2.8

2.5

CIRRUS VISION JET SF50

2.2

2.0

ECLIPSE 550

2.3

2.5

2.0

1.7

1.6

2.3

1.8

1.7

6.2

5.9

5.6

5.5

5.2

2.7

2.5

2.3

2.1

1.9

2.2

2.0

9.450

EMBRAER PHENOM 300 EMBRAER PHENOM 100EV

1.8

2.4

ECLIPSE 500 EMBRAER PHENOM 300E

1.9

8.5 4.495

EMBRAER PHENOM 100E

7.9

7.1

6.6

3.5

3.2

3.0

4.1 3.8

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

5.0

NEXTANT 400XTI PILATUS PC-24

4.0 4.6

4.1

3.7

3.2

2.8

2.6

8.9 AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM

AVBUYER MAGAZINE â&#x20AC;&#x201C; July 2018

www.AVBUYER.com

Aircraft Index see Page 129

Retail Values2018.qxp_RPG 19/06/2018 16:12 Page 2

RETAIL PRICE GUIDE T OWNERSHIP

What your money buys today

Summer 2018 2008 US$M

2007 US$M

2006 US$M

2005 US$M

2004 US$M

2003 US$M

2002 US$M

2001 US$M

1.550

1.450

1.350

1.250

1.150

2.6

2.5

2.3

1.9

1.7

2000 US$M

1999 US$M

1.950 3.4

MODEL YEAR $ MODEL BEECHCRAFT PREMIER 1A

3.2

2.9

2.6

2.4

2.1

2.3

2.1

1.9

1.450

1.8

1.750

1.550

1.350

BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR

1.6

1.5

1.4

1.3

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

1.250

BOMBARDIER LEARJET 40 1.250

1.2

1.150

1.1

1.050

5.1

BOMBARDIER LEARJET 31A CESSNA CITATION XLS+ 560

4.7

4.3

3.3

3.0

4.1

3.9

3.7

CESSNA CITATION XLS 560 CESSNA CITATION ENCORE+ 560

2.7 1.8

1.6

2.5

2.3

2.0

1.9

1.8

1.6

CESSNA CITATION V ENCORE 560

2.750

2.550

2.450

2.350

2.150

1.950

CESSNA CITATION EXCEL 560-XL

1.5

1.4

1.3

1.2

1.1

1.0

CESSNA CITATION BRAVO 550 CESSNA CITATION CJ4 525C CESSNA CITATION CJ3+ 525C

4.0

3.8

3.7

3.6

3.3

3.1

2.9

2.8

2.6

2.5 2.0

3.5

CESSNA CITATION CJ3 525B CESSNA CITATION CJ2+ 525A

2.4

2.3

2.2

2.1

2.0

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

2.4

2.2

2.1

1.4

1.3

1.2

1.9

CESSNA CITATION CJ1+ 525 1.8

1.7

1.6

1.5

1.3

CESSNA CITATION CJ1 525 CESSNA CITATION MUSTANG 510 CIRRUS VISION JET SF50 ECLIPSE 550

1.0

0.9

0.7

ECLIPSE 500 EMBRAER PHENOM 300E EMBRAER PHENOM 300 EMBRAER PHENOM 100EV EMBRAER PHENOM 100E

1.7 1.8

EMBRAER PHENOM 100 1.7

1.5

1.3

1.150

HAWKER 400XP 1.1

1.0

1.950

0.950

0.900

HAWKER BEECHJET 400A HONDAJET HA-420 NEXTANT 400XTI PILATUS PC-24

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM Advertising Enquiries see Page 12

www.AVBUYER.com

July 2018 â&#x20AC;&#x201C; AVBUYER MAGAZINE

ACSpecs Intro.qxp_AC Specs Intronov06 19/06/2018 13:57 Page 1

OWNERSHIP T SPECIFICATIONS

Aircraft Performance & Specifications Entry-Level & Light Jets

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 - Entry-Level & Light Jets – appears opposite, to be followed by Turboprops 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.

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

AVBUYER MAGAZINE – July 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 129

LEA RJET 31A /ER BOM BAR DIER

BEE CHC RAF T PR EMI ER I A

BEE CHC RAF T PR EMI ER I

400 XTi NEX TAN T AE ROS PAC E

BEE CHC RAF T HA WKE R 40 0XP R NEX TAN T AE ROS PAC E 40 0XT

BEE CHC RAF T BE ECH JET 400 A BEE CHC RAF T HA WKE R 40 0XP

AircraftPer&SpecJUNE18.qxp_PerfspecDecember06 19/06/2018 14:03 Page 1

$1,833.55

$1,807.49

$1,529.39

$1,472.17

$1,414.51

$1,449.13

$1,428.78

$2,124.75

4.8

4.75

5.4

4.35

CABIN HEIGHT FT.

4.9

4.92

5.5

4.95

CABIN WIDTH FT.

15.6

15.5

13.6

12.9

CABIN LENGTH FT.

305

285

281

CABIN VOLUME CU.FT.

4.16

4.2

4.16

4.167

3.75

DOOR HEIGHT FT.

2.41

2.4

2.125

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

16100

16300

12500

17700

MTOW LBS

15700

11600

16000

MLW LBS

10915

10985

10900

10531

10950

8565

8600

11247

B.O.W. W/CREW LBS

4912

3611

3670

4653

USEABLE FUEL LBS

473

603

688

1057

638

414

320

2000

PAYLOAD WITH FULL FUEL LBS

2085

2015

2100

2469

2050

1435

1400

2253

MAX. PAYLOAD LBS

1180

1313

1852

1527

850

1480

RANGE - SEATS FULL N.M.

1519

1993

2108

1945

1340

1600

MAX. RANGE N.M. (4 PAX)

4700

3480

4600

4030

4600

4120

BALANCED FIELD LENGTH FT.

5083

5025

5240

4045

5237

5208

4200

LANDING DIST. (FACTORED) FT.

4020

5000

4000

4890

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

560

620

995

845

948

1515

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

458

450

447

471

460

461

454

462

MAX. CRUISE SPEED KTAS

449

450

447

460

447

426

441

NORMAL CRUISE SPEED KTAS

410

425

405

406

370

417

L/RANGE CRUISE SPEED KTAS

JT15D-5

JT15D-5R

FJ44-4A-32

FJ44-3AP

FJ44-2A

TFE 731-2

VARIABLE COST PER HOUR $

ENGINES #

ï&#x201A;&#x2020;

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

www.AVBUYER.com

July 2018 - AVBUYER MAGAZINE

AircraftPer&SpecJUNE18.qxp_PerfspecDecember06 19/06/2018 14:03 Page 2

CES SNA CITA TION CJ1+ CES SNA CITA TION CJ2

CES SNA CITA TION CJ1

CES SNA CITA TION MUS TAN G CES SNA CITA TION M2

LEA RJET 45X R BOM BAR DIER

LEA RJET 45

BOM BAR DIER

LEA RJET 40

LEA RJET 40X R

OWNERSHIP T SPECIFICATIONS

$2,078.05

$2,100.03

$2,120.69

$2,168.99

$983.46

$1,254.37

$1,315.75

$1,318.16

$1,359.45

CABIN HEIGHT FT.

4.92

4.50

4.75

CABIN WIDTH FT.

5.12

4.58

4.83

CABIN LENGTH FT.

17.67

19.75

9.80

13.58

CABIN VOLUME CU.FT.

369

415

163

201

248

DOOR HEIGHT FT.

4.8

3.80

4.25

DOOR WIDTH FT.

2.5

2.00

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

43.1

CREW #

SEATS - EXECUTIVE #

MTOW LBS

20350

21000

20500

21500

8645

10700

10600

10700

12375

MLW LBS

19200

8000

9900

9800

9900

11500

B.O.W. W/CREW LBS

13718

13949

13890

14125

5550

7000

7050

7035

7900

USEABLE FUEL LBS

5375

6062

2580

3296

3220

3932

PAYLOAD WITH FULL FUEL LBS

1507

1239

798

1563

600

504

430

545

668

MAX. PAYLOAD LBS

2282

2051

2110

1875

1200

1400

1350

1365

1400

RANGE - SEATS FULL N.M.

1573

1778

1423

1685

718

694

775

895

1075

MAX. RANGE N.M. (4 PAX)

1707

1960

1968

1937

800

1380

1161

1245

1530

BALANCED FIELD LENGTH FT.

4000

4250

4400

4550

3380

3250

4220

3990

3810

LANDING DIST. (FACTORED) FT.

4033

4060

4063

4105

3683

4125

4407

4135

4628

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

2820

2800

2630

3010

3698

3230

3290

3870

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

710

394

590

589

870

1075

850

906

1160

MAX. CRUISE SPEED KTAS

465

340

404

381

389

413

NORMAL CRUISE SPEED KTAS

436

340

379

381

389

413

L/RANGE CRUISE SPEED KTAS

428

432

416

432

319

331

307

344

PW 615F

FJ44-1AP

FJ44-1A

FJ44-1AP

FJ44-2C

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

TFE 731-20AR TFE 731-20BR TFE 731-20AR TFE 731-20BR

AVBUYER MAGAZINE – July 2018

www.AVBUYER.com

Aircraft Index see Page 129



Corporate Concepts July.qxp 20/06/2018 14:58 Page 1

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AircraftPer&SpecJUNE18.qxp_PerfspecDecember06 19/06/2018 14:04 Page 3

VARIABLE COST PER HOUR $

EMB RAE R PH ENO M1 00

CIRR US V ISIO N SF 50

CES SNA CITA TION ENC ORE CES SNA CITA TION ENC ORE + CES SNA CITA TION BRA VO

CES SNA CITA TION CJ4

CES SNA CITA TION CJ3+

CES SNA CITA TION CJ3

CES SNA CITA TION CJ2+

OWNERSHIP T SPECIFICATIONS

$1,392.03

$1,465.07

$1,446.91

$1,655.63

$1,786.89

$1,740.91

$1,558.50

$693.06

$1,066.69

CABIN HEIGHT FT.

4.75

4.7

4.07

4.92

CABIN WIDTH FT.

4.83

4.8

5.08

CABIN LENGTH FT.

13.58

15.67

17.3

17.33

15.75

11.48

CABIN VOLUME CU.FT.

248

286

293

314

292

170

212

DOOR HEIGHT FT.

4.25

4.12

4.86

DOOR WIDTH FT.

2.05

2.04

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

23.5

CREW #

SEATS - EXECUTIVE #

MTOW LBS

12500

13870

17110

16630

16830

14800

6000

10472

MLW LBS

11525

12750

15660

15200

13500

5550

9766

B.O.W. W/CREW LBS

7980

8585

10350

10525

10460

9375

3700

7132

USEABLE FUEL LBS

3930

4710

5828

5400

4824

2000

2804

PAYLOAD WITH FULL FUEL LBS

715

775

1052

905

1170

801

340

580

MAX. PAYLOAD LBS

1720

1925

2150

2075

2390

1925

1200

1312

RANGE - SEATS FULL N.M.

1194

1374

1667

1410

1494

1290

796

915

MAX. RANGE N.M. (4 PAX)

1626

1891

1991

1736

1792

1720

1176

1242

BALANCED FIELD LENGTH FT.

3810

3440

3350

3900

3874

4200

4376

LANDING DIST. (FACTORED) FT.

4645

4203

3978

4195

4182

4295

5024

4068

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

4120

4478

3858

4740

4620

3190

2099

3061

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

1004

1090

1248

1440

1400

845

702

MAX. CRUISE SPEED KTAS

413

417

454

430

405

300

390

NORMAL CRUISE SPEED KTAS

413

417

454

430

405

295

371

L/RANGE CRUISE SPEED KTAS

351

348

380

372

335

240

333

FJ44-3A-24

FJ44-3A

FJ44-4A

PW535A

PW535B

PW530A

FJ33-5A

PW617F-E

ENGINES # ENGINE MODEL

AVBUYER MAGAZINE â&#x20AC;&#x201C; July 2018

www.AVBUYER.com

Aircraft Index see Page 129

VARIABLE COST PER HOUR $

EMB RAE R PH ENO M3 00E HON DA A IRCR AFT HA420 HON DAJ ONE ET AVIA TION ECL IPSE 500 ONE AVIA TION ECL IPSE 550 ONE AVIA TION TOTA L EC LIPS E 50 PILA 0 TUS PC-2 4

EMB RAE R PH ENO M1 00E V EMB RAE R PH ENO M3 00

EMB RAE R PH ENO M1 00E

AircraftPer&SpecJUNE18.qxp_PerfspecDecember06 19/06/2018 14:04 Page 4

$1,049.54

$1,524.52

$1,046.42

$909.85

$875.58

$909.17

$1,571.26

CABIN HEIGHT FT.

4.94

4.92

4.8

4.16

5.08

CABIN WIDTH FT.

5.08

4.66

5.58

CABIN LENGTH FT.

17.17

12.1

7.6

CABIN VOLUME CU.FT.

212

324

109

501

DOOR HEIGHT FT.

4.86

4.8

3.9

4.42

DOOR WIDTH FT.

2.04

2.42

1.96

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

10582

17968

10600

6000

17968

MLW LBS

9877

16865

9860

5600

16579

B.O.W. W/CREW LBS

7220

11783

7279

3834

11367

USEABLE FUEL LBS

2804

5353

2845

1698

5964

PAYLOAD WITH FULL FUEL LBS

602

942

556

502

737

MAX. PAYLOAD LBS

1334

2216

1521

1088

2522

RANGE - SEATS FULL N.M.

917

1178

1811

792

574

1525

MAX. RANGE N.M. (4 PAX)

1233

1210

2077

1188

964

1950

BALANCED FIELD LENGTH FT.

4466

3643

2898

2810

LANDING DIST. (FACTORED) FT.

4110

3700

5173

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

3061

3335

3990

2575

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

702

1044

1037

780

MAX. CRUISE SPEED KTAS

390

406

444

422

371

440

NORMAL CRUISE SPEED KTAS

371

333

430

422

369

L/RANGE CRUISE SPEED KTAS

333

383

356

330

PW617F-E

PW617F1-E

PW535E

HF120

PW610F-A

FJ44-4A

ENGINES # ENGINE MODEL

Advertising Enquiries see Page 12

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July 2018 - AVBUYER MAGAZINE

AirCompAnalysis June18.qxp_ACAn 20/06/2018 10:40 Page 1

OWNERSHIP T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis Bombardier Learjet 60/60XR vs Gulfstream G100

In this month’s Aircraft Comparative Analysis, Mike Chase provides

information on a selection of used jets in the $1.1-4.8m price range for the purpose of valuing the used Bombardier Learjet 60/60XR series.

ollowing, we’ll consider the productivity parameters (payload/range, speed and cabin size) and cover current market values. The field in this study includes the Gulfstream G100. Are price, range and speed always preferable over cabin volume? We will seek answers to this and other questions.

Learjet 60/60XR

The original Learjet 60, a medium cabin, medium range business jet, was announced in October 1990 as the replacement for the Learjet 55C, from which it is derived. A proof of concept airframe flew for the first time in October 1990, while the first Learjet 60 made its maiden flight in June 1991. Certification and early deliveries followed at the end of 1992. The Learjet 60 is the largest of the certified Learjet family and incorporates fuel-efficient engines, a wider, stretched fuselage than the Learjet 55C, a glass cockpit and steer-by-wire nose wheel. Thrust reversers and single-point refueling were also standard equipment, and the aircraft features a full galley together with an aft toilet. Production of the Learjet 60 ended in 2007 after 316 aircraft had been built (including the Learjet 60SE produced from 2004). The Learjet 60XR, meanwhile began delivering in 2007, and offered

AVBUYER MAGAZINE – July 2018

Learjet 60 operat ors an upgraded cabin, Rockwell Collins ProLine 21 advanced avionics suite and three disc steel wheel brakes. Production of the Learjet 60XR ended in 2013.

