AvBuyer Magazine July 2019

FC July 2019 July.qxp_FC December 06 19/06/2019 14:52 Page 1

Volume 23 Issue 7 2019

™

ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION www.AVBUYER.com

See page 11 for further details

THIS MONTH • Jet Comparison: Citation Sovereign+ vs Hawker 900XP • Cabin Lighting – What’s Available & Why Does it Matter?

• What are the Trends in Today’s Used Jet Market?

Project1_Layout 1 24/06/2019 11:38 Page 1

THE BEST JETS FROM THE PEOPLE WHO KNOW THEM BEST.

FALCON 900LX

2016 – S/N 298 1,392 hrs. / 870 cycles

Â&#x2039; *SHZZPJ WHZZLUNLYZ JVUÃ&#x201E; N\YH[PVU ^P[O K\HS SH]Z â&#x20AC;¢ EASA EU-OPS1 compliant , 2020 mandates compliant â&#x20AC;¢ ,(:@ 00! :)(: 37= (+:) 6\[ :=: ?4 >LH[OLY *7+3* (;5 ) CPDLC FANS 1/A Â&#x2039; /<+ ,=: ,-)»Z â&#x20AC;¢ 3FMS, 3IRS, 3 VHF, Â&#x2039; /VUL`^LSS :H[JVT >0-0 PU[LYUL[ /+ L_[LYUHS JHTLYHZ

FALCON 7X

2013 â&#x20AC;&#x201C; S/N 199 705 hrs. / 265 cycles

Â&#x2039; WHZZLUNLY )4> PU[LYPVY ^P[OV\[ JYL^ YLZ[ â&#x20AC;¢ EU OPS 1 & CCAR 135 compliant â&#x20AC;¢ Engines with DTU enrolled on ESP Gold Â&#x2039; ,(:` 00! (+:) 6\[ *7+3* (;5 ) *7+3* -(5: ( Â&#x2039; :H[JVT ^P[O JHIPU >PÃ&#x201E; Â&#x2039; +\HS ,-)»Z

FALCON 900DX

2007 â&#x20AC;&#x201C; S/N 616 3,855 hrs. / 2,030 cycles

â&#x20AC;¢ 14 passengers with Forward and Aft lavatories â&#x20AC;¢ EASA / EU-OPS1 compliant Â&#x2039; ,(:` 00 )HZLSPUL 37= (+: ) 6\[ *7+3* (;5 ) -(5: ( â&#x20AC;¢ 3 FMS, 3 IRS, 3 VHF, Satcom Iridium Level D â&#x20AC;¢ Engines and APU on MSP Gold â&#x20AC;¢ FalconCare enrolled, 2C due in February 2020

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

Project1_Layout 1 24/06/2019 11:39 Page 1

>OLU I\`PUN H WYL V^ULK -HSJVU MYVT +HZZH\S[ `V\»YL UV[ VUS` PU]LZ[PUN PU H QL[ [OH[»Z YLUV^ULK MVY ]LYZH[PSP[` Å L_PIPSP[` HUK SHZ[PUN ]HS\L @V\»YL HSZV THRPUN [OL TVZ[ VM `V\Y PU]LZ[TLU[ I` NVPUN [V [OL ZV\YJL ;OL WLVWSL ^OVZL RUV^SLKNL HUK L_WLYPLUJL ^PSS RLLW `V\Y -HSJVU Å `PUN MVY `LHYZ [V JVTL

FALCON F2000LXS

2016 – S/N 320 1,427 hrs. / 863 cycles

WHZZLUNLYZ JVUÄ N\YH[PVU • EASA part CAT compliant, 2020 mandates compliant • ,(:` 00! IHZL SPUL (+: ) 6\[ 37= :=: *7+3* (;5 ) -(5: ( 09: -4: =/- ,-) 9((: 4*: :H[JVT ^P[O >PÄ PU JHIPU • Engine on ESP Platinum, APU on MSP Gold • Enrolled under FalconCare

FALCON F2000LX

2007 – S/N 111 4,050 hrs. / 3054 cycles

WHZZLUNLYZ JVUÄ N\YH[PVU • EASA part CAT compliant, 2020 mandates compliant • ,(:` 00! IHZL SPUL (+: ) 6\[ 37= :=: *7+3* (;5 ) -(5: ( /<+ 09: -4: =/- (\[V )YHRL :) 4*: :H[JVT ^P[O >PÄ PU JHIPU • Engine on ESP Gold, APU on MSP Gold • Under Falcon Care

FALCON 2000 • • • • •

2004 – S/N 208 6,339 hrs. / 3,979 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

16:12

Editor Welcome May19.qxp_JMesingerNov06 19/06/2019 14:55 Page 1

Guest Editor’s VIEWPOINT

Edwin Brenninkmeyer

G

Thoughts on Personalizing Aviation

eneral and Business Aviation is an oftenundervalued commodity. Before becoming fully immersed in the sector professionally, I was heavily involved in my family’s retail business and would regularly take my Cessna 210 to fly colleagues to prospective sites.

The convenience of the aircraft enabled us to visit stores in remote parts of Central Europe, in the most timeefficient manner.

My colleagues liked the fact that we always got home at night. Not only was the 210 a terrific time-saving tool, it was complementary to the pressures of family life too. No need for long drives; time-wasting and tiring connecting flights and delayed airline schedules.

That Cessna 210 was small, lacked facilities and was very expensive to run; but those late 1970s built pistonengined aircraft were tried and trusted – the forerunners of the modern turboprop singles of today.

They’ve also influenced the next generation of aircraft sales professionals – to respond to that demand for personalized service. At Oriens we fly, demo and support our aircraft. Our motto is ‘Get More out of Life’, which is exactly what we want for our customers.

My experience flying the 210 was my own invaluable ‘grass roots’ experience. The aircraft was aging and complex – and demanded constant maintenance. My own demanding travel schedule conflicted with this and gave me a heightened sense of what is important for customers.

the keys to a shiny new aircraft. We diversified at the right time, too, with a swelling critical mass of Pilatus PC-12s in t he British Isles (over 30 aircraft and growing). Many of these, and other similar types, operate from small aerodromes in and around the British Isles.

We’re also aware that Business Aviation is being squeezed out of the major airports as low-cost carriers and the volumes of passengers (and revenue) they deliver far surpasses the average two to three passengers flying in by business jet.

The Challenge of Personalized Service

A Growing Niche Market

Today, we see a heightened commercial drive towards scaled up economies. MROs are consolidating. OEMs are buying up bigger independent MROs, some are getting out of General Aviation altogether. Other experienced and long-serving MROs are buying up rivals.

The challenge in this market – particularly the GA sector, serving remote regions – is maintaining a personalized service.

My concern back in those Cessna 210 days was, ‘what if anything irregular happens? If we have an AOG, would we be stuck?‘ My belief is that unsurpassed customer service is essential to engender customer loyalty. Being able to support the aircraft on the ground is a pre-requisite to success.

We’re pleased with how our own business has been received one year after establishing our Pilatus Service Centre at London Biggin Hill Airport. Customers appreciate we can support them far beyond handing over 4 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

Fostering Personalized Service in BizAv

The beauty of aircraft like the Pilatus PC-12 and the all new PC-24 is that they do not need the long runways and infrastructure costs associated with large airports. If these aircraft can play a key part in keeping many under-threat small airfields sustainable, this is a positive thing for aviation as a whole.

We strongly advocate STEM and encouraging young people in aviation. In d iversifying ourselves with MRO and AOG remote support activities; pilot training (in collaboration with Oysterair); and AOC advisory (following the relaxation of EASA rules in 2017), we’re pleased to play a part in creating opportunities for trainees taking the apprentice route to a career in Business Aviation.

While academia has a role, over 90% of aviation services roles start vocationally via apprenti ceships (and hands-on work experience).

Business Aviation in Europe accounts for just 5% of movements (source, EBAA) and single-engine commercial flight and business jet operations to smaller airfields accounts for a small slice of that.

The successors to my Cessna 210 of yesteryear are forging a new path – and they are emerging with connected cabins; big jet avionics, and more.

At O riens (Latin for ‘rising’ and ‘emerging’) we’re duly pleased to be embarking on our journey alongside Pilatus with the PC-12, and from next year the PC-24 when we offer our first delivery positions. I am very much looking forward to flying the PC-24, as well as supporting it on the ground too! ❙ Edwin Brenninkmeyer, CEO, Oriens Aviation, is both a private and commercial pilot who has learned from the discipline, rigour and safety of professional and corporate flying, to fly his family and business colleagues privately around Europe. www.oriensaviation.com www.AVBUYER.com

GLOBAL JET PORTFOLIO

DASSAULT FALCON 7X 2011 / SN 118

BOMBARDIER GLOBAL XRS 2008 / SN 9280

PRICE REDUCED / USD $23.50M

PRICE REDUCED / USD $13.50M

EMBRAER PHENOM 300 2012 / SN 50500131

EMBRAER PHENOM 300 2011 / SN 50500062

NEW LISTING / USD $5.995M

ASKING PRICE / USD $5.90M

EMBRAER LINEAGE 1000 2013 / SN 19000362

BOMBARDIER GLOBAL 5000 2010 / SN 9359

ASKING PRICE / USD $20.50M

NEW LISTING / USD $15.90M

GULFSTREAM 550 2011 / SN 5303

GULFSTREAM 550 2010 / SN 5279

ASKING PRICE / USD $23.50M

ASKING PRICE / USD $21.90M

AIRBUS A318 ELITE 2010

AIRBUS A318 ELITE 2007 (DELIVERED 2008) / SN 3100

NEW LISTING / USD $29.50M

PRICE REDUCED / / USD $22.50M

AIRBUS A319 VIP 2008 (DELIVERED 2011) / SN 3542

BOEING BBJ MAX 8 UNIQUE OPPORTUNITY

ASKING PRICE / USD $49.75M

2021 POSITION - GREEN AC

GLOBALJETMONACO.COM

3D & TECHNICAL DETAILS AVAILABLE HERE

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

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AIRCRAFT SALES & ACQUISITIONS

DASSAULT FALCON 7X 2011 / SN 118

AIRFRAME HOURS / 1973 AIRFRAME CYCLES / 943 CAPACITY / 12 PAX

PRICE REDUCED / USD $23.50M GLOBALJETMONACO.COM

3D & TECHNICAL DETAILS AVAILABLE HERE

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

AV_BUYER_July_2019.indd 1

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AIRCRAFT SALES & ACQUISITIONS

BOMBARDIER GLOBAL EXPRESS XRS 2008 / SN 9280

AIRFRAME HOURS / 3445 AIRFRAME CYCLES / 1532 CAPACITY / 15 PAX

PRICE REDUCED / USD $13.50M GLOBALJETMONACO.COM

3D & TECHNICAL DETAILS AVAILABLE HERE

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

AV_BUYER_July_2019.indd 2

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AIRCRAFT SALES & ACQUISITIONS

EMBRAER PHENOM 300 2012 / SN 50500131

AIRFRAME HOURS / 1516 AIRFRAME CYCLES / 961 CAPACITY / 7 PAX

NEW LISTING / USD $5.995M GLOBALJETMONACO.COM

TECHNICAL DETAILS AVAILABLE HERE

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

AV_BUYER_July_2019.indd 3

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AIRCRAFT SALES & ACQUISITIONS

EMBRAER PHENOM 300 2011 / SN 50500062

AIRFRAME HOURS / 2736 AIRFRAME CYCLES / 2598 CAPACITY / 7 PAX

ASKING PRICE / USD $5.90M GLOBALJETMONACO.COM

TECHNICAL DETAILS AVAILABLE HERE

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

AV_BUYER_July_2019.indd 4

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AIRCRAFT SALES & ACQUISITIONS

GULFSTREAM 550 2010 / SN 5279

AIRFRAME HOURS / 3802 AIRFRAME CYCLES / 927 CAPACITY / 18 PAX

ASKING PRICE / USD $21.90M GLOBALJETMONACO.COM

3D & TECHNICAL DETAILS AVAILABLE HERE

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

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AFC July.qxp_Layout 1 17/06/2019 12:16 Page 1

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Contents Layout July19.qxp 19/06/2019 10:13 Page 1

Vol. 23 Issue 7

Contents

2019

4

Guest Editor - Edwin Brenninkmeyer, Oriens Aviation

18

Trends and observations from the leading analysts…

32 40

48

Market Indicators

Buying & Selling Aircraft

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

How to Navigate Multi-State Aircraft Use Tax Complexities

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

What are the Trends in Today’s Used Jet Market?

Ownership

Aircraft Registries: What are the Tax Implications?

52

Supplemental Lift—What’s Best for You? (Part 2)

58

How to Enhance Cost Analysis in Your Flight Department

62 70 78 82 86

Jets Comparision

Cessna Citation Sovereign+ vs Hawker 900XP

Aircraft Price Guide Light Jet Values

Aircraft Specifications

Light Jet Performance & Specifications Guide

Maintenance

Is Your Engine Overhaul Due? Here’s What to Plan…

Avionics

Cabin Lighting: What’s Available & Why Does it Matter?

94

Touchscreen Avionics: What are the Benefits & Challenges?

98

What’s the Future of Avionics? (Part 2)

Community News

104

OEM News and Industry Appointments

112

Products & Services

116

Showcases

126

Market Place

129

Advertisers Index

130

Aircraft for Sale Index

Next Month • The Dos and Don’ts of Aircraft Paint Refurbishment • Tips to Maximize Your Refurbishment Dollar • How to Obtain Financing for International Transactions 12 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

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

ADVERTISING Lee McLoughlin - Account Director US Aircraft & Services Sales Freephone from USA: +1- 855 425 7638 lee@avbuyer.com Matt Chappell - Account Manager US & Canada Aircraft & Services Sales Freephone from USA: +1- 855 425 7638 MattC@avbuyer.com Lise Margin - Account Manager US Aircraft Sales +1- 703 818 1024 lise@avbuyer.com Maria Brabec - Account Manager EMEA & APAC Aircraft & Services Sales +420 604 224 828 maria@avbuyer.com UK Head Office +44 (0)208 549 9508 STUDIO/PRODUCTION Helen Cavalli / Mark Williams +44 (0)20 8939 7726 helen@avbuyer.com mark@avbuyer.com CIRCULATION Sue Brennan +44 (0)20 8255 4000 Freephone from USA: +1- 855 425 7638 sue@avbuyer.com 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- 855 425 7638 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055 www.AVBUYER.com

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Avpro branding February.qxp_Layout 1 17/04/2019 09:17 Page 1

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MarketIndicators July19.qxp_Layout 1 19/06/2019 09:23 Page 1

MARKET INDICATORS

Business Aviation Market Overview What are the latest market indicators for business aircraft sales as we head towards the traditional summer slow-down? Aviation analyst Rolland Vincent presents his thoughts and observations…

W

hile 2019 Paris Air Show attendees deal with eardrum-piercing, afterburner-inducing migraines in the wake of aerial displays of the latest, greatest and loudest fighter jets yet conceived, many Business Aviation industry stakeholders are preparing for that other pilgrimage to the sun, sand and sea of their favourite beachside resorts.

With sales of business aircraft about to hit the annual pause button as both sides of the negotiating table take a break, this is a good time to look at where the markets are at the halfway point in the calendar.

18 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

Slow Sales in the Used Market

Worldwide retail sales and leases of used business jets have had a comparably slow start in 2019, with transaction volumes from January through April at their lowest levels since 2011. In 2011, of course, the industry was still in recovery mode from the blunt-object impact of the global financial crisis.

Year-to-Date (YTD) transactions are off 19% according to JETNET databases, despite the fact inventory levels had actually increased by 6% to 2,100 jets by mid-June 2019.

“On market” inventory for sale has now inched up to 9.5% www.AVBUYER.com

MarketIndicators July19.qxp_Layout 1 19/06/2019 09:24 Page 2

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

of the in-operation business jet fleet worldwide, although that ever-glittering diamond known as a late-model remains as elusive as low-priced SAJF fuel.

One of the challenges facing potential used jet buyers/lessees is the mismatch between their desire for younger aircraft and the aging status of much of the available inventory. In 2018, 65% of all retail sale/lease transactions involved jets that were initially delivered no more than 20 years ago.

As of mid-June 2019, just 57% of the used business jet inventory listed on industry databases was 20 years or younger.

In this environment, deals for young inventory that can be found (whether on-market or off-market) will continue to happen in an accelerated fashion.

Our assessment of this situation is that buyers/lessors should seriously consider working with highly experienced brokers and dealers who have the expertise, track record and in-depth market knowledge to identify and close on a targeted aircraft without delay.

Growing Prospects for Economic Downturn

With transactions down while inventory levels are slowly rising so far this year, prospects for an economic downturn have increased in many country markets where Business Aviation is concentrated.

GDP growth in the all-important US market is forecast to be 2.2% in 2019 according to The Economist Intelligence Unit, down from 2.9% in 2018 but in line with 2017’s growth rate.

In Q1 2019, US GDP growth was estimated to be 3.1% Year-over-Year (YoY) compared to Q1 2018, implying that a slower period of expansion is likely to be on the near-term horizon. Just don’t tell that to corporate CFOs, who continue to watch as stock markets rise, with the bellwether S&P 500 Index up 15% YTD. After-tax profits of US corporations continued their torrid pace, estimated to be about $2tn on an annualized basis in Q1 2019 after accounting for inventory valuation and capital consumption adjustments. While US corporations are generally flush with capital, the $65m question continues to be how best to convince them to invest in a new or used business aircraft.

With another highly contentious US federal election season already underway a year and a half before the polls, and the never-ending Brexit divorce proceedings on full www.AVBUYER.com

public display, investors will have plenty to worry about for the balance of this year and probably next.

Pilot and Technical Talent Challenges…

As with other industry stakeholders, business aircraft owners and operators are truly feeling the pinch of a constrained talent pipeline, driven by a long-sustained economic recovery. US unemployment slipped to just 3.6% in May 2019, its lowest rate in 50 years and down steadily since a post-crisis peak of 10% in October 2009.

In Europe, the EU-28 unemployment rate fell to 6.4% in April 2019, its lowest level since the start of the EU monthly unemployment records in January 2000.

Of course, these rates of unemployment encompass all job and skill categories – ATP-rated pilots and A&P-rated technicians with locational flexibility are essentially a fullyemployed group, with individual and collective leverage to encourage employers to up the wage and benefits ante.

Respondents to the recently completed Q2 2019 JETNET iQ Survey, all of whom own and/or operate fixed-wing, turbine-powered business aircraft, identified pilot and technical talent as the biggest challenge facing the industry in the next few years.

Stemming the loss of talent, especially to the commercial airlines, and replenishing the talent pipeline with young, diverse and engaged new people is a high priority for many if not most Business Aviation industry stakeholders.

Business Aviation owners and operators typically like to carve their own discrete pathways, with most preferring anonymity and discretion to conspicuous consumption and flamboyance worthy of The Panama Papers. Ironically, the fact is that the low profile of Business Aviation is in itself a significant contributor to the challenges the industry faces convincing people 1) that we even exist and 2) that we offer a rich variety of rewarding career paths, both on the ground and in the air.

As much as ever, advocacy today isn’t just the job of lobbyists and industry executives. Advocacy is key to building tomorrow’s foundations for Business Aviation, whether in the halls of government, the corporate boardroom, or in the Margarita-serving BBQ shack by the beach.

As they say, you never know with whom you may be speaking…

MI www.navigating360.com

!

AVBUYER MAGAZINE ❘ Vol 23 Issue 7 2019 ❘

19

MarketIndicators July19.qxp_Layout 1 19/06/2019 09:25 Page 3

MARKET INDICATORS

AVBUYER.com

Flight Activity - North America According to ARGUS TRAQPak, YearOver-Year (YoY) flight activity recorded a 1.1% increase in May 2019 (vs May 2018). May activity was also up almost 3.5% over April 2019…

Year-over-Year, the results by operational category were mixed with Fractional activity posting another significant yearly increase. While Part 91 activity also showed another month of positive growth, Part 135 activity declined for the twelfth straight month.

The aircraft categories were mostly positive with Mid-size Jets posting the largest increase from 2018. Large jets and Turboprops also increased.

Flight Activity – Europe

Month over Month

May Business Aviation flight activity posted an expected month over month increase to finish up 3.4% from April 2019. Results by operational category were all positive for the month with Part 91 and Fractional posting the largest increases. Aircraft categories were mostly positive for the month with Turboprops posting the largest increase.

June Flight Activity Forecast

Looking ahead to June, TRAQPak analysts estimate there will be a 1.8% increase in overall flight activity YoY. MI www.argus.aero

MAY 2019 vs MAY 2018 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

4.3%

-4.3%

-0.3%

0.6%

LIGHT JET

3.0%

-9.3%

4.9%

-1.1%

MID-SIZE JET

-1.6%

2.0%

14.1%

3.4%

LARGE CABIN JET

3.4%

3.0%

-14.6%

1.5%

ALL

2.4%

-2.8%

7.3%

1.1%

MAY 2019 vs APRIL 2019 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

6.7%

7.2%

23.0%

7.4%

LIGHT JET

3.6%

2.3%

0.4%

2.8%

MID-SIZE JET

-0.2%

1.7%

3.4%

1.4%

LARGE CABIN JET

1.4%

-1.5%

-3.2%

0.0%

ALL

3.4%

3.3%

3.4%

3.4%

According to WingX’s recent monthly Business Aviation Monitor, 77,189 Business Aviation departures were recorded in Europe during May 2019, representing a second successive YoY decline of ~3%...