Worldwide Appeal

The total number of manufactured Learjet 60 aircraft is 316, with 302 still in operation globally, of which 298 are wholly-owned. None are in shared ownership but four are in fractional ownership. Fourteen have been retired. Meanwhile, 114 Learjet 60XRs were produced, with 112 still in operation globally. All 112 are wholly-owned. Two have been retired. Of the Learjet 60 aircraft in operation by continent, North America has the largest percentage at 80%, followed by South America (9%) and Europe (7%), accounting for a combined 96% of the world’s fleet. 12% of the Learjet 60s in operation today are in fleet ownership, and 6.3% of the world’s Learjet 60s are leased. Meanwhile, of the Learjet 60XRs in operation, North America has the largest percentage (68%), followed by Asia (12%) and Europe (10%) for a combined total of 90% of the world’s fleet. Almost a quarter (24%) of the Learjet 60XRs in operation today are in fleet ownership, and 6.2% of the world’s Learjet 60XR fleet is leased.

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Aircraft Index see Page 129

AirCompAnalysis June18.qxp_ACAn 21/06/2018 10:41 Page 2

HOW MANY

EXECUTIVE SEATS

LEARJET

(Manufactured between 1992-2007*) *Includes the Learjet 60SE

$2.35 Million

$4.8 Million

$2.9 Million

(2005 Model)

vs.

LEARJET 60XR

(Manufactured between 2007-2013)

(2013 Model)

vs.

GULFSTREAM

G100

(Manufactured between 2001-2007)

(2005 Model)

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

RUNWAY DO I NEED?

(Balanced field length, ft)

Learjet 60

5,920

Learjet 60XR

5,920

1000

HOW FAR

CAN WE TAKE?

2,418

4000

2,910

UNITS IN

OPERATION? 22

5000

6000

WHAT’S THE

LONG RANGE

CRUISING SPEED?

(Lbs) 2,228

Learjet 60XR

HOW MANY

112

5,920

Learjet 60

2,398

Gulfstream G100

3000

HOW MUCH

(Nautical Miles. 4 Pax)

Learjet 60XR

2000

PAYLOAD

CAN WE GO?

Learjet 60

6,000

Gulfstream G100

2,104

Gulfstream G100

HOW MANY

NEW/USED SOLD

EACH MONTH?

2,635

(Knots)

Learjet 60

423

Learjet 60XR

423 430

Gulfstream G100

WHAT’S THE

COST PER HOUR?

<I (4.6%) 302

5 (12.3%) 2 (11.6%)6

(5.5%)

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

Advertising Enquiries see Page 12

12-Month Average Figure (% = Global Fleet For Sale)

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Learjet 60

$2,347.26

Learjet 60XR

$2,168.32

Gulfstream G100

$2,221.89



July 2018 – AVBUYER MAGAZINE

AirCompAnalysis June18.qxp_ACAn 20/06/2018 10:41 Page 3

OWNERSHIP T AIRCRAFT COMPARATIVE

As of May 2018, the Learjet 60 market comprised of 10% owned since new versus 90% used, while the Learjet 60XR market comprised of 25% new versus 75% used.

Table A - Payload & Range Learjet 60/60XR Gulfstream G100

ADS-B Out Status

Of the 302 Learjet 60s in operation worldwide, 143 (47%) have ADS-B Out installed, leaving 53% of the fleet yet to comply. Just over half (55%) of the 112 Learjet 60XRs in operation worldwide are equipped, leaving 45% of the fleet yet to comply.

Payload & Range Comparisons

23,500 24,650

7,910

9,365

Max Fuel (lb)

MTOW (lb)

2,228/ 2,104

2,635

Max Payload (lb)

1,068/ 944

2,186/ 2,044

920

2,550

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

Avail Payload w/Max Fuel (lb)

Source: Conklin & de Decker.

Chart A - Cabin Cross-Section

As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor. Depicted in Table A (top, right), the Learjet 60’s and Learjet 60XR’s ‘Available Payload with Maximum Fuel’ (1,068lbs and 944lbs, respectively) is greater than that offered by the Gulfstream G100 (920lbs).

Learjet 60/60XR

Gulfstream G100

Cabin Cross-Section Views

Chart A (right) shows a cabin cross-section comparison with the Learjet 60/60XR offering more width (5.92ft) than the Gulfstream G100 (4.75ft). The height of the Learjet 60/60XR (5.71ft) is also slightly more than the Gulfstream G100 (5.6ft). Not depicted, the Learjet 60/60XR cabin length is slightly longer at 17.67ft compared to the Gulfstream G100 at 17.1ft. Overall, the Learjet 60/60XR offers a 47% larger cabin volume than the Gulfstream G100 (447 cu.ft versus 304cu.ft). In terms of provision for baggage, the Learjet 60/60XR has 24cu.ft of internal and 24cu.ft of external baggage space, while the Gulfstream G100 has 9cu.ft of internal baggage space and 55cu.ft of external baggage space.

Source: UPCAST JETBOOK

Chart B - Range Comparison

Learjet 60/60XR 2,418 nm/ 2,398 nm (w/4Pax) G100 2,910 nm (w/4Pax)

Learjet 60XR

Range Comparison

As depicted by Chart B (right) using Wichita, Kansas as the origin point, the Gulfstream G100 (2,910nm) shows more range coverage than the Learjet 60 

AVBUYER MAGAZINE – July 2018

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Aircraft Index see Page 129

1st Source Bank January.qxp_Layout 1 21/05/2018 14:29 Page 1

AirCompAnalysis June18.qxp_ACAn 20/06/2018 12:42 Page 4

OWNERSHIP T AIRCRAFT COMPARATIVE

Chart C – Variable Cost

(2,418nm) and the Learjet 60XR (2,398nm). Each business jet in the field, however, offers adequate range to cover the US, Canada, Mexico and Central America. 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. NBAA IFR fuel reserve calculation for a 200nm alternate is assumed. The lines depicted do not include winds aloft or any other weather-related obstacles.

Learjet 60 Learjet 60XR

$2,168

Gulfstream G100

$2,222

Table B - Aircraft Comparison Table Learjet 60/60XR Gulfstream G100

Total Variable Cost

The ‘Total Variable Cost’ illustrated in Chart C (top, right), 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 Learjet 60 computes at $2,347 per hour, which is more expensive than the Gulfstream G100 at $2,222 per hour. However, the Learjet 60XR ($2,168) shows the lowest variable cost in this field of study.

423

430

AVBUYER MAGAZINE – July 2018

447

Long Range Cruise Speed (Kts)

$2,35 (05) / $4,8 (13)

2,418 / 2,910 2,398

304

Used Vref Price $USm

4 Pax w/available Fuel IFR Range (nm)

Cabin Volume Cu Ft

302 / 112

$2.9 (05)

12.3% / 4.6% 11.6%

5/2

Average Sold* Per month

% For Sale

In Operation

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

Chart D - Maximum Scheduled Maintenance Equity (Learjet 60)

Aircraft Comparison Table

Assumed Annual Utilization: 400 Flight Hours Average Maximum Maintenance Equity: $2,863,128

Bombardier Learjet 60

Pct of Avg Max Mtnc Equity vs. Aircraft Age 80%

70%

Pct of Max Mtnc Equity

Table B (right) contains the range of used prices (per Vref) for each aircraft. The average speeds and ranges are from Conklin & de Decker, while the number of aircraft in-operation and percentage ‘For Sale’ and average sold are as reported by JETNET. The Learjet 60 has 12.3% of its fleet ‘For Sale’ as of the end of April 2018, and the Learjet 60XR 11.6%. The average number of used transactions per month, meanwhile, shows the Learjet 60 has an average of five and the Learjet 60XR two per month, compared to the Gulfstream G100 which averages less than one sale per month over the past 12 months. 

$3,000

$1,500 US $ per hour

Source: Conklin & de Decker

Powerplant Details

The Learjet 60/60XR is powered by two PW305A engines, each offering 4,679lbst. The Gulfstream $ G100, meanwhile, offers a pair of Honeywell TFE 731-40R engines, each with 4,250lbst.

$2,347

60%

50%

40%

30%

20%

Source: Asset Insight (www.assetinsight.com)

www.AVBUYER.com

Aircraft Age (Years)

Aircraft Index see Page 129

General Aviation July.qxp_Layout 1 18/06/2018 11:33 Page 1

AirCompAnalysis June18.qxp_ACAn 20/06/2018 10:42 Page 5

OWNERSHIP T AIRCRAFT COMPARATIVE

Chart E - Maximum Scheduled Maintenance Equity (Learjet 60XR)

Chart D (previous page) and E (left) display the Learjet 60 and Learjet 60XR, respectively, depicting and projecting the Maximum Maintenance Equity each has available, based on age.

Assumed Annual Utilization: 400 Flight Hours Average Maximum Maintenance Equity: $3,030,787

Bombardier Learjet 60XR

Pct of Avg Max Mtnc Equity vs. Aircraft Age 75%

•

65%

Pct of Max Mtnc Equity

Maximum Scheduled Maintenance Equity

55%

45%

• 35%

M 25%

15%

Aircraft Age (Years)

Source: Asset Insight (www.assetinsight.com)

Depreciation Schedule

Table C - MACRS Depreciation Schedule 2003 Learjet 60 - PRIVATE (PART 91) Full Retail Price - Million $2.150 1

Rate (%)

20.0%

32.0%

19.2%

11.5%

5.8%

Depreciation ($M)

$0.430

$0.688

$0.413

0.248

$0.248

$0.124

Depreciation Value ($M)

$1.720

$1.032

$0.619

$0.372

$0.124

$0.000

Cum. Depreciation ($M)

$0.430

$1.118

$1.531

$1.778

$2.026

$2.150

Year

2003 Learjet 60 - CHARTER (PART 135) Full Retail Price - Million $2.150 1

Rate (%)

14.3%

24.5%

17.5%

12.5%

8.9%

4.5%

Depreciation ($M)

$0.307

$0.527

$0.376

$0.269

$0.192

$0.096

Depreciation Value ($M)

$1.843

$1.316

$0.940

$0.672

$0.480

$0.288

$0.096

$0.000

Cum. Depreciation ($M)

$0.307

$0.834

$1.210

$1.478

$1.670

$1.862

$2.054

$2.150

Year

Source: Vref

Table D - MACRS Depreciation Schedule 2013 Learjet 60XR - PRIVATE (PART 91) Full Retail Price - Million $4.800 1

Rate (%)

20.0%

32.0%

19.2%

11.5%

5.8%

Depreciation ($M)

$0.940

$1.536

$0.922

$0.553

$0.276

Depreciation Value ($M)

$3.840

$2.304

$1.382

$0.829

$0.276

$0.000

Cum. Depreciation ($M)

$0.960

$2.496

$3.418

$3.971

$4.524

$4.800

Year

2013 Learjet 60XR - CHARTER (PART 135) Full Retail Price - Million $4.800 1

Rate (%)

14.3%

24.5%

17.5%

12.5%

8.9%

4.5%

Depreciation ($M)

$0.686

$1.176

$0.840

$0.600

$0.429

$0.428

$0.429

$0.214

Depreciation Value ($M)

$4.114

$2.939

$2.099

$1.500

$1.071

$0.643

$0.214

$0.000

Cum. Depreciation ($M)

$0.686

$1.861

$2.701

$3.300

$3.729

$4.157

$4.586

$4.800

Year

Source: Vref

AVBUYER MAGAZINE – July 2018

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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 aircraft will have available based on its age, assumes: Average annual utilization: 400 Flight Hours All maintenance is completed when due

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. 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 a pplicable 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 unde r MACRS over a seven-year recovery period or under ADS

Aircraft Index see Page 129

AirCompAnalysis June18.qxp_ACAn 20/06/2018 10:44 Page 6

Chart F - Productivity Comparison

Price (Millions)

$6.0

$4.0

Learjet 60XR ‘13

Gulfstream G100 ‘05

$2.0

$0.0 0.0000

Learjet 60 ‘03

0.2000

0.4000

0.6000

0.8000

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

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 years or by using ADS with a six-year recovery period. There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in a given year. The US en acted 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 b y 20% to depreciate qualified business jets until December 31, 2026. Table C (left) depicts an example of using the MACRS schedule for a 2003 Learjet 60 business jet aircraft in private (Part 91) and charter (Part 135) operations over five and seven-year periods, assuming a list price for a 2003 model Learjet 60 at $2.15m (per Vref Pricing Guide). Table D (left) depicts an example of using the MACRS sche dule for a 2013 Learjet 60XR, assuming a list price of $4.8m.

Asking Prices & Quantity

The current used market for the Learjet 60 shows a total of 38 aircraft ‘For Sale’ with 15 displaying asking prices that range from $1.395m to $2.95m. There are a total 13 Learjet 60XRs ‘For Sale’, displaying asking prices ranging between $3.25m and $4.55m. Two Gulfstream G100s currently are showing ‘For Sale’ with one displaying an ask price of $2m. 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.

Productivity Comparisons

The points in Chart F (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:

Advertising Enquiries see Page 12

1. 2. 3.

Four/Eight Passenger Range (nm) with available fuel; The long-range cruise speed flown to achieve that range; The gross cabin volume available for passengers and amenit ies.

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 Learjet 60 and Learjet 60XR display a high level of productivity. The Learjet models offers a much larger cabin volume, but less range and speed compared to the Gulfstream G1 00. (The production run of the Gulfstream G100 was limited before Gulfstream presented the G150 model with a larger cabin volume.) Also, the Learjet 60 and Learjet 60XR have a higher ‘Available Payload with Maximum Fuel’ offering, while the Learjet 60XR has considerably lower variable cost per hour, but higher purchase price. Each aircraft has its pros and cons, and operators should weigh up their missio n 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 Learjet 60 and Learjet 60XR continue to be popular today. Those operators in the market should find the preceding comparison useful. We expect both models to continue to do well in the used markets for the foreseeable future. Of course, if your aircraft is not outfitted with ADS-B Out, it cannot be placed in useful operation after December 31, 2019. 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

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July 2018 – AVBUYER MAGAZINE

Pilot Report.qxp_Finance 19/06/2018 16:11 Page 1

OPERATING T PILOT REPORT

What’s the Cirrus SF50 Vision Jet Like to Fly? On behalf of AvBuyer, Rohit Jaggi reports on his experience flying the Cirrus SF50 Vision Jet. What makes this aircraft so popular among Business Aviation’s owner-operator contingent? Find out here… trapping myself into the left-hand seat of the Cirrus SF50, much of the cockpit looks and feels familiar. There are two big display screens that are the windows into the avionics system (like in the SR piston-engine airplanes in the Cirrus Aircraft line-up). There is the side stick at my left hand (also familiar from the SF50’s SR siblings). What is far less usual is all the space and light around me. It’s a pressurised aircraft but the windows are unusually large. And the cabin itself is remarkably roomy.

S 78

AVBUYER MAGAZINE – July 2018

This is the Vision Jet, which sits in a class of its own – a single-engine personal jet aimed squarely at owner-pilots, though it also has the potential to shake up the lower-end of the private jet sector. Familiarity was one prime objective when Minnesota-based Cirrus sketched out plans more than a decade ago for a small jet powered by a single turbofan. The SF50 was part of a tide of optimism about an ever-growing market for jets, in the heady days before the global economic crash, that also gave

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Aircraft Index see Page 129

Pilot Report.qxp_Finance 19/06/2018 12:13 Page 2

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

“It’s more like a station wagon than a limousine...” - Matt Bergwall, Director, Vision Jet Product Line

birth to the Eclipse very light twin-jet and the Diamond and Piper single-engine jets. Cirrus had made its name with the SR20 and SR22 single-engine piston aircraft, so a single-engine turbofan was an easy choice. The OEM had also pioneered a whole airframe parachute, for use in dire emergency. So that, too, was also a no-brainer. “With the SR we started selling a plane,” Matt Bergwall, director of the Vi sion Jet product line explains, “but we got people into aviation. People understood the utility of aviation. The Vision Jet was made to be the next step up.” Space was another prime objective. Using composites for the airframe freed Cirrus from the tyranny of the tube-shaped fuselages resulting from using aluminium alloy. The ensuing broad, tadpolelike shape, with space for up to five adults and two children in three rows, could also do away with the divide between cockpit and cabin common in most jets. This means that if it’s a family travelling together, they are all in the same space, rather than the pilot/parent being isolated at the front. “It’s more like a station wagon than a limousine,” adds Bergwall. Advertising Enquiries see Page 12

Powering Up

Starting up the turbofan is no more complicated than starting a family automobile’s engine, either. The turn of a switch, the push of a button, and the automated systems make sure nothing goes wrong. That’s an example of the over-arching design philosophy – take all the functions that are routine or capable of automation and offer at least the option of having the aircraft do them by itself. As an example, once a destination is fed into Cirrus’ Perspective Touch avionics (customized from Garmin’s G3000 system), the schedule of cabin pressure changes is handled automatically. Feeding in power is also simplicity itself – lined up on the runway I push the single power lever through the maximum continuous power détente and unleash the Williams FJ33-5A engine’s 1,836lbst. At the aircraft’s maximum takeoff weight of 6,000lbs, I don’t expect acceleration to be earthshattering, but with only two of us on board it is sprightly enough. (Even at maximum weight, takeoff distance to clear 50ft is 3,192ft, and climb rate is up to 2,500ft per minute.) 

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July 2018 – AVBUYER MAGAZINE

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OPERATING T PILOT REPORT

Stable & Predictable Handling

The SF50’s V-tail keeps the empennage out of the way of the engine, mounted on top of the rear fuselage. But an extra benefit is two matching fins below the tail, which comprise a stability augmentation system that comes on once we leave the ground. They also counteract yaw, which means there is no need for a yaw damper. The result is an aircraft that is stable and predictable in its handling – which is perfect for an aircraft that is likely to be flown under Instrument Flight Rules for much of its time in the air, even if not actually in the clouds. The hugely sophisticated autopilot helps here – an easy interface is just ahead of my right hand where it rests on the power lever. While there is no auto throttle, an on-by-default

AVBUYER MAGAZINE – July 2018

envelope protection system is built into the electronics. If I try to turn too steeply for the airspeed, for example, and ignore the verbal warnings, the system nudges the stick back towards safety. And for protection against stalling there is both a stick shaker and, as a next step, a stick pusher. In addition, if I were to become disorientated while hand-flying (for example in cl oud or on a moonless night), there is the ‘magic blue button’. Pushing it returns the aircraft to straight and level flight. It’s quite hard to imagine needing it, though. Most flying is done through the autopilot, and the Vision Jet’s display screens are not only big but also customizable. So almost any combination of maps, systems data and weather can be displayed at the same time. Below the screens are three large touchscreen 

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Aircraft Index see Page 129

Boutsen July.qxp_Layout 1 18/06/2018 11:34 Page 1

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Pilot Report.qxp_Finance 19/06/2018 12:15 Page 4

OPERATING T PILOT REPORT

“However, Bergwall says opportunities for earlier positions do come up from time to time.” controllers, one of which can act as a standby primary flight display. The touchscreens can also be set up to individual preferences – for example, on my flights I kept one for quick and easy entry of radio frequencies. This is a seriously capable going-places machine – a range of up to 1,200nm, or 1,000 at high-speed cruise, means that from the Knoxville, Tennessee Vision Jet delivery center we could fly to almost anywhere on the US east coast without stopping for fuel. To the west, Amarillo would be within range. Fuel burn is startling to anyone coming from piston planes – the first hour of a trip uses 80-85 US gallons, but at cruise the jet uses only about 70 gallons an hour. Overall, that’s roughly $300 per hour). You can cover a lot of ground in each hour – high-speed cruise is 300kts. Landing speeds are low for a jet – stall speed is just 67kts (against 60kts for the SR22) and I found that the aircraft was easy to settle into a stable descent, at the bottom of which the trailing-link landing gear makes every landing look good. Pilots will need a specific type rating, and training for one pilot is included in the airplane’s price. An instrument rating, allowing the pilot to fly in cloud, is required b ut that can be added into the training syllabus. You need it to fly at the altitudes where the SF50 is most efficient –at, or near 28,000ft. There will also be two Vision Jet full-motion Level 82

AVBUYER MAGAZINE – July 2018

D simulators from July, when the one at Knoxville becomes operational. The other is in Poznan, Poland.

Healthy Demand

Cirrus stuck with its SF50 while planned rivals such as the Diamond D-Jet and the PiperJet were shelved. And it looks like the Minnesota company’s faith in the concept was justified. Since FAA certification at the end of 2016 Cirrus has delivered 45 jets and has orders for more than 600 in hand. At a current production rate of just over one per week, this year it will deliver 60 – that’s a healthy backlog, when output is ramped up to 125 annually. However, Bergwall says opportunities for earlier positi ons do come up from time to time. Given the pricing ($1.96m base price, and $2.4m typically equipped) demand is likely to remain strong from Cirrus piston plane owners seeking to trade up, and those turned-off by the high price of more conventional Light jets. There are also fleet operators for whom the economics of the aircraft make sense. While aviation’s history is littered with the bleached bones of ai rcraft that were going to change the way we fly, the Vision Jet might be the aircraft that extends the benefits of jet ownership to many more pilots. Full marks to Cirrus for keeping the faith. T More information from www.cirrusaircraft.com

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Aircraft Index see Page 129

Aradian April.qxp 25/04/2018 11:08 Page 1

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Maintenance.qxp_Finance 19/06/2018 14:47 Page 1

OPERATING T MAINTENANCE

What to Know About Aircraft Maintenance Ken Elliott discusses aircraft maintenance and the different programs used to sustain it. t is understandable to think of aircraft maintenance as just being ‘the service and repair of an aircraft’. But there’s far more to it than turning a wrench and preparing an invoice. In fact, the proper term for aircraft service is sustainment, and its primary purpose is to provide for continued airworthiness (CAW).

Aircraft Sustainment

Sustainment for continued airworthiness includes several blocks of activity, as shown in Figure A (below). The complexity of sustainment is further demonstrated by its application to the different parts of an aircraft (i.e. Airframe, Cabin, Avionics, Powerplants, Auxiliary Power Unit (APU), Landing Gear, etc). In the defense and special missions world, sustainment is also termed ‘Integrated Logistics

Figure A: The different blocks of sustainment Maintenance

Resource

Repair Inspection Modification Upgrade Service Bulletins

Facility Ground Support - Equipment Technicians

Parts Equipment Product Support Warranty

AVBUYER MAGAZINE – July 2018

Training Guidance Material Repair Station

Management

Support

Qualification

Tracking Records Certificates Data

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Aircraft Index see Page 129

Maintenance.qxp_Finance 19/06/2018 16:29 Page 2

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

Support’ (ILS). This is important because it highlights, within its title, three components of a successful sustainment program. Initially, for the aircraft, there will be a period of Original Equipment Manufacturer (OEM) and vendor warranty, supported via a Maintenance Management Program (MMP), later transitioning to the current owner’s responsibility for service and tracking. All warranty programs are limited in their coverage and may be extended in part, or replaced with a non-OEM program. The current owner may, at the time of warranty expiration, remain with the OEM for continued airworthiness services, or utilize an independent Maintenance Repair Organization (MRO). Crucially, but not always obvious, is that the sustainment of an aircraft always remains with the aircraft and not with the owner(s). Figure B (below) shows how the owners come and go, but the records of sustainment remain with the aircraft. For aircraft out of warranty, understanding this simple fact is key to the ease of a future aircraft transaction. Ensuring the data and records for the aircraft remain physically as close to it (at the hangar, for example), remain current, accessible and above all, secure, will pay significant dividends at the time of a Pre-Purchase Inspection (PPI).

Continued Airworthiness

As with any transport that needs to operate safely and reliably, preventative maintenance is essential for aircraft. This implies proactive inspection and monitoring.

• •

Inspections are designed to catch issues before they mature enough to cause a failure or an event. Monitoring is designed to assess common data from multiple aircraft or events, to look for trends and provide corrective action.

An outcome of monitoring can lead to an Airworthiness Directive (AD) being issued. Across the world, airworthiness authorities look for common safety-related failures, events and trends. As a rule, an AD backs-up corrective action already initiated by OEMs, as they monitor their fleets of aircraft. Mandated safety directives provide the action to take and a time limit within which to comply. Inspection findings and equipment failures during aircraft operations lead to repairs. In some cases, repeated repairs of the same component or system can lead to modifications or bulletins (service bulletins, notices or letters). Continued airworthiness also includes regular servicing. This is not the same as a repair and may involve the removal of a major or minor component for a check and subsequent service. Anything serviced is not considered faulty. The act of servicing is preventative maintenance, adding specific work tasks to an inspection. Inspections and servicing are routine items that fall under calendar, flight time, or gear cycle elapsed periods of time between requirements. Repairs and modifications are non-recurrent events (hopefully) and, apart from the need to record the event, are not tracked for next due. The industry calls trackable events ’due items’

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Figure B: Sustainment stays with the aircraft

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OWNER 2

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OEM OR MRO CAW

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July 2018 – AVBUYER MAGAZINE

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Maintenance Repair Organizations (MROs)

and it is these that maintenance management programs (MMPs) follow on behalf of operators and in support of OEMs for new aircraft. Modifications themselves are grouped as either major or minor: • •

Minor Modifications: approved via Field Approval or by utilizing a Designated Engineering/Authorized Representative. Major Modifications: approved via Supplemental Type Certificate (STC) or a factory-issued aircraft service change process that itself would have been previously approved under an amended Type Certificate by the OEM. (Note that an STC is always a supplemental change to the existing aircraft type certificate.)

Modifications involving equipment require the equipment to have their own certification prior to being installed on an aircraft. Any equipment certification basis can be via Technical Standard Order (TSO) or Parts Manufacturing Approval (PMA). These are not to be confused with repair or serviceability tags that apply to the status of each individual serialized component. TSO and PMA refer to the design and manufacturing approval of the equipment type and model. The widely-used term of ‘upgrades’ also refers to modifications and usually implies an improvement, such as changing to flat panel cockpit displays or meeting a mandated requirement, such as ADS-B Out. 86

AVBUYER MAGAZINE – July 2018

MROs, as repair shops, are especially approved to work on aircraft, engines, APUs, Avionics and all the other sub-assemblies. They all have one thing in common: a Repair Station approval required to work on your aircraft. If your aircraft is registered in Canada, for example, then, as an operator, check the Repair Station Certificate approval from Canada is on hand at the facility. Repair shops need to have other approvals such as an Approved Drug Program, proof of training on the aircraft and any sub-systems they maintain, and warranty service capability under factory authorized programs. Having the right information is also crucial and operators should ensure facilities have current manuals and instructions. No single shop can do it all and even the best will subcontract some maintenance and service. An example could be cockpit window polishing, an art for sure. However, the prime facility is responsible for the subcontracted effort and the final ‘aircraft release’ should always reflect the result of all work completed, with each task supported by its own release.

Maintenance Management Programs (MMP)

MMPs track due items on an aircraft, including inspection, service bulletins, directives and component changes. They rely on the accuracy of the information initially provided and subsequent flight activity supplied by operators. While complex and very useful, MMPs are basically software tracking tools common to many different industries. Aircraft subject matter experts employed to manage them are the real tool you are purchasing with a subscription. Because there are many nuances in aircraft maintenance, these analysts are key to ensuring it works for you. MMPs do offer such extras as non-routine task tracking, inventory and work order control. As a tool they support (but do not replace) the Flight Department’s mechanic. For Business and General Aviation, there are several major MMPs that serve OEM-new and legacy used aircraft makes and models. Some of the major players also offer extras, including: • • • • • • •

Procurement Resources Pilot Tools Electronic Log Books Non-Routine Activity Tracking Mobile Applications eSignatures Work Order Tools

There are several major players in the MMP business (while many others are focused on Airlines, the Military, Operations (as opposed to

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

Aircraft Index see Page 129

Southern Cross July.qxp_Layout 1 18/06/2018 11:39 Page 1

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Maintenance.qxp_Finance 19/06/2018 14:49 Page 4

OPERATING T MAINTENANCE

maintenance), or are tailored to individual aspects, such as log books). Some of the major players are: • • • • • • • • • • •

CAMP Systems Traxxall Flightdocs Satcom Direct-AircraftLogs Centurion AMS-CAMMS WinAir (AV-Base Systems and MPLAN Solutions) TracWare-AeroTrac Aerosoft-DigiMAINT AvTrak-GlobalNet Pentagon 2000SQL SkyBOOKS

Dassault Falcon: Offers FalconCare as a comprehensive maintenance cost program that includes global support, including AOG. It provides parts and labor cost predictability for anything up to a C Inspection. Enrollment is available for both new Falcons and those undergoing their first C Inspection.

Separately, there are companies that focus on tracking the internal activity of the MRO, dealing with work orders, manpower, invoicing, inventory and so on. Some of the more significant companies include: • • • • • • • •

CAMP-Corridor QuantumMX AvPro BytzSoft-FlyPal ATP Maintenance TangoWare-AVM 2000 Internal Net-Air Maintenance Seagil-BART

Embraer Executive Jets: Provides pay-as-you-fly, Nose to Tail Maintenance Plans for its customers under the Executive Care umbrella that includes options for engines, parts, paint and cabin. Gulfstream Aerospace: Promotes its MyCMP (a partial CAMP Systems program) for maintenance tracking and rec ords. However, as part of Gulfstream’s overall worldwide support it includes maintenance experts as analysts to advise operators and service centers that include its mobile repair teams (MRT), Gulfstream FAST.

OEM, MRO and Other Services

Textron: Has similar programs such as ProMaintenance and Pro-PowerAdvantage, tailored to its different Hawker, Cessna, Beech and Bell groups.

Bombardier Business Aircraft: Provides Smart Services offering a cost-per-flight hour maintenance program to operators. This includes

Non-OEM MROs also offer various degrees of maintenance prog rams mostly centered on AOG and Mobile Repair Teams. All OEMs and MROs dovetail into separate vendor programs for engines (i.e. Rolls-Royce CorporateCare), APUs and avionics. Meanwhile, companies such as JSSI and Engine Assurance Program (EAP) offer independent programs covering tip-to-tail and engines, respectively. These are not aligned to OEMs and MROs, and prove highly popular in the industry. T

Aircraft, engines and systems manufacturers provide great programs providing risk-based parts and service support to operators at competitive pricing. These service programs typically cover labor and material, tailored to different operator requirements. Note these service programs may sometimes include an MMP.

Smart Parts, as well as coverage options for landing gear overhaul, cabin system components and scheduled/unscheduled labor. For a flat enrollment fee, operators can obtain coverage for new and for aircraft with up to 20 years of service. Bombardier also offers worldwide aircraft AOG and regular support for its business aircraft fleet.

AVBUYER MAGAZINE – July 2018

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Aircraft Index see Page 129

JetNet July.qxp_Layout 1 18/06/2018 11:40 Page 1

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Maintenance 2.qxp_Finance 19/06/2018 16:19 Page 1

OPERATING T MAINTENANCE

Aircraft Maintenance? Common Mistakes to Avoid

AVBUYER MAGAZINE â&#x20AC;&#x201C; July 2018

www.AVBUYER.com

Aircraft Index see Page 129

Maintenance 2.qxp_Finance 19/06/2018 16:21 Page 2

Bill Reeves, Director of Maintenance Services currently manages the entire maintenance team at Elliott Aviation’s headquarters in Moline, IL, including the King Air Service team and the Jet Service team. He offers vast experience in leading maintenance teams and managing highly-complex maintenance projects throughout his care er in aviation.