Year to Date (YTD), European Business Aviation activity is now down by 1.7% (5.5k fewer flights) compared with the same timeframe in 2018.

Private activity represented the largest decline, with privately-owned business jet flights slumping 7% YoY. Charter/AOC activity was flat overall. Following two months of heavy decline, Charter/AOC activity stabilized. Small and Midsize Jet activity suffered most in May and there were 5.3% fewer flights from these categories. By contrast, Large Jet flights were up by 0.7% YoY. Overall, declines in Business Aviation activity were the biggest out of France, Germany and the UK (down 4.5%), with all three markets down by at least 2% YTD. Meanwhile flight activity was flat in Spain.

Business Aviation flights within Europe were down 2.9% during May but are still trending up by 0.4% in the past 12 months. May 2019 flight departures to almost all global regions were down, most notably to Africa (-10%). Flights to South America, however, were up 5% YoY. “A second consecutive drop of 3% in YoY Business Aviation activity confirms an increasing slowdown in the European market in 2019, reflecting the somewhat downbeat sentiment at EBACE,” Richard Koe, managing director, WingX summarises.

“Symptomatically, whilst Nice and Cannes had their usual busy months in May, comparable YoY activity at these airports was down at least 10%.

“The Brexit stranglehold on business activity in Europe, and especially the UK, is showing up in the continuing stagnation of flight demand out of London.”

MI www.wingx-advance.com page 22

!

Understanding the Business Aviation Market - with AvBuyer

20 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

www.AVBUYER.com

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MarketIndicators July19.qxp_Layout 1 19/06/2019 09:25 Page 4

MARKET INDICATORS

Shearwater: European Bizjet Market to Grow

Analysis from Shearwater Aero Capital reveals that as many as 1,071 new private jets could be delivered across Europe between now and 2025, potentially costing in the region of $38.5bn…

The company’s analysis shows that Europe currently has a fleet of around 2,282 business jets, 1,119 of which are classified as ‘Heavy’ or ‘Large Jets’.

Some 294 of them are Medium Jets, and the remaining 869 are classified as ‘Light Jets’.

Chris Miller, managing partner, Shearwater Aero Capital, summarized: “Europe is a very attractive region for Business Aviation finance companies like ours. It has larger, more expensive aircraft than other markets, and the market here is increasingly focusing on benefits of using financing to purchase business aircraft as opposed to just paying cash.”

MI www.shearwater.com

Make More Informed Buying Decisions

- with AVBUYER 22 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

AVBUYER.com

JETNET Sees Mixed Signals for Bizjet Market JETNET is optimistic about the business jet market, but also sees some reasons for caution on the horizon, it said in its ‘State of the Business Aviation Market’ presentation at EBACE 2019…

Offering an overview, Paul Cardarelli, JETNET vice president, sales, notes the business jet fleet remains geographically concentrated, with ~61% of the world’s fleet currently based in the US. Moreover, the 22,138 business aircraft in service today recorded 4.5m cycles in 2018. That’s a similar level of utilization to 2005, but back then the in-service fleet numbered approximately 14,000.

With around 33% more aircraft in 2019 than 2005 operating about the same number of cycles, “This is one of the things that gives us some concern,” Cardarelli says. “We have an oversupply situation and we have underutilization going on.”

Used Aircraft Market Summary

In the Used aircraft market, an inventory of <10% of the fleet for sale is traditionally considered a seller’s market.

At the end of March JETNET data showed 9.3% of the business jet fleet was for sale and 6.7% for turboprops, the lowest levels since before the global economic downturn.

Also, with 513 retail jet sale or lease transactions in Q1 2019 versus 641 in Q1 2018, there has been a YoY decrease of ~20%. Among the possible causes for this, according to Cardarelli, is the partial US government shutdown in January, stock market turbulence, and (possibly) a limited pool of inventory.

New Aircraft Market Summary

On the new aircraft side, five of the major business jet OEMs have shown increases in backlogs in Q1 2019, with book-to-bill ratios all above 1:1. Embraer and Bombardier are approaching 2:1.

“We feel good about that…”

Cardarelli adds. “We’re always conservative at JETNET iQ, we do want to call them as we see them, but we’re actually bullish, particularly for the OEMs.”

A Note on GDP

JETNET notes some decoupling in GDP growth between the US (which has been above 3% for the past two quarters) and Europe, which has remained flat at around 1.2%.

Some of the blame is attributed to the protraction of Brexit, which is estimated to be impacting the UK economy by £19bn annually.

Survey Respondents Less Confident

In addition, Rollie Vincent, JETNET iQ founder, shared data from the company’s Q2 2019 survey, which at the time was 85% complete. The survey asks respondents to describe the current market conditions for Business Aviation.

In H2 2018, ‘net optimism’ hovered around 50%, but it plunged to 27% in Q1 2019. Optimism appeared to have eroded further in Q2 2019, to 24%.

In North America, >50% of respondents either ‘somewhat’ or ‘strongly’ believe there is increasing risk of a global economic slowdown in the next year, and in Europe >70% share that sentiment.

“It’s all across the market, the mood has changed,” Vincent notes. “We think this is a caution sign, and it’s going to affect used aircraft sales first, which we think are coming down.”

Light at the end of the Light Jet Tunnel…

For the first time in its surveys, JETNET noted the percentage of intent to purchase Light Jets, which had been as low as 11%, has finally exceeded 30%, meaning a long-awaited improvement in the segment is under way, fueled by the Pilatus PC-24.

The PC-24 topped the “what model are you most interested in for your next purchase?” poll, beating the Gulfstream G500, G650 and G650ER and Bombardier’s Challenger 350.

Meanwhile, Vincent updated the company’s 10-year forecast to 7,100 jet deliveries worth $237bn through 2028.

MI www.jetnet.com

!

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www.AVBUYER.com

Elliott Jets July.qxp_Layout 1 17/06/2019 12:21 Page 1

MarketIndicators July19.qxp_Layout 1 19/06/2019 09:26 Page 5

MARKET INDICATORS

AVBUYER.com

In-Service Aircraft Values & Maintenance Condition

Table A

Fleet Maintenance Condition

$1.45

5.25

5.15

J

J

A

S

O

N

D

J

Maintenance Exposure

F

M

A

M

$1.50 $1.45 $1.40 $1.35

Quality Rating Trendline

Table B LOW RISK AIRCRAFT MODEL ETP RATIO Citation Latitude G650 F900EX EASy Citation CJ4 525C F2000LX G450 Pilatus PC-12 Phenom 300 CL605 F2000EX EASy Citation Sovereign 680 Citation Encore+ G150 G550 F900DX Piper Meridian Citation CJ3 Hawker 900XP Challenger 300 Citation XLS (MSG3) Citation XLS Citation CJ2+ 525A KingAir 350 - Post 2000 Global 5000 Citation Encore F900C Global XRS Citation Mustang 510 Phenom 100 KingAir B200 - Post 2000 Citation CJ2 Hawker 850XP KingAir 350 - Pre 2001 Embraer Legacy 600 Learjet 45XR F900EX GV F50EX CL604 F900B

Inventory Fleet Maintenance Condition

Fleet Asset Quality deteriorated 0.7% in May, and Maintenance Exposure worsened 1.4%.

Overall, Asset Insight’s tracked inventory posted the following figures…

Quality Rating: Remained below the 12month average and receded back into the ‘Very Good’ range by falling from 5.251 to 5.212 on Asset Insight’s scale of -2.5 to 10.

Maintenance Exposure: Was worse than the 12-month average. Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) increased to $1.45m from last month’s $1.40m.

Maintenance Exposure to Ask Price (ETP) Ratio

24 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

5.212

Quality Rating

Asset Insight’s May 31 market analysis covering 96 fixed-wing models, and 1,653 aircraft listed for sale, revealed a 1.8% inventory decrease to the tracked fleet (31 units) and an average value increase of ~1%...

Of all the categories, Turboprops experienced the greatest percentage change by decreasing 6.2% in May. Medium Jet inventory followed with an inventory drop of 2.9%, while Large Jet inventory decreased 2.7%. Small Jets were the only group to record an increase (2.1%).

In terms of average aircraft value, while the tracked fleet increased just under 1% for a second consecutive month in May, Medium Jets posted another 12-month high figure, and Large Jets and Turboprops posted 12-month lows.

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%. During Q1 2019, assets whose ETP Ratio was 40% or more were listed for sale over 62% longer on average than aircraft whose Ratio was below 40% (or 237 versus 384 Days on the Market).

May’s analysis also showed that 51% of all tracked models and nearly 60% of Asset Insight’s tracked fleet posted an ETP Ratio above 40%. In fact, the tracked fleet’s ETP Ratio worsened

$ Million

5.35

3.1% 3.7% 11.7% 12.4% 12.5% 14.1% 14.3% 14.3% 14.6% 16.5% 16.7% 17.1% 17.6% 19.0% 19.6% 20.6% 20.7% 20.9% 23.2% 23.6% 24.3% 25.6% 26.5% 26.9% 28.9% 29.0% 29.7% 32.0% 32.1% 33.3% 33.7% 34.1% 35.1% 35.9% 36.0% 36.4% 36.8% 39.2% 39.5% 39.7%

HIGH RISK AIRCRAFT MODEL ETP RATIO Learjet 60XR GIV-SP (MSG3) Citation Excel 560XL Piaggio P180 II Hawker 400XP F900 Citation CJ1+ Premier 1A G200 KingAir 300 KingAir B200 - Pre 2001 F2000 Citation Bravo Learjet 45 Hawker 800XP Hawker Beechjet 400A Learjet 45 w/APU Premier 1 Citation V 560 Citation V Ultra Global Express Piaggio P-180 GIV-SP Learjet 55C Hawker 1000A Learjet 60 F50 KingAir C90 Hawker Beechjet 400 G100 Citation ISP GIV Citation II Citation VI CL601-1A CL601-3R Learjet 31 Hawker 800A CL601-3A Learjet 35A Learjet 55 F20-5

41.7% 42.6% 44.4% 46.2% 46.4% 47.1% 47.5% 50.5% 50.7% 52.3% 52.9% 57.3% 58.3% 66.5% 67.6% 69.0% 69.4% 76.1% 82.1% 82.2% 87.0% 89.5% 92.4% 92.4% 95.8% 96.8% 101.5% 116.2% 119.3% 119.8% 121.0% 125.3% 126.8% 135.1% 151.7% 152.7% 157.1% 175.6% 197.5% 198.5% 200.7% 305.8%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of May 31 2019 Source: JETNET (www.jetnet.com)

!

page 26

Asset Insight, LLC (www.assetinsight.com)

www.AVBUYER.com

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MarketIndicators July19.qxp_Layout 1 19/06/2019 09:26 Page 6

MARKET INDICATORS

Large Jets Ask Price vs. Maintenance Exposure

Asset Quality Rating

$ Millions

Scale -2.500 to 10.000

$ Millions

significantly in May, increasing to 69.8% from April’s 63.6%: • As usual, Turboprops posted the lowest ETP Ratio at 54.5%; • This was followed by Large Jets, setting a 12-month best figure at 57.1%; • Medium Jets came third with 77.2%; • Small Jets recorded an ETP Ratio of 77.7% in May.