What are the things to avoid, saving you time and money when your aircraft goes into the maintenance shop? Bill Reeves, Director of Maintenance Services, Elliott Aviation, lists his top five items… or many aircraft operators, planning a maintenance event can be difficult. You often need to juggle calendar, cycle-based, and one-time events (like engines, APU, airworthiness directives (ADs) and service bulletins). Warranty requirements or power-by-the-hour programs can sometimes further complicate your schedule. By combining your events, you will ensure your items are taken care of in one shop visit. As we approach the deadline for the ADS-B mandate, many shops across the industry are seeing a heavy backlog of work, which can add to the complexity of scheduling and tracking your maintenance. (You may find your preferred shop location may not have availability for several months.) Nevertheless, taking the following common mistakes into consideration when planning your next event will help save you time a nd money.

5. Misunderstanding Current & Future Maintenance Status

A full understanding of your aircraft’s current and future maintenance status can save an operator a lot of extra time and expense, including avoiding additional unnecessary downtime. A thorough logbook review is critical to not only understand what is overdue and what is due, but also what’s coming due. If you are purchasing an aircraft and adding a large work scope (i.e. paint and interior), it may be in the shop for anywhere from a few weeks to a few months. To minimize your downtime, it can help to look past your scheduled ‘out’ date to see if anything else is coming due that can be taken care of while your aircraft is out of action. This could also include upcoming inspections, engine overhauls, service bulletins and ADs. Tip: Some operators subscribe to maintenance tracking systems to help them schedule all their due and upcoming maintenance items. Programs like CAMP and Traxxall can help an operator set up tracking information that will alert them to all items they need to consider when scheduling major or routine inspections. Advertising Enquiries see Page 12

4. Untimeliness of Approvals

During a major inspection a maintenance facility can shorten your downtime by working discrepancies in conjunction with your inspections. For instance, if you provide the shop with discrepancy approvals as they are discovered rather than waiting until later in the process it will save you valuable days at the end of the event. In addition to working discrepancies in parallel with your inspection, more manpower is typically available to devote to your aircraft during the initial inspection. Manpower can be allocated in advance of your aircraft’s arrival to ensure a faster turn-around on work completed. It will also allow for parts to be ordered sooner, which further reduces overall aircraft downtime and cost.

3. Not Planning an Incoming Debrief

An incoming debrief is essential to save time and money on an inspection. This gives you the opportunity to run through every item face-to-face with the team that is going to be working on your airplane. Typically, during a debrief, your maintenance facility will help set mutually agreed expectations of communication throughout the project. This includes how they will communicate discrepancies for your approval. In addition, incoming debriefs allow for thorough reviews between each department head/team-lead and you. For instance, if you are experienci ng weak pressurization, the mechanic working on the issue can help identify the problem directly by asking second- and third-level questions. (Is the problem happening at higher altitudes? Lower altitudes? In manual or auto mode?) This type of trouble-shooting provides an avenue to work the identified discrepancies in parallel with incoming runs and inspections, allowing parts to be ordered much earlier in the process.

2. Poor Communication Throughout the Inspection

Open communication throughout the process will help keep your inspection moving. Make sure that your project manager fully understands your communication preferences so you can be alerted in

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July 2018 – AVBUYER MAGAZINE

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OPERATING T MAINTENANCE

“...selecting a company that can help repair any additional items will save you having to reposition the airplane and put it down again for additional maintenance.” a way that is most convenient for you. Even if you are unsure or would like to request additional information, accurate and efficient communication is in an operator’s best interest, as it helps move each maintenance event forward. In this connected world, a project manager/teamlead can send you high-quality photos or a short video of a discrepancy to help discuss your options. Your maintenance facility might also be able to source less-expensive parts, like non-OEM or aftermarket airframe or avionics parts. In addition, several maintenance facilities have online and app-based systems that can provide you the most up-to-date status on your aircraft while it is in for an inspection. These programs can help share photos of discrepancie s, give you faster access to the individuals that are working on your aircraft, help you electronically approve, deny or request more information on discrepancies, manage and understand your bill and more.

1. Failing to Understand a Shop’s In-House Capabilities

A maintenance facility will rarely have 100% capabilities in-house and will often have items it needs to outsource to other companies. Outsourcing 92

AVBUYER MAGAZINE – July 2018

any components of your event adds an additional level of uncertainty to your downtime. While a one-stop-shop may not be necessary for a minor maintenance event, selecting a company that can help repair any additional items will save you having to reposition the airplane and put it down again for additional maintenance. As many aircraft owners are rushing to meet the ADS-B deadline, take the time to review all other items that are due. Many operators are taking this opportunity to bundle their major inspections and other items like Wi-Fi, paint and interior.

Putting it All Together

In this environment, don’t wait until your inspection is due to try and book your next event. Shop demand is incredibly high and is typically booked several months in advance. Start your process early and fully understand all maintenance you would like to have completed to include items coming due in the next three to six months. This will prevent you from having to schedule additional down time shortly after completing a major event and will alleviate the cost of repositioning your aircraft. T More information from www.elliottaviation.com

www.AVBUYER.com

Aircraft Index see Page 129

Wright Brothers May.qxp_Layout 1 23/04/2018 15:53 Page 1

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OPERATING T MAINTENANCE

Top Five Jet Maintenance Thoughts (For Before You Buy) The cost of purchasing the wrong aircraft has the potential to be economically and operationally disastrous. JSSI’s Brendan Lodge offers tips and thoughts on how to understand an aircraft’s maintenance costs, and budget accordingly - before you buy… hether new or used, different models should be considered like knives in a chef’s drawer—they each have different capabilities depending on the budget and mission profile of the buyer. Once a decision is made to purchase a used aircraft, most buyers start narrowing down the models that will meet their needs. However, many may not focus on how operating costs can vary greatly depending on the aircraft.

AVBUYER MAGAZINE – July 2018

The ongoing maintenance costs (scheduled and unscheduled) are the most significant operating cost after fuel and can be a real budget-breaker. A thorough examination is therefore required before buying an aircraft, and appropriate management is necessary thereafter. Following are five critical areas from a maintenance perspective that should be understood and budgeted adequately for before purchasing a used aircraft.

www.AVBUYER.com

Aircraft Index see Page 129

Maintenance3final.qxp_Finance 19/06/2018 12:22 Page 2

Brendan Lodge supports both JSSI Advisory Services and JSSI Parts from their Farnborough, UK, office. His long aviation career includes extensive experience in asset finance and business aircraft sales broking. Contact him via blodge@jetsupport.com

#1: Advice

Firstly, hire expert advice. Whether it’s a professional broker that you mandate exclusively to work for you without conflict, or a recognized industry consultant to support your Flight Department, you should budget for this expense. The investment will be worth every penny! Crucially, the advice needs to be independent, and entirely unbiased. There are also helpful software tools available from independent sources that can help you compare aircraft and develop a thorough budget. Input should include an analysis of the maintenance status of the aircraft to evaluate and appraise the maintenance adjusted value, as well as to account for any challenges or costs associated with the potential transfer of registration to another country or state.

#2: Engine Status

Know the condition or status of the engines and their value and be informed of where the engines are in their maintenance cycles. If the engines are on a “hard-time” inspection program, you need to know how long it is until the next major maintenance Advertising Enquiries see Page 12

event and whether it is a hot section inspection or an overhaul. If the engines are on an “oncondition” inspection program, you need to know when the next borescope inspections are due and account for these in the budget. Are the engines covered by a maintenance program and, if so, what exactly is covered by that program? These programs vary and it’s best to contact the program provider to understand the details of the coverage. Some programs can be sold with the pre-enrolled aircraft and some cannot. Sometimes owners want to take the equity in the maintenance program and transfer it to a new aircr aft, so those benefits would not be available to the aircraft with the sale. In addition, you should know what provisions are in place for payment or coverage of loaner engines whenever off-wing maintenance events are required. Most operators do not want the airplane grounded while major engine maintenance is happening. Accordingly, loaner engines are common practice, but sometimes there is limited availab ility for specific engine models, which could drive the costs up. It’s always better to plan and budget for these events in advance. 

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July 2018 – AVBUYER MAGAZINE

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OPERATING T MAINTENANCE

“When significant expenditure is due it will affect the aircraft value.” #3: Airframe Inspections

All aircraft will be subject to frequent airframe inspections and, for larger cabin aircraft, the major airframe inspections can easily exceed $1m. It is crucial that you know when the next major inspection is due as part of the due diligence before making an offer on an aircraft. When significant expenditure is due it will affect the aircraft value. Other considerations include the time it will take to do the inspections. Unlike engines that can be removed and replaced with loaners, the aircraft is not available while major airframe inspections are in progress and many owners will make plans to charter or contract supplemental lift during this time. This is another item to add to the budget. Ongoing airworthiness directives (ADs) and service bulletins (SBs) that may be issued for your aircraft can also impact the budget. You must check for these before purchasing a used aircraft. It is always wise to ask if there is an airframe maintenance program enrollment and if it covers any of these costs.

#4: Unscheduled Maintenance

Unexpected maintenance events will happen no matter what type of aircraft you choose and can be a difficult expense to calculate over the lifecycle of the aircraft. Your advisor or trusted consultant will give you a budget estimate based on factors including make, model, and time on the engines and airframe. Keep in mind that the OEM’s warranties do not cover all the unexpected costly repairs that may be needed in the first 5–10 years of a business jet’s 96

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life. Once again, enrolling the aircraft onto a maintenance program could be the best way to budget for such expenses.

#5: Regulatory Requirements

In addition to current airworthiness regulatory requirements, there are future mandates that come along and require upgrades or changes to the aircraft that will impact your budget. In the US, many aircraft on the market are not yet compliant with the new Automatic Dependent Surveillance-Broadcast (ADS-B) or Future Air Navigation System (FANS) 1/A requirements. As we approach the January 1, 2020 deadline, slots at maintenance shops are filling up fast and, just like any other supply and demand cycle, the cost of getting this work done rises with each passing week. It is undoubtedly a good idea to look for an aircraft that is already compliant, or at least budget for a premium cost for any aircraft that is not yet compliant. Supplemental Type Certificates (STC) are usually required for aftermarket equipment upgrades and these associated costs should also be accounted for, including the acceptability of existing STCs between different aircraft. When an STC is not acceptable to the new register the solution can be very costly in terms of both time and money.

In Summary

There are countless items to consider when purchasing an aircraft but with the right tools and expertise, you can ensure the right aircraft is purchased for your mission profile and budget. T More information from www.jetsupport.com

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OPERATING T SAFETY

How to get Value From BizAv Safety Audits How can Flight Departments get more from an audit? Mario Pierobon considers some of the intricacies of Business Aviation audits and how they can help the ongoing improvement of safety practices…

uditing is one of the most established tools that a Business Aviation Flight Department can deploy to monitor its safety performance. Audits can relate to a variety of operational aspects (including compliance with industry regulatory requirements and safety performance), helping you monitor these against your established safety objectives. With a wealth of knowledge that can be derived from audits it’s vital that Flight Departments develop knowledge of how to treat audit information to maximize the value.

Keeping Audits and Inspections Separate

Audits can commonly be confused with inspections, 98

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and the terms ‘audit’ and ‘inspection’ are often misused interchangeably. Flight Departments must be clear that audits are conducted to get a sense of how the department is currently performing as compared to how it should be performing. The audit assesses how comprehensively a set of requirements are being met, and the scope of the audit is normally very detailed. Conversely, the scope of an inspection tends to be far more limited. Inspections are conducted more at the micro-level (typically requiring assessment of how line operatives perform compared to the operational guidelines they’re given), whereas an audit would usually require in-depth review of the organizational set up, and discussio n with  key personnel.

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Aircraft Index see Page 129

It’s time. What are the most precious things in your life? Your family, your friends, your business? Whatever they are, the most precious resource that links them all together is time. That’s why CorporateCare® offers our customers the industry’s most comprehensive global service network and leading edge digital tools, all focused on getting you to your destination as planned. It’s time to protect your most precious resource. It’s time to consider CorporateCare®. For more information, email corporate.care@rolls-royce.com. The future. Rolls-Royce.

Safety June18 singlepages.qxp_Finance 19/06/2018 15:44 Page 2

OPERATING T SAFETY

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

Business Aviation Flight Departments are required to undergo a wide variety of audits. These can include IS-BAO or IS-BAH audits, internal audits performed by the compliance monitoring department, or audits conducted by prospective customers (such as an organization seeking to charter an aircraft or place a jet with a management company). Each audit has a specific scope and can provide its own contribution to the Flight Department’s intelligence, based on that scope. But what are some pointers for getting the most out of them?

Maximizing Your Feedback

Additional intelligence can be derived from the fact that each individual auditor has his/her specific sensitivity when conducting an audit. Though several attempts have been made to ‘calibrate’ auditors, it is nearly inevitable that there will remain a degree of inference among individual auditors. This is particularly true in aviation as everyone who deals with standards and regulations knows that there is almost always the need to interpret these. While subjective perspectives can prove problematic when a finding reveals a noncompliance issue, being exposed to multiple perspectives can offer some food for thought for Flight Departments who are genuinely seeking continuous improvement. A good practice is to try to have the Flight Department set up reviewed (i.e. audited) by as many different agencies as possible over time and collecting a wealth of feedback. 100

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Prioritizing the Feedback

While the feedback coming from audits can be of great value for a Flight Department to understand its pitfalls and required areas of intervention, not all feedback needs to be treated equally. Inevitably some will be of more value than others and therefore prioritization is needed when acting on the feedback received to implement the continuous improvement. Some feedback will concern actual ‘findings’ (i.e. Flight Department practices which are not in line with the set standards), and these will need rectification within a given timeframe. Other feedback will concern areas of possib le improvement which do not need to be immediately implemented, but should nevertheless be pursued by proactive Flight Departments. These are the ‘nice-to-have’ items which, when implemented, demonstrate the Flight Department is invested in continuous improvement and goes the extra mile to achieve it. Feedback on the ‘nice to have’ category should not necessarily lead the Flight Department to simply impleme nt everything they are recommended. Analysis should be given before resources are made available to implement changes. The analysis should prioritize the practices which more tightly meet a Flight Department’s specific safety objectives.

In Summary

Ultimately, audits are very powerful tools to seek continuous improvement within Business Aviation Flight Departments, and the feedback should be fully understood and weighed carefully to establish compliance when findings are raised. T

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OEM Bites

Aerion has appointed two units of TAG Aviation to support the sale of its AS2 supersonic business jet. TAG Aviation UK will act as a sales consultant in Europe, Africa and the Middle East. TAG Asia will act as a sales consultant in China, Hong Kong, and other parts of southwest Asia. Aerion plans to fly the AS2 in 2023 and achieve certification in 2025.

Bombardier Introduces New Global Models The Bombardier Global 5500 and 6500, announced in May, will soon fly as far as 5,700nm and 6,600nm respectively. These two new aircraft fit effectively between the Global 5000 and 7500. he new large-cabin Global 5500 and 6500 will offer top speeds of Mach 0.90 and a significant 13% fuel burn advantage when measured against competing aircraft, Bombardier says. Using a pair of Rolls-Royce Pearl engines, created specifically for these new aircraft, as well as a new wing, the Global 5500 will connect Sao Paolo and Paris, or Moscow and Los Angeles while the Global 6500 will reach London from either Hong Kong or Singapore. Both Bombardier models will incorporate a Vision Flight Deck, the company’s Combined Vision System (CVS), as well as newly designed cabins featuring the Nuage chaise, a lounge chair

that converts into a flat surface for sleeping or banquet-style dining around the table. The Global 5500 and 6500 are expected to enter service in 2019. In addition, the Global 7000 will now be known as the Global 7500 aircraft. “Our Global family of aircraft is entering a new era, with the Global 7500 aircraft as its flagship,” said David Coleal, President, Bombardier Business Aircraft. The Global 7500 aircraft is on track to enter service during the second half of 2018. All five of its test vehicles are in the flight test program, with more than 2,000 hours of flight testing accomplished. The Global 7500 boasts an unmatched range of 7,700nm, a full 300 nautical miles further than initial commitments. More information from www.bombardier.com

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More information from www.aerionsupersonic.com

Airbus Corporate Helicopters (ACH) has enjoyed strong first-year sales since launching at EBACE 2017. Despite 2017 being “a little bit depressed overall for Business Aviation in terms of volume of sales,” the first year has been “a great success for us with 58 sales,” said Frederic Lemos, ACH’s global head. “…Already further sales have been made this year, including five orders for ACH versions of the forthcoming H160.” More information from www.airbuscorporatehelicopters.com

Airbus Corporate Jets (ACJ) has created a new cabin design concept called Harmony, which combines the comfort and space of a wide-body cabin with the practicality to suit the longest of flights. Initially proposed for the new ACJ330neo family, Harmony can also suit other Airbus wide-bodies, such as the ACJ350 XWB. More information from www.airbuscorporatejets.com

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Boeing announced four new orders in 2018 as elite customers continue to favor Boeing's portfolio of ultra-largecabin, long-range airplanes. Two of the new orders this year are for the BBJ MAX airplane, adding to a backlog of 19 airplanes and making the BBJ MAX one of the best-selling business jetliners in history. More information from www.boeing.com/bbj

Dassault Elaborates on Falcon 6X Upgrades As Dassault elaborates on the improved capabilities of its new Falcon 6X, the reaction from potential buyers is described as “quite positive”.

hen Dassault announced the Pratt & Whitney Canada PW812D-powered Falcon 6X in late February, chairman and CEO Eric Trappier explained that the company had been developing a Plan B for the now-canceled Falcon 5X. Switching to the P&WC engine results in compelling enhancements and a thrust increase for the new large-cabin Falcon (13,000-14,000lbst, versus 11,450lbst with the Silvercrest). Specific fuel consumption of PW800s is some 10% less than that of other current in-service engines, P&WC says. To accommodate the higher-weight P&WC engines and associated systems, the new twinjet will have a 20-inch-larger cabin (to keep the 6X within its center of gravity) that will feature large windows

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and skylight (retained from the 5X design). Cabin height will be 78 inches and the baggage compartment will be 155 cubic feet. The Falcon 6X’s MTOW will be 77,460lbs. It will also have a 300nm range increase over the 5X (to 5,500nm). The extra fuel required for the additional range caused Dassault to switch to a nitrogen-based fuel pressurization system, a first for a business jet. Flight testing is expected to begin in early 2021, with entry into service planned in 2022. Eric Trappier reveals, “In the short months since it’s unveiling, we have presented the Falcon 6X to a wide range of potential buyers, and the reaction has been quite positive.” More information from www.dassaultfalcon.com www.AVBUYER.com

GE Aviation has started the certification test program for its newlynamed Catalyst engine that will power the Cessna Denali single-engine turboprop, due to enter service in 2020. The test engine has already run 60 hours this year, and a second test engine is almost complete. Fabrication of the nose section, fuselage, wings and tail cone of the first three flying Denali prototypes is underway, meanwhile. More information from www.geaviation.com

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Embraer Phenom 100EV Makes European Bow

Gulfstream’s G600 long-range, largecabin business jet made its European debut alongside the also-new G500 at the recent EBACE Show. The G500 is nearing completion of function and reliability (F&R) testing, which will mark the end of the flying required for FAA type certification later this summer. The Gulfstream G650ER, meanwhile, has added another citypair speed record, this time flying over the North Pole to connect the 6,870nm between White Plains, New York and Shanghai at an average speed of Mach 0.86. More information from www.gulfstream.com

The entry-level Embraer Phenom 100EV business jet was presented at EBACE2018. An evolution of the Phenom 100E, the 100EV delivers improved performance with modified engine, a new avionics suite and cabin enhancement.

he Phenom 100EV incorporates the Prodigy Touch flight deck, which was originally introduced in the market aboard the larger Phenom 300 Light jet. Pratt & Whitney Canada’s modified PW617F1-E powerplants offer greater thrust, providing more speed and improved performance. “We got some great feedback on the Phenom 100EV at EBACE, validating both the avionics and performance upgrades as well as the cabin enhancement with the side-facing seat,” Peter Griffith, Senior VP Sales, Europe, CIS & Africa told AvBuyer. “Since we have open static display policy, several hundred guests experienced the Oval Lite cross-section of the Phenom 100EV. “The Phenom 100EV also pleased pilots with the upgrade of the base avionics suite to Garmin's G3000. Charter operators were among our guests that visited the Phenom 100EV and expressed that the airline-grade cockpit and high 106

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utilization capability and enhanced capacity fit their demand profiles. “Also appreciated is the Phenom 100EV's hot-and-high performance, adding operational capabilities to ensure maximum range availability at airports at higher altitudes.”

First Phenom 300E Delivered

Embraer also delivered the first new Phenom 300E, having received its type certificate in Q1 2018 from the FAA, EASA and the Brazilian Civil Aviation Agency. The new aircraft is designated ‘E’ for ‘Enhanced’ as reference to its entirely redesigned cabin and the addition of the industry-leading nice HD CMS/IFE by Lufthansa Technik. The Phenom 300E was subsequently also making an EBACE debut. The new model’s highly successful predecessor has been the best-selling and most delivered Light jet for the last six years. More information from www.embraerexecutivejets.com

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Honda Aircraft’s upgraded HondaJet Elite business jet will replace the current version of the light business jet next month. The changes include increased fuel capacity from an auxiliary fuel tank placed under the belly. The HondaJet Elite’s takeoff roll will be reduced by ~450ft, range will increase 17% to 1,437nm (4 pax), and useful load has increased from 3,401lbs to 3,627lbs. More information from www.hondajetelite.com

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Pilatus Aircraft announced a new PC-12 Master Maintenance Plan, reducing required maintenance man-hours by 2040%. Under the plan operators can package maintenance tasks and use “pre-packaged” tasks under six intervals: 300FH; 300FH/12 months; 600FH; 600FH/12 months; 1,200FH/12 months; and 2,400FH/24 months (on a “whichever comes first” basis). More information from www.pilatus-aircraft.com

Piaggio Increasing Sales and Production Italy’s Piaggio Aerospace, which was acquired by Abu Dhabi, UAE-based Mubadala in 2014, said its new five-year plan unveiled in December has already led to positive results with sales of its $7.7m Avanti Evo twin-engine turboprop picking up. lans are to gradually increase Avanti Evo production. As of late May there were 20 aircraft in various stages of assembly on Piaggio's production line in Villa d’Albenga, Italy, including 12 Avanti Evos. (The other eight airframes are Hammerhead P.1HH unmanned variants destined for the UAE armed forces.) More than 230 P.180 Avantis are now in service worldwide, ten of which are the new-generation Evos. Meanwhile the company has partnered

with Walterboro, South Carolina-based LowCountry Aviation to develop an STC for upgrading the P.180 Avanti I with the Magnaghi Aeronautica main and nose landing gear (featuring digital steering system) developed for the current Avanti Evo. The FAA STC should be available by the end of 2018, with EASA approval expected later. More information from www.piaggioaerospace.it

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Quest Aircraft launched an upgraded version of its Kodiak single-engine turboprop. The $2.15m list-price Kodiak II will feature Garmin G1000 NXi avionics. Attention to the airframe includes features designed to reduce cabin noise, while the aircraft’s Pratt & Whitney Canada PT6A-34 engine now includes a chip detector in the accessory gearbox. More information from www.questaircraft.com

Textron’s Beechcraft King Air 350i roled out with improved situational awareness and navigation while iTAWS is now standard on the Pro Line Fusionequipped Beechcraft King Air 350i/ER. iTAWS brings aural and visual warnings to the PFD and MFD while eliminating the standalone TAWS line-replaceable unit along with all related wiring and complexity. More information from www.txtav.com

Aircraft Index see Page 129

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COMMUNITY NEWS T PEOPLE Serge Dassault

John Rahilly

passed away on May 28, aged 93. European Business Aviation Association (EBAA) Chairman Juergen Wiese joined with National Business Aviation Association (NBAA) President and CEO Ed Bolen in honoring the life and legacy of the Dassault Group chairman emeritus and Business Aviation leader. They further announced that EBACE2018 was dedicated to Dassault’s memory.

long-time Business Aviation executive, sadly died May 24 at his home in Southport, North Carolina. He had an aviation career that spanned more than 40 years and led him to senior roles at numerous Business Aviation companies.

Mick Baumann is the new director of maintenance at Guardian Jet. Baumann previously served as an avionics technician for UTFlight.

Allen Goad

Colleen Kelly

Tracy Biegler is stepping down as president and CEO of Enstrom Helicopter Corporation to pursue other opportunities. Matt Francour takes over as interim president and CEO. Another recent appointment at the company was Dennis Martin as director of sales and marketing. Nick Fadugba of African Aviation Services Limited is the new chairman of the African Business Aviation Association (AfBAA). He replaces Tarek Ragheb, the founding chairman of AfBAA. Allen Goad has been named president of Twin Commander Aircraft, replacing Matt Isley, who after ten years at the helm has taken an executive position with another company but remains within the Twin Commander family.

Leah Lenardic

Colleen Kelly has been appointed vice president of talent acquisition on behalf of Texas-based, Mente Group, a leading international aviation advisory firm.

Leah Lenardic has joined Duncan Aviation’s aircraft sales and acquisitions team. With more than 15 years of aviation experience, Lenardic is described as a valuable addition. Diane Levine-Wilson together with her daughter, Shari Levine Gagliardo has launched The Shiane Group, a project focused research service. Together they ran AMSTAT Corporation for 26 years.

Diane Levine-Wilson

Nic Robinson has been promoted to regional senior vice president for Gulfstream, responsible for the Africa, Middle East and South Asia regions. Robinson was formerly regional vice president, sales, Africa. Mike West has been promoted to regional senior vice president for Gulfstream, covering the Northeastern US. West moves into his new role from sales director, Metro New York.

Nic Robinson

Rebekah Williams has joined Duncan Aviation’s aircraft sales and acquisitions team. Mark Wilson has been promoted to the newly created position of Pilatus program director at Cutter Aviation. T

Mike West

BizAv Events Farnborough Int’l Airshow Jul 16 – 22, Farnborough, UK www.farnboroughairshow.com

Festival of Flight Aug 18 – 19, London Biggin Hill, UK www.bhfof.com

US Corporate Aviation Summit Sep 6, Miami, FL, USA www. aeropodium.com

Air Charter Expo (ACE18) Sep 11, London Biggin Hill, UK www.aircharterexpo.com

MEBAA Conference Sep 17, Tunisia www.mebaa.com

EAA: Airventure Jul 23 - 29, Oshkosh, MI, USA www.eaa.org

MEBAA Conference Sep 3, Jeddah, Saudi Arabia www.mebaa.com

The Elite New York Sep 8 - 9 Essex County Airport, NJ, USA www.theeliteevents.com

RUBACE Sep 12 – 14, Moscow, Russia www.rusaviainsider.com

SETOps 2018 Sep 28, Royal Aeronautical Soc., London, UK www.setops.co.uk

LABACE Aug 14 – 16, Sao Paulo, Brazil www.abag.org.br

NBAA: Regional Forum Sep 6, San Jose, CA, USA www.nbaa.org

CIS Business Aviation Symposium Sep 10, Baku, Azerbaijan www. aeropodium.com

AOPA – Fly-in Sep 14 - 15, Santa Fe, NM, USA www.aopa.org

Business & GA Suppliers Conf Oct 2 - 3, Paradise Valley, AZ, USA www.speednews.com

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Aircraft Index see Page 129

Products & Services July copy.qxp_Layout 1 18/06/2018 12:42 Page 1

PRODUCTS & SERVICES Aruban Registry Awards Aegle Aviation

Aegle Aviation has been awarded its Aruba Economic Authority licence by the Ministry of Transport to be followed soon by its Aruba Air Operator Certificate (AOC). AEGLE Aviation’s Chief Executive Officer, Ms Joyce Kee is proud of her team ‘This is an important milestone for AEGLE Aviation and we are very pleased to have achieved it. Now, our clients can place their aircraft in the charter market and fully utilize its usage. We foresee an increase in this segment and the team is extremely pleased to work with the Aruban Registry to achieve this”. www.airsafetyfirst.com

F/LIST Announce New Facilities & New Partnership

Austrian high-end business aircraft interior manufacturer F/LIST has officially opened F.LIST CANADA CORP. its new production facility in the Montreal aerospace cluster. It provides highquality wood veneers for business and executive jet interiors, finishing and assembling of interior components, refurbishment of interiors, and product and customer support for the entire North American market. In addition, F/LIST announces a new sales partnership with Lufthansa Technik: and as of now, F/LIST distributes Lufthansa Technik’s nice HD system for the aftermarket business. Currently, the nice HD system is available for the Bombardier Challenger, Bombardier Global and Gulfstream G450/G550 platforms. www.f-list.at

JSSI Acquires Conklin & de Decker

Jet Support Services, Inc. (JSSI), the leading independent provider of maintenance support and financial services to the aviation industry, has acquired Conklin & de Decker Associates. An industry leader in aviation research, Conklin & de Decker has provided a wide range of aircraft cost and performance data to the business aviation industry for nearly 35 years. “As the sole independent provider of maintenance programs to the business aviation industry, coupled with the JSSI Parts and Advisory Services platforms, JSSI has a vast and unique data set covering virtually all makes and models of business jets. Combined with the unparalleled delivery platform of Conklin & de Advertising Enquiries see Page 12

Decker, we will provide the business aviation market with a level of information and transparency not seen before,” stated Neil Book, president and CEO for JSSI. Bill de Decker, co-founder of Conklin & de Decker commented, “Our companies have many similarities, and all of us at Conklin & de Decker look forward to building on our synergies, especially our dedication to a service-based culture. We have worked very closely with the JSSI team since its inception in 1989, and now we are very proud to be a part of this successful and innovative company.” www.jetsupport.com or www.conklindd.com

Rockwell Boosts VIP Presence

Rockwell Collins and Comlux have signed a general terms agreement in which Rockwell Collins will provide its VIP customers with a comprehensive product portfolio, including avionics, cabin management, content and entertainment options, seating, lighting and galley products, as well as ARINCDirectSM connectivity and flight services. Engineering work on the first two aircraft awarded under this fiveyear agreement is now underway. Product offerings from the full portfolio were selected for a BBJ retrofit and the first BBJ MAX being delivered. Work will be completed at Comlux, based in Indianapolis, Indiana. Comlux Completion, approved to equip and maintain Airbus Corporate Jets, Boeing Business Jets, Bombardier Business aircraft and Sukhoi Business Jets, is an innovator in the large to very large business jet aircraft segment proposing luxury engineered cabin completions, upgrades and refurbishments. www.rockwellcollins.com or www.comlux.com