Market Summary

May saw inventory levels decrease back to near March’s figures, while average Ask Prices increased for the third consecutive month (although they are still below the 12month average).

Large Jets: Inventory decreased by 10 units in this category, with departures focusing more on lower quality assets, while additions represented assets of higher quality.

These positive trends did not translate into a hike in the

units in the Medium Jet category, while the group’s Ask Price strengthened 4.7% to a 12-month high figure. Asset Quality and Maintenance Exposure both worsened, the latter posting a 12-month worst figure, as higher quality assets were favored by buyers.

The price boost was insufficient to counter the maintenance condition deterioration resulting in the ETP Ratio climbing to 77.2%. However, the high ETP Ratio should not impede buyers from locating good values, assuming they have completed sound analytics on whichever units they elect to pursue.

Medium Jets

Asset Quality Rating

May-19

Apr-19

Mar-19

Feb-19

5.000 Jan-19

May-19

Apr-19

Feb-19

Mar-19

Jan-19

Dec-18

Nov-18

Oct-18

Sep-18

Aug-18

Jul-18

26 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

$1.10

5.118

5.100

Dec-18

$1.20

5.200

Nov-18

$1.25 $1.15

Jun-18

$2.30

$1.30

5.300

Oct-18

$2.75

$2.50

$1.35

Jul-18

$2.70

Scale -2.500 to 10.000

Jun-18

$1.31

May-19

Medium Jets: May saw the inventory fleet contract by 15

$ Millions

$2.90

Apr-19

average Ask Price, which actually posted a 12-month low figure – but only decreased 0.2%. The good news is that the group’s ETP Ratio posted the lowest/best figure of the past 12 months, increasing opportunities for buyers and sellers to transact.

Sep-18

Ask Price vs. Maintenance Exposure

Mar-19

5.200

Feb-19

$3.00

Jan-19

5.300

Dec-18

$3.10

Nov-18

5.400

Oct-18

$3.30

Sep-18

5.500

5.557

Jun-18

May-19

Apr-19

Mar-19

Jan-19

Feb-19

Dec-18

Nov-18

Oct-18

Sep-18

Jul-18

Aug-18

$11.0 Jun-18

$10.5

$3.40 $3.20

$11.5

5.600

Aug-18

$12.5

$3.50

Aug-18

$3.22

Jul-18

$13.5

www.AVBUYER.com

MarketIndicators July19.qxp_Layout 1 19/06/2019 09:26 Page 7

AVBUYER.com Tony Kioussis is president of Asset Insight.

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

Small Jets Ask Price vs. Maintenance Exposure

Asset Quality Rating

$ Millions

$2.00

Scale -2.500 to 10.000

$0.85

$0.84

5.500

$1.90 $1.80 $1.70

5.300

$0.65

5.100

5.275

Small Jets: Contrary to the other three groups, Small Jets

experienced a net increase to the for sale fleet of 11 units.

While the current inventory is facing fewer near-term maintenance events, the cost of those events, based on the latest fleet mix, is projected to be substantially higher. With Ask Prices virtually equalling the 12-month average figure, it’s unsurprising to see the ETP Ratio increase to 77.7%.

Inventory additions have raised the listed units to 10.8% of the active fleet compared to last month’s 9.7%, but Asset Insight believes sufficient good values exist to allow buyers and sellers to reach common ground.

Asset analytics (www.assetinsight.com) Turboprops: Inventory fell

by Insight 17 units in May, with both Asset

Quality and Maintenance Exposure receding for the fifth Asset due, Insight (www.assetinsight.com) consecutive month in analytics large part, to buyer focus on higher quality assets.

With higher priced units departing inventory, average Ask

Outstanding Excellent 5.500 5.250 or to Greater 5.499

Turboprops

$0.55

www.AVBUYER.com

May-19

Apr-19

Mar-19

Feb-19

Jan-19

Dec-18

5.100 5.000

4.900

4.804

4.800 Apr-19

Mar-19

Feb-19

Jan-19

Dec-18

Nov-18

4.700 Oct-18

$0.50

Aug-18

May-19

Apr-19

Mar-19

Feb-19

Jan-19

Dec-18

Nov-18

Oct-18

Sep-18

Aug-18

Jul-18

Jun-18

$1.47

5.200

May-19

$0.65

$1.50

$1.45

Below Average Average 4.500 Less to than 4.749 4.500

Good 4.750 to 4.999

Scale -2.500 to 10.000

$0.60

$1.48

Very Good 5.000 to 5.249

Asset Quality Rating

Jul-18

$1.53

Nov-18

Asset Quality Rating Key

Jun-18

$0.64

Oct-18

MI www.assetinsight.com

$ Millions

$1.55

Sep-18

Aug-18

Jul-18

Price posted a 12-month low that was only $10k above the group’s record low figure. Aircraft within this group continue to sell at prices that reflect their maintenance condition, making it clear that buyers are conducting the necessary analytics to justify their offer price.

Sep-18

Ask Price vs. Maintenance Exposure

Jun-18

May-19

Apr-19

Mar-19

Jan-19

Feb-19

Dec-18

Nov-18

Oct-18

Sep-18

Jul-18

Aug-18

$1.80 Jun-18

$1.60

$0.75

AVBUYER MAGAZINE ❘ Vol 23 Issue 7 2019 ❘

27

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Buying&Selling 1 July.qxp_Finance 18/06/2019 09:37 Page 1

BUYING & SELLING AIRCRAFT

What are the Trends in Today’s Used Jet Market?

32 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

www.AVBUYER.com

w

Buying&Selling 1 July.qxp_Finance 18/06/2019 09:38 Page 2

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

Contact him via Dave@avbuyer.com

Dave Higdon weighs the evidence of used aircraft dealers and

brokers against the observations and forecasts from industry analysts.

What’s the current picture for the used jet marketplace?

T

he brakes seem to have been applied to the business jet market. This year's transactions lag 2018 by as much as 19% according to the latest market data.

Observers blame various factors, including a flip side to the sales boost the market experienced after the enactment of the Tax Cuts and Jobs Act of 2017. Of equal weight are the market dynamics, which those same observers believe is a trend that will last at least into next year.

Let's first examine the latest data.

2019 Used Aircraft Sales Market: So Far, So Slow

According to the AMSTAT database, 718 transactions of used business aircraft occurred between January 1 and May 31. For the same period in 2018, 886 transactions occurred. Analyst Brian Foley, Brian Foley Associates, observed, “It’s possible there is some paperwork lag, but it would still appear to be a downward trend.

“For comparison, Year-over-Year for 2017 the used transactions were 873 – and 732 in 2016,” he adds. Foley echoes others when he says, “I’d explain that (decline) by saying that those buyers who could benefit by the 2017 tax law change allowing accelerated depreciation have largely done so already.”

Interestingly, AMSTAT’s data notes used ‘Heavy’, ‘Medium’, ‘Light’ Jets and Turboprops, all suffered declines in retail transactions – with minimal variation by age.

AMSTAT reports the business turbine fleet for sale remains below the historical, with jets at barely 9% and turboprops hovering around 7.5% of the in-operation fleet.

Tightening Supplies, Flat Pricing to Come

Some dealers and brokers see the trend for declining sales as a hallmark of the stronger sales of recent years – sales which cut deeply into the available pool of used jet and turboprop aircraft for sale; they see the old ‘supply and demand’ law coming into play.

They also see a slight increase in the average www.AVBUYER.com

asking prices in the segments. Estimated values have indeed fluctuated… but not by much.

Other Sources Read the Scene Differently.

In a five-year forecast for new and used businessturbine aircraft, Jetcraft sees what many brokers and dealers have been expecting – further tightening of demand if a decline in new jet sales transpires as forecast.

“Fewer new planes entering the market typically results in fewer used business aircraft available because of the reduction in trade-ins, which ultimately depresses the pool of attractive used business jets,” a broker from southeast US noted.

Jetcraft's forecast anticipates an increase in new jet deliveries this year, flat deliveries in 2020, and slight declines thereafter until 2023. The same forecast predicts continued growth in used transactions through the same period, however.

Those transactions should continue to grow at a rate proportionally faster than new aircraft sales.

Aircraft Sales: How Does 2019 Really Compare With 2018?

With a good flow of used aircraft joining the fleet for sale, the inventory shrinkage seems to have slowed. But what could be blocking price stability at this time?

“Demand,” is the one-word answer provided by a West Coast dealer. If demand suffers even slightly, price stability is likely to suffer too, they qualified.

Even if prices stabilize the ebb in demand can contribute to sales taking longer to transpire – so more days on the market contributes to the appearance of reduced demand, with a similar impact on pricing.

In the view of many, however, demand declined as a ripple effect from last year's bump in used aircraft sales. Indeed, some of the signs of reduced demand stem from the higher demand in 2018 resulting from the 2017 jobs and tax law, possibly prompting some buyers to move earlier and/or more quickly than they had previously planned.

“I would anticipate this year will be more AVBUYER MAGAZINE ❘ Vol 23 Issue 7 2019 ❘

33

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3

Buying&Selling 1 July.qxp_Finance 18/06/2019 09:38 Page 3

AVBUYER.com

BUYING & SELLING AIRCRAFT

normalized, akin perhaps to 2016 levels before the tax write-off fervor,” Foley projects. He believes the ripe days for the used aircraft market passed last year. “They're behind us and tighter days are coming.”

Others see a similar departure between last year's supply and the available fleet this year. Ditto for pricing – the small boost in inventory seems to have caused an out-sized shift in pricing, downward, when the inventory change is barely enough to impact the quality of the inventory.

According to an East Coast broker, the pricing reactions amount to a “knee jerk response” from sellers that are upset at the lack of interest and long time it takes to sell an aircraft.

As a batch of new Large- and Mid-size Jets arrive on the market this year from the OEMs, the available pool of used aircraft should start to edge upward, ideally adding to the supply of quality aircraft in the market. But whether that supply increase prompts further price cutting will be a trend to watch.

If buyers take longer to deal, sellers may not stabilize their asking prices, prompting some market observers to hold, rather than play, as they bargain on further price reductions. “But if sellers hold their ground and don't indulge in unwarranted pricing cuts, buyers will quickly see that it's not the buyer's market they're hoping for, but a stable market balanced at both ends,” the East Coast broker adds.

Much of what the market does will hinge on whether buyers are confident in the overall economy, the state of which is currently in flux as the US continues to pursue a protectionist economic policy against friend and foe, alike.

Tariff Tales: So Far, Not so Bad…

One element of worry last year appears to have had little impact on the new jet sales that feed the used aircraft market with fresh inventory: Tariffs, on aluminum and steel.

So far, at least, new jet sales appear generally unaffected by these levies (which have changed, shifted and changed again), both on the target materials and the nations suffering under them.

The original levies China announced covered only a narrow range of commercial aircraft used as the basis for Boeing BBJs and Airbus ACJs. Had they been applicable, analysts put the potential cost of threatened retaliatory China tariffs on aluminum at barely 1% of the price of the nominal business-turbine aircraft. The number rises to about 2% for commercial aircraft. So far, China's threatened tariffs, applied, lifted or suspended, seemingly hardly impact US General Aviation sales at all.

But it pays to be watchful. The way in which the US creates, announces and applies tariffs intended to change the behavior of other nations has proven somewhat unpredictable lately...❙

“But whether that supply increase prompts further price cutting will be a trend to watch.”

34 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

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Corporate Concepts July.qxp 20/06/2019 09:11 Page 1

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Buying&Selling July19.qxp_Finance 17/06/2019 14:36 Page 1

BUYING & SELLING AIRCRAFT

How to Navigate Multi-State Aircraft Use Tax Complexities

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AVBUYER.com Keith Swirsky, president of GKG Law & Chairman of the firm’s Business Aviation Practice, has over 35 years of law practice experience focused on federal aviation tax, commercial law and regulatory issues.

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Ryan Swirsky, an associate at GKG Law and member of the firm’s Business Aviation Group, concentrates his work on aircraft acquisitions & sales, federal & state taxation, financing, ownership structuring, and external management arrangements.

Given the large amount of money involved with the purchase of corporate aircraft, many aircraft owners are rightfully concerned with sales tax and the complementary use tax.

GKG Law’s Keith Swirsky and Ryan Swirsky explore…

T

he concerns over sales tax and complementary use tax often prompt aircraft owners to take into consideration ways to minimize or eliminate their tax liability on the purchase.

Most purchasers are aware that sales tax liability can be incurred based on the location of closing and will plan accordingly. Approaches include: • • • • •

Closing in a state with no sales tax; Closing in a state with an applicable exemption from sales tax for their aircraft; Closing in a low sales tax state (such as the Carolinas); Closing in a state with a fly-away exemption; or Closing in a state where complementary use tax would be owed if sales tax were avoided.

Strategies for Minimizing Use Tax Liability

With respect to the latter point, most purchasers are aware that the state where they hangar their aircraft, if different from the state where closing occurred, will be owed use tax on the transaction. Therefore, they will engage aviation tax counsel to implement strategies to minimize or eliminate use tax liability.

These strategies vary state by state, including the mechanics and requirements of seemingly similar structures. Common tax planning tactics include: • • • •

Sales for resale; Interstate commerce exemptions; Casual or isolated sale exemptions; and Common carrier exemptions.

Having planned for sales and use tax based on where the closing for the aircraft occurred and where the aircraft will be based, many aircraft www.AVBUYER.com

owners believe that their sales and use tax concerns have ended. However, this is not the case.

Multiple states can assert that complementary use tax is owed, even when such use tax is already being paid to another state!

Such a situation occurs when another state asserts that it has ‘nexus’ with the aircraft. Many complex issues, often with taxpayer-adverse consequences, can result in such a situation.

Understanding a State’s Nexus With the Aircraft

The concept of nexus relates to the level of connection and presence between the taxpayer and the taxing jurisdiction. For a state to impose its sales or use tax, the taxpayer must have sufficient nexus with that state.

The level of connection and presence required to establish nexus to assert use tax on an aircraft varies state-by-state and, unfortunately for the taxpayer, there is often a lack of clear guidance on what level of contact constitutes sufficient nexus.

As stated, the hangar location is sufficient to establish nexus. However, it is possible that landings in other states, even infrequently, can create nexus with such states. In this circumstance, other factors are generally required, with factors commonly considered including: • • •

Regularity of travel to the state; The total days in the state during a ‘testing period’; and Whether the taxpayer has other connections to the state (e.g. payroll, property, transactions, tax return filings, etc.).

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“It is important to note that the ability to mitigate such tax risk will be severely compromised if such planning occurs after the aircraft has been operated, or more commonly, after receipt of a use tax bill from such other state(s).”

Proper advance planning with experienced aviation tax counsel can mitigate such tax risk.

It is important to note that the ability to mitigate such tax risk will be severely compromised if such planning occurs after the aircraft has been operated, or more commonly, after receipt of a use tax bill from such other state(s).

What if Additional Use Tax Nexus Can’t be Avoided?

In the event additional use tax nexus is unavoidable, a taxpayer may be eligible to receive credit for taxes already paid to the original taxing state.

Generally, states give a credit for ‘like’ or ‘similar’ taxes paid to another state. So, assuming the taxpayer paid, or is paying (if a leasing structure) a meaningful amount of taxes to State A, the challenge is to convince State B that the taxes

paid or being paid to State A are ‘like’ or ‘similar’ taxes.

It is equally important that the aircraft was not used in State B prior to being used in State A, in as much as State B can deny the credit on the basis that State A owes the credit and not State B.

In Summary…

While avoiding, or paying sales tax is relatively straightforward, use tax planning is complex and cumbersome. The tax planning intricacies should also factor in a healthy measure of practical guidance.

Once again, experienced aviation tax counsel should be engaged, in advance of the aircraft purchase. As always, the bigger picture of the flexibility of corporate aircraft utilization is paramount! ❙ More information from www.gkglaw.com

Make More Informed Buying Decisions - with AvBuyer 42 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

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Ownership 1.qxp_Finance 18/06/2019 16:02 Page 1

OWNERSHIP

Aircraft Registries: What are the Tax Implications?

Are some aircraft registries more advantageous than others? Should taxation be the leading reason for choosing where to register your jet? AvBuyer asks Chris Water and Marianne Domaille about the Guernsey Aircraft Registry…

Chris Water

G

uernsey’s 2-REG began operations in December 2013 following eighteen months of intensive development. Initially three local business aircraft were added.

Since then, 2-REG has experienced rapid growth, according to Chris Water, sales and marketing manager.

“The milestone 500th registration was reached in April 2019,” he says. “Today the registry is intensively utilized by lessors for transferring commercial aircraft and fluid aircraft types. The Airbus A320 is among the more common jet types to be found on the Guernsey register, and we even have a couple of A380s.

“All the while the number of registered business aircraft and AOCs continue to increase incrementally.”

Guernsey, located in the English Channel, is an independent jurisdiction governed by its own Parliament – the States of Guernsey – but is dependent on the UK for the administration of foreign affairs and defense. As an established international finance center built on political stability and low taxation, it offers a firmly established fiscal and regulatory environment.

To some, low taxation may be cause for suspicion that Guernsey’s 2-REG could be used as a means of

48 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

Marianne Domaille

tax avoidance among the ‘super wealthy’.

“Actually, where the aircraft is registe red has little bearing on its owner’s tax liabilities and reporting obligations,” clarifies Marianne Domaille, CEO of Guernsey-based Private Office Professionals.

With extensive experience working in the fiduciary, trust and corporate service provider industry, estate planning and corporate governance, Ms. Domaille also has specialist knowledge of the aviation industry including management of Guernsey AOCs and aircraft registration.

“It is not generally possible to achieve tax mitigation from the pure registration of an aircraft because tax authorities look at other elements – such as the ownership structure; where management and control is exercised; where the aircraft is flying; and if it is being used for private, business or commercial purposes.

“There are more influential factors which will override wh ere an aircraft is registered to determine the tax position,” she elaborates.

Aircraft Registries: They’re About More Than Tax

Domaille suggests it would be unwise to base aircraft registry decisions on tax alone.

“Guernsey is indeed a great choice to set up a www.AVBUYER.com

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holding structure and register your aircraft because corporation tax is typically 0%.

There are, of course, some operators who will take a short-term view and only look at which jurisdiction has the lowest current tax regime.

“However, others take a longer-term view and consider the impact of changes to the applicable tax regime in the future (i.e. the impact of Brexit on the UK’s tax framework).

“Much more important than tax, however, is to check that the choice of aircraft registration will not prevent the aircraft from flying where it needs to go.”

Among the various advantages offered by Guernsey’s aircraft register is its perception as a neutral, politically stable jurisdiction that has been whitelisted as a transparent and well-regulated offshore finance center. It is also regulated by Guernsey’s own office of the Director of Civil Aviation (DCA).

Guernsey’s acceptance of regulatory systems from the major aviation jurisdictions within North America and Europe ensures that 2-REG aircraft have a reputation of quality that is now familiar to aviation and customs authorities worldwide. www.AVBUYER.com

Aircraft Registries: What are the Tax Considerations?

Though there is clearly more that drives an aircraft registry choice than tax, where tax is part of a wider decision, what are the main issues an aircraft owner will need to consider?

Domaille offers an example: “An aircraft flying privately into, and around, Europe may be subject to VAT. In that case, the owner may decide to use a European registry in a jurisdiction where the VAT rate for aircraft importation is lower.

“The nature of the tax obligations on an owner will depend predominantly on where the aircraft is flying and the purpose that it is being used for,” she highlights.

Ultimately, owners considering which registry would make the best sense for their future operations would be well advised to analyze their projected airplane usage, consulting a specialist who can advise them on the tax and regulatory specifics of the jurisdictions they plan to operate in.

More information from https://www.2-reg.com/ ❚ AVBUYER MAGAZINE ❘ Vol 23 Issue 7 2019 ❘

49

Avjet FP April.qxp_Layout 1 18/03/2019 15:00 Page 1

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Ownership 2.qxp_Finance 17/06/2019 14:21 Page 1

OWNERSHIP

Supplemental Lift— What’s Best for You? (Part 2) Having explored the concepts of charter, jet cards and fractional ownership as possible supplemental lift solutions, this month David Wyndham considers how to make a decision over adding supplemental lift to your flight department…

T

here’s far more to understanding supplemental lift in Business Aviation than knowing the options available. If there’s a real need to add extra flying capability to your flight department without buying an airplane outright, then you’re going to need to know how to decide between charter, a jet card, or fractional ownership.