Rolls-Royce launch New Pearl Engine Family

The Pearl engine has been purposebuilt and will be the sole engine for Bombardier’s latest business jets, the Global 5500 aircraft and the Global 6500 aircraft. Rolls-Royce is the world’s leading engine supplier for business aviation, powering over 3,000 aircraft in service today, with a 42% market share. The Pearl 15 is the first of the planned state- of-the-art Pearl engine family for business aviation and marks the sixth new civil aerospace engine introduced by Rolls-Royce in the past 10 years. Enabling travellers to travel farther, faster, quicker and quieter, the Pearl 15 will deliver up to 15,125lb of thrust (ISA +15), thanks to the most efficient engine core available across the business aviation sector. Despite delivering up to 9% more thrust during take-off than the BR700, the engine will be 2 decibels quieter and operators will benefit from a 7% improvement in specific fuel consumption (SFC). The engine will also deliver world-leading emissions performance, including best in class NOx emissions,

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PRODUCTS & SERVICES despite propelling customers at speeds approaching the speed of sound (Mach 0.90). www.rolls-royce.com

Textron Expands European Service

Textron Aviation recently announced that it has expanded its London UK presence with a line maintenance station at London Biggin Hill Airport, further enhancing accessibility to factory-direct service and support for Citation, King Air and Hawker customers operating throughout Europe. The Biggin Hill station opened last month, making the services of Textron Aviation more accessible and convenient for business aviation operators who rely on the busy hub of London. “In 2012, we committed to the European market to grow our service and support in the region. And five years later, we’ve delivered on that commitment,” said Kriya Shortt, senior vice president, Customer Service “. www.txtav.com

Universal Avionics see Rise in SBAS-FMS Upgrades

Universal Avionics is continuing to see a strong interest in SBASFMS upgrades as NextGen and SESAR initiatives ramp up. The company saw a 40% growth in SBAS-FMS upgrades from Q1 to Q4 in 2017. “Our Authorized Dealers/Integrators and operators are seeing the value in upgrading to a UA SBAS-FMS versus other standalone solutions as it provides other key benefits in support of NextGen and SESAR initiatives,” said Robert Clare, UA Director of Sales. “Our family of SBAS-FMSs ensure compliance with P-RNAV and are a key element of PBN and RNP/RNAV,” he added. “They are also a main component in our FANS 1/A+ solution. www.uasc.com

The interior features smooth leather floors, soft, tonal furnishings, ambient lighting and a library of books. It’s a space that entices you to pull up an armchair, switch on a reading lamp, pour yourself a drink and delve into your favourite book. Winch Design is also excited to announce its latest collaboration with Sparfell and Partners, a game-changing doubledecker A380 concept that is sure to embrace their signature design philosophy, centred on the importance of creating dynamic spaces that are balanced, beautiful and uplifting. www.winchdesign.com

Asset Insight Launches Real-time Aircraft Value System

Last month, Asset Insight announced its new eValues web-based system, allowing users to instantly obtain their aircraft’s Current Market Value and estimated Residual Value, compare their aircraft’s marketability against other aircraft listed for sale, and predict future maintenance expense, with all information updated daily. The only such tool available in the industry today, eValues also allows users to track data for one or more aircraft, an entire fleet or portfolio, and compare current and forward-looking information for selected aircraft side-by-side. The eValues tool analyzes every production year for most modern make and model Business Class aircraft. Subscribers can access analytics based on preloaded aircraft information by simply entering a Serial Number, and they may also update existing data and assumptions for any aircraft. www.assetinsight.com

Bombardier Unveils nice Touch CMS

Bombardier unveiled a preview of the revolutionary nice Touch cabin management system, a Bombardier-designed platform developed in collaboration with Lufthansa Technik and found exclusively on the Global 7000 aircraft.

Winch Design Shows Off ACJ319

At the recent EBACE event in Geneva Winch Design presented their ACJ319 for sale through Sparfell & Partners, an industry leader in aircraft management and sales. Delivered in 2013 at AMAC Aerospace in Basel, this stunning aircraft was designed to emulate the luxury of Private Gentleman’s Clubs. 112

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The new system brings cabin connectivity to the next level with two new layers of interaction, creating a multifaceted solution that combines physical and digital interfaces to ensure effortless control of the cabin environment and entertainment. For ultimate cabin efficiency and enjoyment, the nice Touch CMS introduces a new way to connect with the cabin through the Bombardier Touch dial, featuring business aviation's first application of an OLED display. Always within reach from the comfort of the passenger's seat, it discreetly rises from the side ledge with the touch of a finger to provide rapid control of entertainment and cabin settings. www.businessaircraft.bombardier.com www.AVBUYER.com

Aircraft Index see Page 129

Jetsense Aviation Citation Falcon 50 June.qxp_Empyrean 18/06/2018 12:36 Page 1

S H O W C A S E

Priced at $1,095,000 USD 1989 Falcon 50 Serial Number: Registration: Airframe TT: Landings:

0188 N188FJ 6310 4600

 6,310 Hours TTAF (One Of The Lowest Time Falcon 50’s On The Market)  Landing Gear Overhaul Complied With July 2011, Next Due July 2023  1C, 2C, & 4C Complied With In July 2013 by West Star Aviation  Part 135 Operated and Maintained  Beautiful Paint And Interior  5-Screen Collins ProLine II  Fresh Prebuy Airframe Maintenance Tracking Enrolled on CAMP Engines Honeywell TFE731-3-1C Position: 1 2 S/N: P76652 P76640 THSN: 6310 Hours 6310 Hours TCSO: 4600 Cycles 4600 Cycles TSO: 3974 Hours 3983 Hours TSHO: 1160 Hours 1160 Hours Program: MSP Gold MSP Gold Position: 3 S/N: P76655 THSN: 6040 Hours TCSO: 4413 Cycles TSO: 2294 Hours TSHO: 940 Hours Program: MSP Gold

APU Description Honeywell GTCP36-100(A) Serial Number P-296 Total Time Since New 3793Hours Avionics COLLINS PROLINE II SUITE Autopilot / Flight Director 2 Collins APS-85 Air Data Computers 2 Collins ADS-82 Cockpit Voice Recorder 1 Fairchild A100A Cockpit Displays 5 Collins EFIS-86C-14 Flight Management System 2 Global GNS-XLS w/GPS (approach certified) Global Positioning System 2 GNS-XLS Transponder 2 Allied Signal MST-67A w/Mode S VHF Communication 2 Collins VHF-22B w/8.33 spacing Radar Altimeter 1 Collins ALT-55B Navigation Radio 2 Collins VIR-32 w/FM immunity Traffic Collision Avoidance System 1 Allied Signal TCAS-II w/change 7 General Specifications Seating 2/9 Baggage (CuFt Ext/Int) 90 / 25 Cabin Height (Ft) 5’10” Cabin Width (Ft) 6’1” Cabin Volume (CuFt) 833.92 Interior Galley Location - Forward with microwave, coffee maker, and oven Lavatory Location - Aft (Belted) Exterior Base Paint Color(s) - Matterhorn White Stripe Color(s) - Gold and Green

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 July 2018 – AVBUYER MAGAZINE

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Jetsense Aviation Hawker 850XP July.qxp_Empyrean 18/06/2018 11:59 Page 1

S H O W C A S E

Priced at $2,595,000 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

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www.AVBUYER.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com Aircraft Index see Page 129

Jetsense Aviation Lear 60XR July.qxp_Empyrean 18/06/2018 12:01 Page 1

S H O W C A S E

Priced at $3,250,000 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 PCE-CA0497 PCE-CA0496 S/N: 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 July 2018 – AVBUYER MAGAZINE

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Sky Aviation Holdings Beechjet 400A / Hawker 400XP July.qxp 20/06/2018 09:29 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:

N76GJ 5085 3712

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

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

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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

Aircraft Index see Page 129

GainJet March.qxp 21/06/2018 09:22 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: andrew@gainjet.com www.gainjet.com July 2018 – AVBUYER MAGAZINE

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SMS G450 July.qxp_Heeren Cit Ultra sep 18/06/2018 12:03 Page 1

S H O W C A S E

Aircraft currently undergoing 96 Month Inspection, Ideal Time for Pre Buy Inspection

2010 Gulfstream G450 Serial Number: Registration: Airframe TT: Landings:

4185 VH-MBP 2,747 1,103

FAA Part 135 Certification (Up to 10 Hours Flight Time) * LSZ-860 Lightning Sensor System * PlaneView Enhanced Navigation Package * Enhanced Sound Proofing * Runway Assurance Advisory System * Protective Coating for Exterior Paint * ASC 077 TCAS 7.1 * ASC 910 Latest Software and Hardware Upgrade to Certification G * ASC 084 Mandate Package, FANS 1A, CPDLC, and ADS-B Out Airframe Certificate of Airworthiness: June 2010 Entry Into Service: September 2010 On Plane Parts Engines Rolls Royce TAY 611-8C LH s/n 85375. RH s/n 85376. APU: Honeywell GTCP36-150 | s/n P-411 | 1,346.5 TT Avionics & Connectivity Honeywell Primus Epic Planeview Four Honeywell DU-1310 Flat Panel Display Units Three Honeywell MC-850 Multifunction Control Display Units Honeywell/Kollsman Visual Guidance System Honeywell GP-500 Flight Guidance Panel Three Honeywell MAU-16U Modular Avionics Units

Three Honeywell AZ-200 Air Data Modules Honeywell WU-880 Colour Weather Radar Two Honeywell RT-300 Radio Altimeters Three Honeywell LASEREF V Micro Internal Reference Units Three Honeywell AV-900 Audio Panels L3 Flight Data Recorder (88 Parameters) L3 Cockpit Voice Recorder L3 TCAS 2000 Traffic Collision Avoidance System Goodrich GH3100 Standby Attitude/Airspeed/Altitude Indicator Honeywell MCS 7000 SATCOM 2 Mason Cursor Control Devices Honeywell/Krollsman HUD/EVS Enhanced Vision System ASC 077 TCAS 7.1 ASC 910 Latest software and Hardware upgrade to Certification G Interior 16 Passenger Configuration, Four single club seats and two executive tables, Four-place conference with opposing credenza, 2 x four-place Divan. Solid Cabin Divider between Cabin 2 and Cabin 3 Exterior Overall Matterhorn White with Maroon/Grey Stripes Protective Coating for Exterior Paint Entertainment Two Multi Region Dual DVD Player 24” LCD Monitor in Forward Right-Hand Bulkhead 19” LCD Monitor Above Credenza 19” LCD Monitor in Aft Left-Hand Bulkhead

SMS Aircraft Suite 1108, Level 11 St Kilda Road Towers 1 Queens Road, Melbourne Victoria, 3004, Australia

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Tel: +613 9863 9550 Cell: +61 417 727 727 E-mail: gsvensen@smsaircraft.com www.smsaircraft.com Aircraft Index see Page 129

SMS G550 July.qxp_Heeren Cit Ultra sep 18/06/2018 12:06 Page 1

S H O W C A S E

Priced at $26.95M USD 2011 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:

5327 N881WR 2,060 623

Fresh 12/24/36/72 Month Inspections Completed January 2018 At GAC in Las Vegas * Engines on RRCC * APU on MSP * Airframe on Plane Parts * Immaculate * One Owner Since New * 18 Pax Interior Arranged In 4 Seating Groups * Enhanced Nav * Synthetic Vision * HUD/EVS * Swift Broadband HD710 Wireless LAN * No Expense Spared MX Record by Very Fastidious Owner Airframe On PlaneParts APU Honeywell RE220: 1,581 Hours | On MSP Engines Left Engine: Hours: 2060 | Total Cycles: 623 Enrolled on RRCC Right Engine Hours: 2060 | Total Cycles: 623 Enrolled on RRCC Avionics & Connectivity Four (4) Honeywell DU-1310 Flat Panel Display Units Two (2) Honeywell DC-884 Display Controllers One (1) Honeywell DP-884 Display Brightness Panel One (1) Honeywell/Kollsman Visual Guidance System (VGS) Three (3) Honeywell MAU-913 Modular Avionics Units

One (1) Honeywell GP-500 Flight Guidance Panel Three (3) Honeywell MC-850 Multifunction Control Display Units Three (3) Honeywell AZ-200 Air Data Modules One (1) Honeywell WU-880 Weather Radar Receiver/Transmitter Antenna Two (2) Honeywell WC-884 Weather Radar Controllers Three (3) Honeywell IR-500 LASEREF V Micro Inertial Reference Units Two (2) Honeywell MRC-855A Modular Radio Cabinets Three (3) Honeywell AV-900 Audio Panels One (1) Honeywell MT-860 Third Navigation/Communication Cabinet Two (2) Honeywell RT-300 Radio Altimeters One (1) L3 Cockpit Voice Recorder (CVR) One (1) Cockpit Voice Recorder (CVR) Control Panel One (1) L3 Flight Data Recorder (FDR) Two (2) Davtron Digital Clocks One (1) L3 EBD14000 Radio Magnetic Indicator (RMI) One (1) L3 Magnetometer One (1) L3 GH-3100 Standby Attitude/Airspeed/Altitude Indicator Interior Gulfstream Select Universal 18 Pax Interior. Aft private cabin separated by solid bulkhead, with pocket privacy door, features a single club chair across from berthable 3 place divan Exterior Overall Matterhorn White with Medium Grey, Black, and Gold Striping

SMS Aircraft Suite 1108, Level 11 St Kilda Road Towers 1 Queens Road, Melbourne Victoria, 3004, Australia Advertising Enquiries see Page 12

www.AVBUYER.com

Tel: +613 9863 9550 Cell: +61 417 727 727 E-mail: gsvensen@smsaircraft.com www.smsaircraft.com July 2018 â&#x20AC;&#x201C; AVBUYER MAGAZINE 119

Veling Tayara July.qxp_Empyrean 21/06/2018 09:17 Page 1

S H O W C A S E

2008 Embraer Legacy 600 Registration: Airframe TT: Landings:

Cayman 3676 1347

 Interior: 13 passenger, 2-4 crew. (fully refurbished December 2016)  Paint: New January 2017 Engines LH/RH: 3,676/3,676 RRCC APU EEC Enhanced

Avionics & Connectivity Honeywell Primus 1000 with: Five tube EFIS/Flight Director DU870 Dual Honeywell FMS FMZ 2000 Single Weather Radar Transceiver WU880 Triple Honeywell VHF Comms RCZ 833K Dual Honeywell HF KRX 1053 Dual Honeywell DME/NAV/ADF RNZ851 Dual Honeywell RAD ALT Dual Honeywell IRS Dual Honeywell GPS Single SELCAL decoder Single Honeywell TCAS system TCAS 2000 Dual Honeywell Air Data Computer SS Cockpit Voice Recorder SS Flight Data Recorder Airshow 4000 upgrade Irridium SatPhone

Interior 13 seat interior with forward cabin club four, mid-cabin dining four opposite credenza and aft cabin with two club seats (port side) opposite three-place berthable divan. All seats are leather including divan (Townsend Royal Hide/ Lemonwood). Woodwork is medium mahogany. Side walls are ultra-leather (Tapis/Milkweed). New carpet is beige (Inverness), patterned. Polished metal fittings. New seat belts, buckles and lumbar cushions. Cockpit seats (sheepskin), jump seat and flight attendant seat refurbished. New cockpit carpet. Galley refurbished including new glass and inserts for display cabinet, new Lexan trays for cutlery and crockery. New carpet and all woodwork refurbished. VIP lavatory refurbished with new mirror, carpet, sink and leather seat cover Make Offer

Veling Tayara Louis Steven Concord Tower, 6th Floor, Dubai Media City PO Box 126732, Dubai, UAE

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Tel: +971 56 345 2106 +971 44 549 767 E-mail: louis@velingtayara.aero www.velingtayara.aero Aircraft Index see Page 129

Mente July.qxp 18/06/2018 12:08 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

2002 Global Express

E-mail: info@mentegroup.com Tel: + 1 (214) 351-9595

Serial Number: Registration: Airframe TT: Landings:

USB Honeywell DL950 DME (Distance Measuring Equipment) Dual Honeywell DM-850 EFIS (Electronic Flight Instrument System) Honeywell Primus 2000XP DU-870 Interior (2014/2017): 13 pax: Forward 4 place club seating with mid-cabin 4 place conference group across from credenza. Aft cabin has 3 person divan across from two club chairs. Club chairs are in a deep tan leather. Divan in neutral brown cloth covering (2017). New carpet and lower sidewalls in 2017. Wood veneer finish redone to a high gloss finish in 2011 and touched up in 2017. Electric Window Shades Exterior Paint (2017): Matterhorn White with Titanium, Blue, and Gray Metallic stripes. Paint by West Star Aviation in Grand Junction, CO

9025 N925G 4741 2,101

• FOR SALE OR LEASE • GOGO BIZ 4G INTERNET • COLLINS VENUE ENTERTAINMENT SYSTEM • ENGINE AND APU ON PROGRAMS • FORWARD AND AFT LAV • CREW REST Airframe Smart Parts Plus Total Time 4,741 Hrs 2,101 Cy Entry Into Service Jun 19, 2002 Maintenance Tracking CAMP Certification Part 91

Engines Engines: CorporateCare BR710-A2-20 Left Right Serial Numbers 12161 12142 Hours 4,741 4,741 Cycles 2, 101 2,101 Engines are On-Condition APU MSP Gold. Honeywell RE-220 (GX) Serial Number P136. Total Time 3,812 Hrs Avionics & Connectivity FANS1/A. CPDLC. ADS-B out. Batch 3.3 Upgrade A/P (Autopilot) Single Honeywell Primus 2000XP ICFS ACARS ADC (Air Data Computer) Dual Honeywell AFIS (Airborne Flight Information System) Single Allied/Signal w/ SATCOM Link CVR (Cockpit Voice Recorder) HoneywellData Loader,

Mente Group, LLC 15301 North Dallas Parkway, Suite 1010 Addison, TX 75001

Advertising Enquiries see Page 12

www.AvBuyer.com

Tel: +1 214 351 9595 E-mail: info@mentegroup.com www.mentegroup.com

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Mesotis June.qxp 18/06/2018 15:13 Page 1

S H O W C A S E

2007 Cessna Citation CJ1+ Serial Number: Registration: Airframe TT: Landings: • • • • • •

659 LZ-FNA 1902 1360

EU-OPS 1 COMPLIANT ENGINES 100% ON JSSI AIRFRAME ON PRO PARTS ON CAMP LOW HOURS NO DAMAGE HISTORY / NO CORROSION

Engines Engines: 1 / 2 1902 / 1902 Cycles : 1 / 2 1360 / 1360

Avionics & Connectivity

Equipment

• Collins Proline 21 Integrated Flight Director and Autopilot with 3-tube 8x10” EFIS • Dual Collins RTU-4200 Series Radio Tuning Units with Dual Comm, Dual Nav, DME, ADF, and Dual TDR-94D Mode S Transponders with Enhanced Surveillance • Collins FMS-3000 w/GPS, Garmin GPS 500, Honeywell Mark VIII EGPWS, L3 Comm WX-1000E Lightning Detection, Collins RTA-800 Weather Radar, Safe Flight AOA, L3 Comm CVR, Artex C406-2 Three Freq. ELT

• RVSM Capable, AirStair, Jeppesen Electronic Charts • Steep approach approved • Cockpit Voice Recorder • Electronic Charts • Elephant Color CKP/CB DR TRIMS • Locking Fuel Caps • Pulse lights (2400) precise flight • Voice Annunciator • TDR-94D Dual Mode-S Diversity XPNDR W / ELEM Surveilance-Colln • Single AFD-Collins • Ground COMM Dispatch switch • FMS 2 Garmin GPS-500 • EGPWS MARK VIII Honeywell • Door Step in Bravo / Encore style • Polished Windshield • Mobil Jet II

Interior • 6 passenger cabin: 4 place club configuration in the center, forward RH side-facing seat & a belted lavatory seat • Interior in light gray • Comfortable clothesholder in the rear • Indirect LED lighting • Leather flushing & belted toilet in the rear

2006 Bombardier Learjet 60 Serial Number: Registration: Airframe TT: Landings: • • • • • • • •

60-302 ES-PVP 5711 3,288

EU-OPS 1 COMPLIANT ESP GOLD ON CAMP AIRSHOW 400 15.1“ & 10,4“ TV MONITORS DVD & CD PLAYER MICROWAVE OVEN IRRIDIUM PHONE SYSTEM

Engines Engine #1 Model PW305A Total Time 5559 Cycles 3194 Engine #2 Model PW305A Total Time 5559 Cycles 3194

Avionics & Connectivity Rockwell Collins Pro-Line 4 EFIS including: FMS Universal UNS-1 E GPS Universal UNS-1 E NAV 2 Rockwell Collins VIR-432 with FM Immunity DME Rockwell CoIlins DME-442 ADF Rockwell CoIlins ADF-462 AFCS APG FCC-85OA Autopilot APG FCC-85OA VHF COM Rockwell Collins VHF-422C HF COM Honeywell KTR-953 SATCOM Iridium ICS-200 SELCAL JETCAll-5

Mesotis Jets Michael Rusetski Fleischmarkt 7/3 1010 Vienna Austria

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RADAR RTA-854 RADAR ALT Rockwell Collins ALT-4000 XPNDR Rockwell Collins TDR-940 Mode S EGWPS Honeywell Mark V TCAS II Rockwell Colllns TTR-4000 with Change 7.1 CVR Universal CVR-120 FDR L3 Communications FA-2100 Lightning Sensor L3 Communications WX-1000E ELT Artex C406-2 with NAV interface

Interior Eight (7+1) seats: Fwd 2 place seating RH 3 place divan 2 place club seating 1 belted toilet seat

Mob: +43 660 4630907 Tel: +43 1 533 75 7216 E-mail: mrusetski@mesotisjets.com www.mesotisjets.com Aircraft Index see Page 129

Empyrean Aircraft G450 May.qxp_Empyrean 18/06/2018 12:10 Page 1

S H O W C A S E

2007 Gulfstream G450 Serial Number: Registration: Airframe TT: Landings:

4094 T7-LFZ 4,427 1,806

This December 2007 delivered Gulfstream 450 is the next in line of aircraft to be bought and sold by Empyrean Aircraft Consulting Ltd for the current Owner. The aircraft completed its 96 month inspections in May 2016 in Savannah which included a complete interior refurbishment – the interior retains its “as new” look. The aircraft is aggressively priced and now awaits a new home Engines Rolls Royce Tay 611-8C Engines on Rolls Royce Corporate Care Engines 1 & 2: 4,412 hours Cycles 1,801 APU Honeywell GTCP-36-150(GIV). Total Time: 4,888 Hours APU enrolled on Honeywell MSP. Enrolled on CMP.NET Enrolled HAPP Avionics & MPP (Mechanical) Up Front ….. and more CPDLC and FANS 1A compliant Honeywell PlaneViewTMCockpit Honeywell/KollsmanVGS Visual Guidance System (HUD/EVS) Honeywell MT-860 Communications Cabinet Dual Honeywell MRC-855C Modular Radio Cabinet Triple Honeywell AV-900 Audio Panels

Triple Honeywell AZ-200 Air Data Modules Honeywell GP-500 Flight Guidance Panel Triple Honeywell MAU-913 Modular Avionics Unit Triple Honeywell NZ-2000 FMS Dual 24-Channel Global Positioning System Airborne Flight Information System with SATCOM Link Dual Honeywell RT-300 Radio Altimeter Honeywell LSZ-860 Honeywell TCAS-2000 TCAS (change 7.1 compliant) Enhanced GPWS with WindshearDetection Triple Honeywell LASEREF V IRS L3 FDR Flight Data Recorder L3 CVR Cockpit Voice Recorder Honeywell 880 Radar Additional & Entertainment Inside Airshow4000 EVS on Cabin Display One (1) 24” Forward cabin HD AirshowLCD Monitor (2016) One (1) 19” Aft cabin HD AirshowLCD monitor (2016) Six (6) 7” Forward and Aft HD AirshowLCD monitors mounted to sidewalls (2016) SecuraplaneExternal Camera System (forward, aft and tail views) Aft Equip Bay Storage w/TronairAxle Jack Cabin Layout • Fourteen seats finished in Zinc Cream Leather (2016). • Forward cabin consists of four single-seat. • Mid cabin has four-place divan & two single seats. • Aft cabin has two double-seats around a conference table. Please Call

Empyrean Aircraft Consulting Ltd Contact: Andrew Butler

Advertising Enquiries see Page 12

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Tel: +34 965 88 99 60 Cell: +44 7880 717362 Email: ajb@empyreanaircraft.com www.empyreanaircraft.com July 2018 – AVBUYER MAGAZINE

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CAAP June.qxp 21/06/2018 09:16 Page 1

S H O W C A S E

Ask price: $6,750,000

2005 Challenger 300 Serial Number: 20048 Registration: N70CR Airframe TT: 5039 Landings: 3054 Airframe FlightDocs computerized maintenance tracking Bombardier Smart Parts Plus 48-month inspection C/W August 2017 (including 96-month items) 96-month inspection C/W August 2013 by Bombardier Wichita Service Center Landing gear OH July 2013 at 3776 AFTT, 2263 landings Engines Honeywell AS907-1-1A Engine Hours: 5039; Cycles 3054 On-Condition Maintenance Engines enrolled in Honeywell MSP (current rate $336.21/hr) Auxiliary Power Unit Honeywell 36-150 (BD) APU S/N P-149; 4088 hours since new APU enrolled in Honeywell MSP (current rate $81.07/hr) Avionics Rockwell Collins ProLine 21 avionics suite Four adaptive flight displays Dual IFIS / dual file servers FMS: Dual FMS-5000 upgraded with SBAS/LPV GPS: Dual GPS-4000S AP: Dual FGC-3002 COMM: Triple VHF-4000 (third unit is dedicated

VHF datalink) HF: Dual HF-9031A RIU: Dual RIU-4100 radio interface units NAV: Dual NAV-4500 DME: Dual DME-4000 AHRS: Dual AHC-3000 Transponder: Dual TDR-94D Radio Altimeter: ALT-4000 TAWS: Honeywell MK-VIII EGPWC CVR: L3 Communications part 2100-1020-000 FDR: L3 Communications part 2100-2043-00 TCAS: Collins TTR-4000 TCAS II RADAR: RTA-844 with turbulence detection ELT: Sextant S1821502-02 XM Weather. DBU-5000 data loader Interior 9-passenger configuration plus belted lavatory Forward 4-place club group Aft LH 3-place divan Aft RH 2-place club group Forward extended galley with sink, microwave, espresso, and TIA coffee maker Curtain between galley and cabin Externally serviced aft lavatory with belted seat Two LCD monitors in cabin Three electrical outlets in cabin, one each in galley and lavatory Aircell Gogo Biz ATG-4000 high-speed internet Exterior Overall white with dark red lower fuselage and dark red and gray stripes, repainted 2010 by Duncan Aviation, Battle Creek

Corporate Aviation Analysis & Planning Inc 97 Village Lane, Suite 100, Colleyville, TX 76034, USA

124

AVBUYER MAGAZINE â&#x20AC;&#x201C; July 2018

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Tel: +1 817 428 9200 Fax: +1 817 428 9201

Aircraft Index see Page 129

P125-129.qxp 19/06/2018 09:35 Page 1

Citation CJ2

Capital Price: Year: S/N:

M A R K E Tel: +1 (703) 917 9000 T Jet Group, Inc E-mail: sales@capitaljetgroup.com P L $2,395,000 USD Available immediately. TAP Advantage Elite, Two US Owners A since new, 3-tube Collins Pro-line 21 EFIS, Skywatch, CVR, 6 C 2002 pax leather interior +belted lav seat, GoGo WiFi, FAR 135, no E damage. Call for more information 525-0087

Reg:

N474PC

TTAF:

3714

Location: USA

Cessna Citation X

Dragon Leasing Corp Price:

Make Offer

Year:

2000

S/N:

122

Reg:

N577JC

TTAF:

6726

Location: USA

Hawker Beechcraft 850XP

Vitaly Okorokov Price:

Please Call

Year:

2007

S/N:

258827

Reg:

G-HSXP

TTAF:

2580

Tel: +1 (630) 577-4070 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: +7 985 222 6868 E-mail: vitalyo@comavia.ru • Engines and APU on MSP Gold • Collins Pro Line 21 Avionics • Always hangared • One owner since new • No Damage History • Fresh E inspection • Price JUST REDUCED

Location: Russian Federation

Cessna Citation Mustang

CTR Group Price:

Make Offer

Year:

2007

S/N:

C510-0053

Reg:

OK-FTR

TTAF:

4184

Tel: +420 606 737 544 E-mail: zolman@atmospherica.aero Garmin G1000, DME, WX radar, Synthetic Vision, Safe Taxi, Satellite phone Both Engines OVH performed in 2017 New carpet and seats OVH 2017 Pratt & Whitney ESP SILVER program

Location: Czech Republic

Cessna Citation M2

Henrique Siqueira Price:

Make Offer

Year:

2016

S/N:

525-0912

Reg:

N7132C

TTAF:

Location: USA

Advertising Enquiries see Page 12

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Tel: +1 (954) 772 2737 E-mail: henrique@brvanav.com Can be sold with or without Spectrum Aeromed mod. Engines : WILLIMAS FJ144-1AP-21FADEC. Avionics/Radios: GARMIN G3000. GARMIN FMS WITH DUAL WAAS-ENABLED GPS RECEIVERS FOR NAVIGATION. WEATHER AVOIDANCE RADAR. TERRAIN AVOIDANCE WARNING SYSTEM (TAWS-B). GARMIN TRAFFIC COLLISION AND AVOIDANCE SYSTEM (TCAS I). Additional Equipments: SAME OWNER SINCE NEW. SYNTHETIC VISION TECHNOLOGY. USA KEPT SINCE NEW VHF DATALINK RADIO. INTERCOM. AIRSTAIR CABIN ENTRY STEP. XM GRAPHICAL WEATHER. CREW SEAT SHEEPSKIN COVERS

July 2018 – AVBUYER MAGAZINE

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M A R K E T P L A C E

McDonnell Douglas 600N

Robert Stokmaier Price:

Make Offer

Year:

2003

S/N:

RN053

Reg:

HB-ZGU

TTAF:

700

Location: Switzerland

McDonnell Douglas 520N

Robert Stokmaier Price:

Make Offer

Year:

1993

S/N:

LN052

Reg:

HB-XYP

TTAF:

3400

Location: Switzerland

McDonnell Douglas 600N

Robert Stokmaier Price:

$850,000 Excl. VAT

Year:

1997

S/N:

RN015

Reg:

N630AG

TTAF:

1390

Location: Switzerland

Enstrom 280

Manfred Jop Price:

€179,000 Inc. VAT

Year:

1998

S/N:

2082

Reg:

D-HYST

TTAF:

530

Location: Austria

Beechcraft A36 Bonanza

Jet Connections Ltd Price:

$285,000 VAT Paid

Year:

1998

S/N:

E3220

Reg:

N536K

TTAF:

1560

Location: UK

126

AVBUYER MAGAZINE – July 2018

www.AVBUYER.com

Tel: +41 (0)447 870 505 E-mail: heli@fuchs.ch This MD600 with executive VIP seating. Sharp MaroonRed Exterior with customized interior. Well Maintained, with No Damage History. Strong RR-C47 Engine with FADEC starting. Excellent Corporate, Tour, or Utility Ship. Well Maintained all AD/SB complied – NEW Driveshafts and all TT-Straps NEW. Ext: Aircraft presented in maroon red exterior scheme. Int: Customized presented in 8 place VIP. Black and brown leather interior with matching panels. Seating configuration adjustable between forward facing or club seating. Equipment: dual controls (left hand command). YSAS. Extended landing gear

Tel: +41 (0)447 870 505 E-mail: heli@fuchs.ch This MD520N is for sale as a NEWS TV Camera Helicopter EASA certified. Used only for commercial operations flown from professionals as a TV-Livestation since new. One owner, one maintenance company – Fuchs Helikopter. WhitePearl Exterior with customized interior - utility. Well Maintained with strong RR250R2 Engine. Excellent Utility Ship – can be sold with TVequipment and CineflexV14HD or without. Ready for delivery in August 2018. Perfect time remaining on Components and Engine! Ext: Aircraft presented in whitepearl. Int: Customized for tv-broadcasting. Utility seating configuration (1crew up to 4PAX.)