And once you have selected the right option, you will need to choose the right aircraft to fulfil those additional mission needs. Following is some advice on developing your understanding to ensure your next supplemental lift solution is the right one for your operation.

52 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

How to Choose the Right Type of Supplemental Lift

Why Consider Aircraft Charter? Chartering a business aircraft can make financial sense when flying anywhere from a few hours to approximately 100 hours per year. It provides the greatest flexibility and no commitment, as you are only under ‘contract’ for the flight you booked.

Aircraft charter is flexible in the sense that you can choose different aircraft types based on your changing mission needs. However, if you’re looking at a number of empty-leg trips (i.e. ‘deadhead’ trips, with no passengers), a jet card with one-way travel may be worth considering. www.AVBUYER.com

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O

David Wyndham is vice 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

Charter is booked either by contacting the operator direct, or via a charter broker.

Why Consider a Jet Card? Typically, a Jet Card might factor as a viable option if there is a need for 25 flight hours up to around 100 hours annually (provided the hours are to be used within a year). But be aware that the options don’t stop there…

There are card programs that offer different aircraft categories, newer models, and US-only operators versus global providers.

As suggested above, many jet card programs offer one-way travel options.

Generally speaking, the card programs guarantee their cost-per-hour for 12 months and are all-inclusive of fuel and other fees, with the exception of international travel costs.

Why Consider Fractional Ownership? Fractional ownership comes with significant commitments compared to charter and jet cards. Fractional www.AVBUYER.com

aircraft require a form of ownership or an operating lease, and the contracts are generally for five years.

Annual hour allotments are fixed and guaranteed. However, excess hours are limited and can come at a higher cost. To benefit from fractional ownership, your utilization needs to be predictable and stable. If they are not, you could end up with a quarter, an eighth, and a sixteenth share all under different contract start dates.

Rather than just being an hourly fee, fractional pricing has a monthly management fee and an occupied hourly fee with a fuel-cost adjustment. Fractional ownership typically makes financial sense for those with the need for between 50 and 300 hours flying a year. It’s important to note, however, that above 250 hours the cost of whole-aircraft ownership may actually be more economical.

There may be certain tax advantages to business aircraft ownership, but you should

!

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carefully evaluate all charter alternatives before deciding on the best way to expand your current aviation operation.

How to Choose the Right Aircraft for Supplemental Lift…

The current aircraft in your operation should be capable of performing the most important mission to justify owning that particular aircraft. Overall, it should meet 85–90% of your private air travel needs. If your current aircraft is not a good fit most of the time, then replacing it may be the right move.

Choosing the type of aircraft to have as a supplement is the same as choosing your primary aircraft. The travel needs will define the aircraft characteristics. So, you must first define the required and desired criteria and then evaluate the options.

Whatever option you choose should be financially optimized. For example, though a Long Range Jet is capable of flying a 150-mile trip, a smaller Turboprop is likely to be more cost effective.

How to Manage Growth Using Supplemental Lift

Growing into another aircraft requires careful consideration and planning. What may look like continued growth into a second aircraft may plateau at a lower level of usage than anticipated.

Conversely, waiting too long to acquire another aircraft may cost you more in the long run. Either way, projecting future demand is difficult.

Therefore, adding another aircraft should be part of an aircraft needs analysis. This plan requires

inputs from the main users regarding what they want and need from air travel. The financial planning needs to be considered along with the benefits of the subsequent aircraft.

Part of the process may indicate whether your current aircraft is capable of meeting your main requirement, and may suggest that you should consider a two-aircraft operation. You need to look at the budget for not only the current operation but for the total cost of owning and operating the aircraft.

For example, if one aircraft is capable of meeting demand for 600 hours per year, then the second aircraft may not fulfil a requirement for 1,200 hours. The crossover point in these situations can often be much lower.

One of our clients operated a trans-oceanic business jet that was flying approximately 150 hours annually over short- to medium-length trips.

My financial analysis revealed it was less costly to buy a used Mid-size Jet than operate the global jet for an additional 150 hours per year and accept the associated operating costs and higher market depreciation.

In Summary…

Supplemental lift can be a great add-on to your normal aircraft usage. It can add a few more hours in the short-term, provide access to a larger aircraft for a special trip, or bridge the gap to owning another aircraft.

Whether it’s traditional charter, jet card membership or fractional ownership, there is a solution to fit your needs and budget. In all cases, look at the total costs not only to acquire another aircraft, but also to operate it. ❙

AvBuyer - Read by Aircraft Owners Throughout the World 54 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

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OWNERSHIP

How to Enhance Cost Analysis in Your Flight Department Why bother with detailed cost analysis for your flight operation? And how

can data be used to maximize productivity and benefits to the company and

flight department personnel? Andre Fodor highlights with some examples…

S

itting at Helsinki airport with an AOG situation, it was almost impossible to stop thinking about the budget as we awaited the arrival of maintenance and parts. A routine flight from Budapest had deteriorated into a major exercise in logistics, creative thinking and international commerce.

Resolving the issue took considerable coordination between our Director of Maintenance in the US, the OEM’s maintenance control in

58 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

Canada, a parts depot in Germany and the only available FAA-qualified technician hailing from France but dispatched by a service center in Portugal.

Looking at this operational challenge, it was only natural to worry about our bottom line.

Nevertheless, it was important to take the view that ultimately, our efforts would still deliver a balanced budget that would hopefully render this event a hiccup in our cost-averaged budget. www.AVBUYER.com

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O

With a focused approach on global excellence and creativity, Andre Fodor has managed flight operations for the U.N. and Flight Options as well as being a senior demonstration pilot and instructor for Embraer Aircraft. He is the Aviation Director for his current employer.

“...effective use of budget data should account for the unexpected.”

If solid management practices and historical data could be adhered to, it would be possible for these unexpected AOG costs to harmonize over time. That’s because effective use of budget data should account for the unexpected.

The Challenge of Unscheduled Surprises

Factoring unscheduled surprises into a budget is certainly a challenge. It must be consolidated as part of a viable plan that gets your airplane back in the air from an AOG situation, for example, using effective cost management and procurement controls.

Last month we discussed budgeting and the importance of having a business plan that incorporates predicted costs, data accumulation, analysis and transparency. Without these components, the flight department is essentially a ‘pay-as-you-go’ operation, leaving too much room for unknowns and anxiety.

As a flight operation matures, past budgets provide historical data to help you accurately understand the financial challenges ahead, and how annual cost oscillations change and affect delivery of a positive bottom line. With historical www.AVBUYER.com

budgeting data, it’s easier to identity and manage the areas where a leaner budget is required without sacrificing service excellence or crew lifestyle.

Historical Data Delivers Savings

By way of example, one operation I worked for billed each department of the company for their aircraft utilization. However, balancing the trip costs at one of our regular destination airports was proving problematic.

For several months, I monitored the costs specific to that operation and discovered that the rogue expenses were for de-icing fluid. As it transpired, most of the operations at this airport occurred during the winter, and the only available option at that airport was to leave the aircraft parked outside in heavy wintery accumulation.

Only one type of de-icing fluid was available – type IV fluid that required longer holdover times.

We were burning hundred-dollar bills the moment that nozzle began spraying liquid!

Armed with that knowledge, we developed a procedure to mechanically remove snow and frost.

We invested in soft brooms, step ladders and

!

AVBUYER MAGAZINE ❘ Vol 23 Issue 7 2019 ❘

59

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OWNERSHIP

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“The result was a more sophisticated, safer and ultimately cheaper operation.” safety equipment, and agreed on an hourly rate for the use of two FBO workers.

We paid for an experienced de-icing operator to train them in the ice removal application process and paid to install a dosimeter on the de-icing nozzle, which ensured we paid for how much fluid was dispensed instead of being subject to an estimated charge. The result was a more sophisticated, safer and ultimately cheaper operation.

In other examples, over a period of years as our data was migrated into spreadsheets, fuel purchases and fuel burns were added together with the name of the fuel provider in our flight logs. Analyzing the data enabled us to leverage our buying power with the provider who the data showed was hungrier for our business.

That data also meant that when our home airport attempted to impose accessibility limitations to outside vendors, we were able to demonstrate to the airport authority the revenue impact of fuel taxes on local business.

Historical Data Helps Retain Good Staff

Finally, historical data has also been used to retain talented flight crew and support staff. Sometimes, it’s not enough to be competitive with salaries and benefits. To retain valued staff, it’s important to know what else could be done to sweeten the overall employment experience.

The cost analysis data we accumulated allowed us to offer our crews credit towards perks during long-haul international trips, allowing each person to tailor their stay and add value to life on the road.

In Summary…

Never one to excel at math, it ultimately took for me to become an aviation manager to discover the applicative power of numbers and how effectively they can develop understanding of what things will cost.

This is a valuable skill that provides the real-life data necessary to quantify, explain, validate and manage the ever-rising costs of flying private. ❚

AvBuyer - Read by Flight Departments Throughout the World 60 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

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General Aviation July.qxp_Layout 1 17/06/2019 12:46 Page 1

AirCompAnalysis July19.qxp_ACAn 18/06/2019 16:45 Page 1

JET COMPARISON

Aircraft Comparative Analysis Cessna Citation Sovereign+ vs Hawker 900XP In this month’s jet comparison, Mike Chase provides information

on the Cessna Citation Sovereign+ and Hawker 900XP Mid-size Jets.

O

What are the advantages in each?

ver the following paragraphs we’ll consider key productivity parameters in our field of study, including payload, range, speed and cabin size, along with the current market for the Cessna Citation Sovereign+ and Hawker 900XP.

About the Citation Sovereign+

The original Citation Sovereign was built between 2004 and 2013. Over that time, Cessna produced a total of 350 units. After 2013, Cessna introduced the Sovereign+ and has built 84 Sovereign+ jets.

One of the strong suits of this model that makes it so popular within the market is its range. The Citation Sovereign/Sovereign+ provide US coast-tocoast capability akin to larger cabin jets, while retaining the features that make Mid-size Jets so advantageous to many operators.

62 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

The pressurized cabin accommodates a crew of two plus nine passengers as a standard. Two Pratt & Whitney Canada PW306D FADEC-controlled turbofan engines provide the power (upgraded from PW306C on the Sovereign). The range capability of the Sovereign+ increased by more than 200nm distance over the original Sovereign when carrying four passengers.

Of the 84 Citation Sovereign+ aircraft in operation, all are wholly owned. In April 2019, North America had the largest fleet percentage (82%), followed by Europe and South America at 8% each.

Together, these regions account for a combined 98% of the world’s total fleet.

About the Hawker 900XP

The Hawker 900XP was manufactured between 2007 and 2012. When introduced to the market, the www.AVBUYER.com

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HOW MANY

EXECUTIVE

SEATS

CESSNA

9

Citation Sovereign+

(Manufactured between 2013-2018)

$10.8 Million

vs.

(2013 Model)

HAWKER

8

900XP

(Manufactured between 2008-2012)

$5.1 Million (2012 Model)

WHICH OF THESE MID-SIZE JETS WILL COME OUT ON TOP HOW MUCH

RUNWAY DO I NEED?

Hawker 900XP

(Balanced field length, ft)

1500

5,258

2000

2500

HOW FAR

Hawker 900XP

2,818

5,920

PAYLOAD CAN WE TAKE?

(Nautical Miles. 4 Pax)

3,069

3000

(Lbs)

Citation Sovereign+ Hawker 900XP

2,490 1,950

HOW MANY

OPERATION?

EACH MONTH?

UNITS IN 84 182

Sources used: Conklin & de Decker, JETNET, Vref, Chase & Associates

NEW/USED SOLD

3 (9.3%)

4000

4500

5000

5500

WHAT’S THE

HOW MANY

www.AVBUYER.com

3500

HOW MUCH

CAN WE GO?

Citation Sovereign+

3,260

Cessna Citation Sovereign+

LONG RANGE CRUISING SPEED?

(Knots)

Citation Sovereign+ Hawker 900XP

459 402

WHAT’S THE

COST PER HOUR?

2 (6%)

12-Month Average Figure

Citation Sovereign+ Hawker 900XP

$2,752 $2,918

(% = Global Fleet For Sale)

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AirCompAnalysis July19.qxp_ACAn 18/06/2019 09:30 Page 3

JET COMPARISON

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Table A - Payload & Range Comparisons Citation Sovereign + Hawker 900XP

30,775 28,000

11,390 10,000

MTOW (lb)

Max Fuel (lb)

2,490

1,950

Max Payload (lb)

Source: OEMs, JETNET, B&CA, Conklin & de Decker

1,400

2,484

1,620

Avail Payload w/Max Fuel (lb)

2,600

Max P/L w/Avail Fuel IFR Range (nm)

1 312

Chart A - Cabin Cross-Sections

5.50 ft

5.75 ft 6.00 ft

Source: UPCAST JETBOOK

Chart B - Range Comparison Citation Sovereign+ Hawker 900XP

Payload & Range Comparison

Beechcraft Hawker 900XP

5.70 ft

Cessna Citation Sovereign+

3,069 nm (w/4 Pax) 2,818 nm (w/4 Pax) 2

Hawker 900XP retained all of the advanced traits of the Hawker 850 (including fuel efficiency, aerodynamics, comfort, and more).

The Hawker 900XP features Honeywell TFE731-50R engines designed specifically for the aircraft and rated at close to 5,000lbst, resulting in increased climb performance. In total, there are 182 Hawker 900XP business jets in operation, 178 of which are wholly owned, while two are in shared ownership, and two are in fractional ownership.

As of April 2019, North America was home to the largest Hawker 900XP fleet percentage (70%), followed by Asia (14%), and Europe (9%) accounting for a combined 93% of the fleet.

As we have established in previous articles, a potential operator should focus on payload capability as a key factor in selecting the right aircraft for their needs.

Table A (top, left) shows the Citation Sovereign+ ‘Available Payload with Maximum Fuel’ is 1,400lbs, which is less than the 1,620lbs offered by the Hawker 900XP.

Cabin Cross-Section Comparison

Chart A (left) shows the UPCAST JETBOOK cabin cross-section comparison for the Citation Sovereign+ and Hawker 900XP. As shown, the Hawker 900XP has slightly more cabin height and width compared to the Citation Sovereign+.

Also depicted, both aircraft have dropped aisle cabins to achieve their maximum heights.

The chart doesn’t, however, show that the Citation Sovereign+ has a longer cabin (25.25ft) than the Hawker 900XP (21.3ft). This ultimately results in a greater cabin volume for the Sovereign+ (585cu.ft) than the Hawker 900XP (551cu.ft).

In terms of baggage space, the Citation Sovereign+ has 35cu.ft interna l and 100cu.ft external volume. By comparison, the Hawker 900XP does not offer external baggage storage but has 50cu.ft internal luggage capacity.

Range Comparison

Cruise with NBAA IFR alternate fuel reserve calculation for Source: & Associates a 200Chase nautical mile alternate. Does not include winds aloft or any other weather r

64 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

Using Wichita, Kansas as the origin point, Chart B (left) shows the Citation Sovereign+ (at 3,069nm) has more range than the Hawker 900XP (2,818nm) with four passengers.

For business jets, ‘Four Passenger Range’ represents the maximum IFR range of the aircraft at long range cruise with NBAA IFR fuel reserve calculation

!

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6

Leading Edge July.qxp_Layout 1 17/06/2019 12:47 Page 1

2013 Challenger 300 s/n 20429

Engines/APU on MSP, 1 U.S. Owner Since New, FANS 1A & CPDLC

2005 Citation CJ2 s/n 525A-0242

Cessna Maintained, ADS-B Out w/ WAAS, UNS-1L, TAP Preferred

2004 Gulfstream G550 s/n 5025

Low time, RRCC, Plane View Avionics Suite, Fwd. Galley & Crew Lav.

2013 Challenger 605 s/n 5942

Recent Price Reduction, ADS-B Out v2, Engines & APU on Programs

2004 Falcon 2000EX s/n 026

Two U.S. Owners Since New, ADS-B Out w/ WAAS and LPV, Excellent Maintenance History

2011 Gulfstream G450 s/n 4230

ADS-B Out, Enhanced Navigation w/ FANS 1/A+, CPDLC, WAAS/LPV, TCAS 7.1

2007 Citation CJ2+ s/n 525A-377

Two U.S. Owners Since new, Cessna Maintained, ADS-B Out w/ WAAS, Recent Price Reduction

AirCompAnalysis July19.qxp_ACAn 20/06/2019 12:49 Page 4

JET COMPARISON

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Chart C – Cost per Mile* Comparison Citation Sovereign+

including a 200nm alternate. This range does not include winds aloft or any other weather-related considerations.

Powerplant Details

$8.06

Hawker 900XP

The Citation Sovereign+ is powered by two Pratt & Whitney Canada PW306D engines providing 5,907lbst each. By contrast, the Hawker 900XP is powered by a pair of Honeywell TFE 731-50R engines with 4,660lbst each.

$10.25

$0.00

$3.00

$6.00

$12.00

$9.00

US $ per nautical mile

Cost Per Mile Comparison

*1,000 nm mission costs (no depreciation)

Source: JETNET

Chart C (left) details the ‘Cost per Mile’ for our comparative jets (per JETNET data), and factors direct costs (no depreciation) with each aircraft flying a 1,000nm mission with an 800lbs (four passenger) payload. The average US Jet-A fuel cost used for May 2019 was $4.93 per gallon.

The Citation Sovereign+ shows a lower cost per nautical mile at $8.06, compared to $10.25 for the Hawker 900XP. That’s a difference of $2.19 lower cost per mile for the Citation Sovereign+.

Chart D – Variable Cost Comparison

Citation Sovereign+

Variable Hourly Cost Comparison

$2,752

Hawker 900XP

The ‘Total Variable Hourly Cost’, per JETNET data (and highlighted in Chart D, left) is defined as the cost of fuel expense, maintenance labor expense, scheduled parts expense and miscellaneous trip expense (hangar, crew and catering).

The Total Variable Cost for the Citation Sovereign+ computes at $2,752/hour compared to the Hawker 900XP at $2,918/hour. That gives the Citation Sovereign+ a $166 (5.7%) lower variable hourly cost.

$2,918 $0

$1,000

$2,000

$3,000

$4,000

US $ per hour Source: JETNET

Aircraft Comparison Table

Table B - Aircraft Comparison Table Citation Sovereign + Hawker 900XP

459

402

Long Range Cruise Speed (Kts)

585

551

Cabin Volume Cu Ft

3,069 2,818

$10.8 $5.1 2013 2012

4 Pax w/Avail Fuel IFR Range (nm)*

Used Vref Price $USm

84

182

In Operation

* Average Full Sale Transactions in the past 12 months as of April 2019; Source: JETNET, Conklin de Decker, Vref.

66 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

6%

9.3%

% For Sale

2

3

Average Per Month Sold*

Table B (left) contains the prices (per Vref) for a used 2013-edition Citation Sovereign+ (first year of production) and a used 2012-model Hawker 900XP (last year of production). The long-range cruise speed, cabin volumes and ranges are from Conklin & De Decker and B&CA, and number of aircraft in-operation, fleet percentage for sale and average sold are as reported by JETNET. The Citation Sovereign+ fleet had 6% of its fleet for sale as of the end of April 2019, while the Hawker 900XP had 9.3% for sale. The average number of transactions (sold) per month was two for the Citation Sovereign+ and three used transactions for the Hawker 900XP over the past 12 months.

Maximum Scheduled Maintenance Equity

Provided courtesy of Asset Insight, Chart E (overleaf) displays the maximum maintenance www.AVBUYER.com

!

Freestream July.qxp 18/06/2019 15:05 Page 1

2009 Falcon 7X S/N: 046

2007 Bombardier Global XRS S/N: 9185

Airframe Total Time: 5,053.7 hrs Aircraft Total Cycles: 1,319 cycles

Airframe Total Time: 5054.0 hrs Aircraft Total Cycles: 2121 cycles

2009 Gulfstream G450 S/N: 4170

2011 Gulfstream G550

2012 Gulfstream G550 S/N: 5391

2011 Gulfstream G550

Airframe Total Time: 1962.9 hrs Aircraft Total Cycles: 941 cycles

Airframe Total Time: 2971.3 hrs Aircraft Total Cycles: 935 cycles

Airframe Total Time: 3209,1 hrs Aircraft Total Cycles: 1258 cycles

Airframe Total Time: 1540 hrs Aircraft Total Cycles: 717 cycles. EASA Compliant

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

FREESTREAM AIRCRAFT (H.K.) LIMITED

FREESTREAM AIRCRAFT USA LIMITED

London +44 207 584 3800 sales@freestream.com

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

Hong Kong +852 2724 5620 info@freestreamhongkong.com

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

AirCompAnalysis July19.qxp_ACAn 20/06/2019 12:50 Page 5

JET COMPARISON

Chart E - Maximum Scheduled Maintenance Equity Cessna Sovereign+

Assumed Annual Utilization: 426 Flight Hours Average Maximum Maintenance Equity: $2,388,961

Pct of Avg Max Mtnc Equity vs. Aircraft Age 100%

90%

Pct of Max Mtnc Equity

80%

70%

equity a Citation Sovereign+ might have, based on its age. Note: 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 an average annual utilization of 426 Flight Hours and that all maintenance is completed when due.