Tel: +41 (0)447 870 505 E-mail: heli@fuchs.ch This MD600 with 2 + 4 Executive Seating. Sharp Black-Gold Exterior with tan interior. Well Maintained, with No Damage History. Strong RR-C47 Engine with FADEC starting. Excellent Corporate, Tour, or Utility Ship. VIP or Utility this aircraft has capability to be flown into the next decade with confidence. Maintained according FAA all AD/SB complied – NEW Driveshafts and all TT-Straps replaced in 2017 Aircondition Installed

Tel: +43 (0) 463 340 050 E-mail: mjop@jpg-gruppe.at The safest helicopter in its class: "Black Beauty" Enstrom 280FX SHARK Serial: 2082 Build 1998. You can easy call it a younger Modell => only 59 Serial numbers are produced between 1998 and 2016 and a new 280 FX still has the same shape. Lycoming HIO-360-F1AD - 225 HP. Perfect and safety condition - always hangered- private owned - easy and simple to fly. Flight time: Only 530 Hours. New Radio 8,33 kHz and Transponder S (TRIG) 2017. New Turbo and fuel pump 2018. Magnetic spindle inspection 2018 - all main rotor spindles in perfect condition. Excellent Maintenance History. All Books and Service Manuals

Tel: +44 (0)771 180 6585 E-mail: zaher@jetconnections.co.uk Excellent condition. No Damage history. Annual Inspection in prgress will be completed end of June 2018. Exterior: • Matterhorn white w/ Spruce Adobe and Concord Blue Accent Stripes ( Excellent) • Rear Club seating with 4 position CAM Lever Adjustable seats • Leather seats, Vanilla Vinyl Headliner • All interior was Refurbished November 2008. Avionics: • Bendix/King KMA 26 Audio Panel w/ 6 Place Intercom• Bendix/King KX-155 Nav/Comm position No 2 • Garmin GLX Transponder Mode S • Bendix/King KN-63 DME • Garmin 530W GNS with No 1 Comm • • Bendix/King KR-87 ADF

Aircraft Index see Page 129

P125-129.qxp 19/06/2018 09:35 Page 3

Leonard Hudson

Hawker 800A

Price:

Offer/trade

Year:

1995

S/N:

Not listed

Reg:

N337WR

TTAF:

7,803

M A R K E Tel: +1 (806) 662 5823 T Drilling Email: ronfernuik@hotmail.com P L Exceptional 1995 Hawker 800A, N337WR, full true world 2600 A nm range. Will consider trades for Citation CJ1, CJ2 or Bell 212, C 412 or 407. Cycles: 4676. Engines: TFE 731-5R-1H Dee Howard E Thrust Reversers enrolled on MSP Gold. APU: Sundstrand T-62T-

Location: TX, USA

40C8D1 Hours: 3807 Cycles: 5902. Avionics: Honeywell Primus II. Autopilot: Honeywell DFZ 800. Flight Management System: Dual NZ-2000 w/5.2 software. Air Data System: Dual Honeywell ADZ-810. Int/Ext: Eight place fire blocked interior finished in beige leather last done 4/2002. Forward galley and aft closet. Lavatory vanity has LED Lights installed.

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

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July 2018 – AVBUYER MAGAZINE

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P125-128.qxp 21/06/2018 09:24 Page 4

M A R K E T P L A C E

Leonardo AW109SP GrandNew

Price:

$3,800,000 Plus Tax

Year:

2011

S/N:

222222

Reg:

VH CZT

TTAF:

1000

Location: Australia

Bell 206B III

GRAND NEW A109SP, VIP corporate owner since new, exceptional technical status and cosmetics are just a few highlights that distinguish this A109SP in the market. Highlights include: • Recent Airframe/Engine Annual Inspections Completed June/2018 • Fixed Floats (Parts Only) • Corporate Interior

Price Reduced

Tel: +1 (305) 962 4306 E-mail: jgasinc@gmail.com

Jorge Gomes Price:

$685,000

Year:

1981

S/N:

3511

Reg:

N209S

TTAF:

7150 ACTT

Location: USA

Bell 212

Tel: +61 418 113 313 E-mail: marklslade@me.com

Mark Slade

The component times are mid life or better, has a plus power check engine, CAMP Systems program and no damage history. MR Blades 3740 TR, 3 year straps. ENGINE - 1 & 2 wheels 1012 TR - 3 & 4 Wheels 3270 TR. Compressor impeller 1822 TR. Garmin GTN750, GNS-430A/W, G500H, TCAS, HTAWS, Synthetic Vision, Rad Alt, Night Vision lighting, TFM 500 UHF/VHF and more..... NEW 2015 Exterior: Black and Silver paint - New 2015. Interior: Tan leather with crew Bose headsets, Charcoal carpet, Floor protectors, Wedge Windows and more .... Inlet Barrier Filter, Auto relight, Night Scanner, Shadin Fuel Flow, Wire Strike, Door Openers, Van Horn TR blades, and more......

Tel: +972 547 077 828 E-mail: yohann@matn-org.com

Yohann Westheimer Price:

Please Call

Year:

1976

7 Helicopters for sale

S/N:

Only 5,000 hours average

Reg:

We will supply all the 7 helicopters after a full refurbishment that gives 3000 hours ahead, and we fit the helicopter by demand.

TTAF:

5000

The Helicopters was used by the Israeli Air Force only.

Location: USA

Advertiser’s Index 1st Source Bank...................................................73 21st Century Jet Corporation .........................130 Aircraft Finance Corporation .............................13 AMJET Aviation .....................................................47 Aradian Aviation....................................................83 Asian Sky Group ..................................................41 AVI Survival Products .......................................101 Avjet Global ..................................................30 - 31 Avpro ..............................................................14 - 17 Boutsen Aviation ..................................................81 CAAP....................................................................124 Central Business Jets .......................................131 Conklin & de Decker .........................................105 Corporate Concepts............................................67 Dassault Falcon Jet .........................................2 - 3 Duncan Aviation...........................................48 - 49 Eagle Aviation........................................................23

Elliott Jets ..............................................................59 Empyrean Aircraft Sales...................................123 Freestream .............................................................25 GainJet Aviation..................................................117 General Aviation Services ..................................75 Global Jet Capital.................................................61 Global Jet Monaco........................................ 5 - 11 Hatt & Associates.................................................29 Jean Boulle ...............................................1, 20 - 21 JetBrokers .....................................................52 - 53 Jetcraft Corporation ..........................42 - 43, 132 Jeteffect .........................................................54 - 55 JETNET...................................................................89 Jet Sense Aviation ..................................113 - 115 JSSI (Jet Support Services)...............................97 Lektro....................................................................101 MEBAA ................................................................109

Mente Group ......................................................121 Mesotis Jets ........................................................122 NBAA Regional Forum .....................................103 OGARAJETS................................................34 - 35 Par Avion..............................................................101 Rolls-Royce ..........................................................99 RUBAE.................................................................107 Sky Aviation Holdings.......................................116 SMS Aircraft............................................118 - 119 Southern Cross Aviation.....................................87 Sparfell & Partners ......................................36 - 37 Textron Aviation .....................................................57 The Jet Business ...........................................26 -27 Veling Tayara .......................................................120 Wright Brothers Aircraft Title.............................93

AvBuyer (USPS 014-911), July 2018, Vol 22 Issue No 7 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.

128

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Aircraft Index see Page 129

P129.qxp 21/06/2018 10:44 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRBUS A318 Elite . . . . . 5, A318 Elite+ . . . . 5, A319 . . . . . . . . . . 11, 36, 81, A319 VIP . . . . . . 5, ACJ380-800 . . . . 36,

BAE AVRO RJ70. . . . . 52,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 25, 27, 81,132 747-8 . . . . . . . . . . 36, 787-9. . . . . . . . . . 42,

BOMBARDIER Global 5000 . . . . 5, 9, 43, 132 Global 6000 . . . . 31, 36, 42, 43, 132 Global 7500 . . . . 27, Global Express . 5, 7, 43, 87, 121, 132 Global Express XRS. . 5, 8, 27, 31, . . . . . . . . . . . . . . . 42, 43, 81,

AIRCRAFT

PAGE

AIRCRAFT

IV . . . . . . . . . . . . . 87, V. . . . . . . . . . . . . . 52, VI . . . . . . . . . . . . . 53, X . . . . . . . . . . . . . 125, XLS . . . . . . . . . . . 55, XLS+ . . . . . . . . . . 43, 131, CJ . . . . . . . . . . . . . . 23, CJ1. . . . . . . . . . . . . 59, 122, CJ2. . . . . . . . . . . . . 37, 125, CJ2+ . . . . . . . . . . . 59, CJ3. . . . . . . . . . . . 16, 87, CJ4. . . . . . . . . . . . 59, Bravo . . . . . . . . . 55, Columbia 400SLX . . 23, Excel . . . . . . . . . . 16, 23, 48, 55, M2 . . . . . . . . . . . . . 125, Mustang. . . . . . . . 81, 125, P210 . . . . . . . . . . 52, 182S . . . . . . . . . . 23,

CIRRUS SR22TGTS . . . . . 23, 52,

Challenger 300 . . . . . . . . . . . 15, 43, 54, 132 350 . . . . . . . . . . . 15, 600 . . . . . . . . . . . 52, 601-1A . . . . . . . . 601-3A ER . . . . . 42, 604 . . . . . . . . . . . 42, 43, 49, 81, 132 605 . . . . . . . . . . . 42, 43, 132 850 . . . . . . . . . . . 43,

Learjet 31A . . . . . . . . . . . 23, 42, 52, 53, 87, 35A . . . . . . . . . . . 52, 36A . . . . . . . . . . . 127, 40XR . . . . . . . . . . 54, 55, 45 . . . . . . . . . . . . 54, 87, 132 45XR . . . . . . . . . . 16, 31, 59, 87, 55 . . . . . . . . . . . . 16, 53, 60 . . . . . . . . . . . . 53, 122, 60XR . . . . . . . . . . 16, 47, 115, 75. . . . . . . . . . . . . 43, 132

CESSNA Citation ISP . . . . . . . . . . . 81, II . . . . . . . . . . . . . 43, 53, III . . . . . . . . . . . . . 23, 53,

DAHER SOCATA

PAGE

IAI

328-310 . . . . . . . 48, 49, 328 JET. . . . . . . . 81,

Astra . . . . . . . . . . 16, 52,

PIAGGIO EMBRAER Legacy 600 . . . . 36, 124, Legacy 650 . . . . 53, Lineage 1000E . 27, 131, Phenom 300 . . . 34, 59,

Avanti II . . . . . . . 55,

PILATUS PC12/47E. . . . . . 43,

PIPER GULFSTREAM III . . . . . . . . . . . . . 15, 75, IV . . . . . . . . . . . . . 43, 132 IVSP . . . . . . . . . . 14, 15, 81, 83, V. . . . . . . . . . . . . . 14, 25, 31, 67, 83, 150 . . . . . . . . . . . 52, 54, 83, 200 . . . . . . . . . . . 14, 54, 300 . . . . . . . . . . . 48, 120, 450 . . . . . . . . . . . 5, 10, 43, 83, 118, . . . . . . . . . . . . . . . 119, 123, 132 500 . . . . . . . . . . . 26, 550 . . . . . . . . . . . 14, 25, 26, 81, 83, . . . . . . . . . . . . . . . 121, 650 . . . . . . . . . . . 43, 47, 650ER. . . . . . . . . 30, 41,

HAWKER BEECHCRAFT King Air 7X . . . . . . . . . . . . 5, 41, 43, 81, 87, . . . . . . . . . . . . . . . 130, 131, 132 8X . . . . . . . . . . . . 54, 20C-5AR. . . . . . . 52, 50 . . . . . . . . . . . . 75, 113, 130, 50EX . . . . . . . . . . 31, 36, 49, 130, 200 . . . . . . . . . . . 37, 900B . . . . . . . . . . 15, 16, 67, 130, 900C . . . . . . . . . . 130, 131, 900DX. . . . . . . . . 2, 131, 900DX EASy . . . 131, 900EX . . . . . . . . . 15, 37, 130, 900EX EASy . . . 2, 15, 43, 130, 132 900LX . . . . . . . . . 130, 2000 . . . . . . . . . . 3, 5, 16, 43, 48, 75, . . . . . . . . . . . . . . . 81, 2000EX. . . . . . . . 26, 2000EX EASy . . 3, 26, 29, 101, 2000LX . . . . . . . . 5, 6, 49,

PAGE

DORNIER

TBM930 . . . . . . . 59,

DASSAULT FALCON

AIRCRAFT

200 . . . . . . . . . . . 52, 350 . . . . . . . . . . . 47, 83, 350i . . . . . . . . . . . 29, B200 . . . . . . . . . . 37, 59, 83, C90GTI . . . . . . . . 83, E90 . . . . . . . . . . . 81,

Beechcraft Bonanza A36. . . 126, Premier IA . . . . . 49, 59, 132

Hawker 400A . . . . . . . . . . 116, 400XP . . . . . . . . . 59, 81, 116, 800A . . . . . . . . . . 75, 127, 800XP . . . . . . . . . 29, 49, 52, 57, 75, 850XP. . . . . . . . . 43, 49, 83, 114, 125, 900XP . . . . . . . . . 59, 83, 1000A . . . . . . . . . 59,

HONDA JET . . . . . . . . . . . 83,

Cheyenne IIIA . . 52, Merdian . . . . . . . 59,

HELICOPTERS AGUSTAWESTLAND AW109SP. . . . . . 17, AW109E Power . 37, AW109S Grand . 37, 128, AW139 . . . . . . . . 37, A119 Koala . . . . 83,

BELL 206BIII . . . . . . . . 128, 212 . . . . . . . . . . . 127, 128, 407 . . . . . . . . . . . 83, 412 EP . . . . . . . . 83, 412EMS . . . . . . . 127, 427 . . . . . . . . . . . 37,

ENSTROM 280 . . . . . . . . . . . 126,

EUROCOPTER/AIRBUS Airbus . . . . . . . . . 49, AS365N-1 . . . . . 17, EC 135 T2 . . . . . 17, EC 135 P2+ . . . . 17, EC 135 T2+ . . . . 17, H130 T2 . . . . . . . 17,

MD 520N . . . . . . . . . . 126, 600N . . . . . . . . . . 126,

SIKORSKY S-76B . . . . . . . . . 101, S-76C+ . . . . . . . . 17, 41, 132 S-92A . . . . . . . . . 17,

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CBJ June.qxp_CBJ November06 21/05/2018 15:44 Page 1

General Offices

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TEL: 52.55.5211.1505

TEL: (952) 894-8559

CELL: 52.55.3901.1055

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E-MAIL: Enrique@CBJets.com

EMAIL: INFO@CBJETS.COM

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I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

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