Depreciation Schedule

60%

50%

40%

30%

20%

1

2

3

4

5

7

6

Source: Asset Insight (www.assetinsight.com)

8

9

10

11

12

13

14

15

Aircraft Age (Years)

Table C - Part 91 & 135 MACRS Schedule MACRS Schedule for PART 91 Year Deduction

1

2

3

4

5

6

20.0%

32.0%

19.20%

11.52%

11.52%

5.76%

MACRS Schedule for PART 135 M Year Deduction

1

2

3

4

5

6

7

8

14.29%

24.49%

17.49%

12.49%

8.93%

8.92%

8.93%

4.46%

Source: NBAA

Table D - Citation Sovereign+ MACRS Depreciation Schedule 2013 Citation Sovereign+ - Private (Part 91) Full Retail Price - Million $10.800 Year

Rate (%)

1

20.0%

2

32.0%

3

19.2%

4

11.5%

5

11.5%

6

5.8%

Depreciation ($M)

$2.160

$3.456

$2.074

$1.244

$1.244

$0.622

Cum. Depreciation ($M)

$2.160

$5.616

$7.690

$8.934

$10.178

$10.800

Depreciation Value ($M)

$8.640

$5.184

$3.110

$1.866

$0.622

$0.000

2013 Citation Sovereign+ - Charter (Part 135) Full Retail Price - Million $10.800 Year

Rate (%)

1

14.3%

2

24.5%

3

17.5%

4

12.5%

5

8.9%

6

8.9%

7

8.9%

8

4.5%

Depreciation ($M)

$1.543

$2.645

$1.889

$1.349

$0.964

$0.963

$0.964

$0.482

Cum. Depreciation ($M)

$1.543

$4.188

$6.077

$7.426

$8.391

$9.354

$10.318

$10.800

Depreciation Value ($M)

$9.257

$6.612

Source: Vref

68 â?&#x2DC; Vol 23 Issue 7 2019 â?&#x2DC; AVBUYER MAGAZINE

$4.723

$3.374

$2.409

$1.446

$0.482

$0.000

Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers can use accelerated depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table C).

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 straightline method, meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated and, if so, the correct depreciation method and recovery period that should be utilized.

For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a sevenyear recovery period, or under ADS using a twelve-year recovery period.

Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a six-year recovery period.

There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in any given year.

The US enacted the 2017 Tax Cuts & Jobs Act into law on December 22, 2017.

Under the new Act, taxpayers may be able to deduct up to 100 percent of the cost of a new or pre-owned 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 www.AVBUYER.com

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

Table D (bottom left) depicts an example of using the MACRS schedule for a 2013model Citation Sovereign+ in private (Part 91) and charter (Part 135) operations over fiveand seven-year periods.

Table E (right), meanwhile, depicts an example of the MACRS schedule applied to a 2012-model Hawker 900XP used in private (Part 91) and charter (Part 135) operations over five- and seven-year periods.

Asking Prices & Quantity

The current used market for the Citation Sovereign+ aircraft shows a total of five jets for sale, two of which have asking prices of $10.4m and $11.2m. For the Hawker 900XP, 17 aircraft are listed for sale nine of which display asking prices ranging between $3.695m and $5.99m.

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

Table E - Hawker 900XP MACRS Depreciation Schedule 2012 Hawker 900XP - Private (Part 91) Full Retail Price - Million $5.100 Year

1.

2.

3.

Four Passenger Range (nm) with available fuel; The long-range cruise speed flown to achieve that range; The gross cabin volume available for passen gers and amenities.

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

For more than double the purchase price (2013-model Citation Sovereign+ vs 2012model Hawker 900XP) the Citation Sovereign+ demonstrates a higher level of productivity compared to the Hawker 900XP and the original Citation Sovereign.

While it edged out the Hawker 900XP with a greater cabin volume, more range, lower operating costs and higher cruise speed, it has a lower ‘Available Payload with Maximum Fuel’ capacity than the Hawker 900XP. www.AVBUYER.com

32.0%

20.0%

Rate (%)

3

19.2%

4

11.5%

6

5

11.5%

5.8%

Depreciation ($M)

$1.020

$1.632

$0.979

$0.588

$0.588

$0.294

Cum. Depreciation ($M)

$1.020

$2.652

$3.631

$4.219

$4.806

$5.100

Depreciation Value ($M)

$2.448

$4.080

$1.469

$0.881

$0.294

$0.000

2012 Hawker 900XP - Charter (Part 135) Full Retail Price - Million $5.100 Year

2

1

Rate (%)

24.5%

14.3%

3

17.5%

4

12.5%

5

8.9%

6

7

8.9%

8.9%

Depreciation ($M)

$0.729

$1.249

$0.892

$0.637

$0.455

$0.455

$0.455

Cum. Depreciation ($M)

$0.729

$1.978

$2.870

$3.507

$3.962

$4.417

$4.873

Depreciation Value ($M)

$3.122

$4.371

$2.230

$1.593

$1.138

$0.683

$0.227

8

4.5%

$0.227 $0.000 $5.100

Source: Vref

Chart F - Productivity Comparison $12.0

Productivity Comparisons

$10.0

Price (Millions)

The points in Chart F (right) are centered on the same aircraft. Pricing used in the vertical axis is as published in the Vref Pricing Guide.

The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors:

2

1

2013 Sovereign+ 2012 Sovereign

$8.0 $6.0 $4.0

2012 Hawker 900XP

$2.0 $0.0 0.600

0.650

0.700

0.750

0.800

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

0.850

In Summary

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

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

Mike Chase’s analytical and consultancy services are highly valued within the Business Aviation industry. He is founder and president of Chase & Associates, and works closely with several respected sources to compile his unique Aircraft Comparative Analysis features.

Contact Mike via mike@avbuyer.com

AVBUYER MAGAZINE ❘ Vol 23 Issue 7 2019 ❘

69

Values Intro July.qxp_Finance 17/06/2019 14:40 Page 1

VALUES - LIGHT JETS

AVBUYER.com

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

A

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 70 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

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 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 2000 through Spring 2019, and covers 34 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 Learjet 40XR average value reported in the Spring 2019 edition of Bluebook shows $2.5 million for a 2009 model, $2.3 million for a 2008 model and so forth.

Note: We have included 34 aircraft models in the following Light Jets average price guide, and for additional assistance, Conklin & de Decker’s Performance and Specifications data for these models can be referred to, beginning on page 78.

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1st Source February.qxp_Layout 1 17/06/2019 12:49 Page 1

Retail Values July2019.qxp_RPG 18/06/2019 16:15 Page 1

VALUES - LIGHT JETS

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

2019 US$M

2018 US$M

2017 US$M

2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

2.250

2.150

2.050

4.5

4.2

3.8

3.3

3.0

2.7

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

11.0

10.0

8.250

CESSNA CITATION CJ4 525C

8.5

7.8

6.9

CESSNA CITATION CJ3+525C

7.5

6.9

6.2

7.750

7.0

6.7

6.2

5.7

5.5

6.7

6.6

6.3

6.0

5.7

5.4

6.0

5.9

CESSNA CITATION CJ3 525B

5.5

5.3

5.0

4.8

4.6

4.4

CESSNA CITATION CJ2+525A

4.5

4.3

4.1

3.9

3.7

3.6

3.4

3.2

3.0 3.0

2.8 1.550

CESSNA CITATION XLS 560 CESSNA CITATION ENCORE+560 CESSNA CITATION V ENCORE 560 CESSNA CITATION EXCEL 560-XL CESSNA CITATION BRAVO 550

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

4.5

3.9

3.6

CESSNA CITATION CJ1+525 CESSNA CITATION CJ1 525 CESSNA CITATION MUSTANG 510 CIRRUS VISION JET SF50

1.9

2.750

2.450

1.8

1.7

ECLIPSE 550

2.250

1.950

2.2

2.1

ECLIPSE 500 EMBRAER PHENOM 300E

1.850

1.750

1.650

2.0

1.7

1.6

--

6.5

6.0

5.7

5.5

2.6

2.4

2.2

2.0

9.0

EMBRAER PHENOM 300

8.250

8.0

EMBRAER PHENOM 100EV

4.1

3.9

EMBRAER PHENOM 100E

3.6

7.8

7.4

7.0

3.4

3.1

2.9

EMBRAER PHENOM 100 HAWKER 400XP

2.2

HAWKER BEECHJET 400A HONDAJET HA-420

4.9

NEXTANT 400XTI

4.5

4.0 4.4

PILATUS PC-24

9.5

3.9

3.5

3.0

2.6

2.4

8.5

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

72 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

www.AVBUYER.com

Retail Values July2019.qxp_RPG 18/06/2019 15:15 Page 2

AVBUYER.com

What your money buys today

Spring 2019 2009 US$M

2008 US$M

2007 US$M

2006 US$M

2005 US$M

2004 US$M

2003 US$M

1.950

1.850

1.750

1.650 1.450

1.350

1.250

3.6

3.4

3.2

2.9

2.6

2.5

2.3

2.6

2.4

2.1

1.9

1.7

2.1

1.9

1.450

1.750

1.550

1.350

2.5

2.3

5.3

5.2

4.7

4.6

4.1

3.7

3.4

3.1

2002 US$M

2001 US$M

2000 US$M

MODEL YEAR $ MODEL BEECHCRAFT PREMIER 1A

1.150

1.050

BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR

1.6

1.5

1.4

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

1.250

BOMBARDIER LEARJET 40 CESSNA CITATION XLS+560

3.9

3.7

3.5

CESSNA CITATION XLS 560 CESSNA CITATION ENCORE+560

2.8

2.6

2.4

2.1

2.0

1.9

1.7

CESSNA CITATION V ENCORE 560

2.8

2.6

2.5

2.4

2.2

CESSNA CITATION EXCEL 560-XL

1.8

1.6

1.5

1.4

1.3

1.2

1.1

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

4.2

4.0

3.6

3.5

3.4

3.4

3.2

3.0

2.8

2.8

2.6

2.5 2.0

3.3

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

2.6

2.4

2.2

2.1

1.450

1.350

1.250

1.150

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

5.2

EMBRAER PHENOM 300 EMBRAER PHENOM 100EV EMBRAER PHENOM 100E

1.9

1.7

2.0

1.8

EMBRAER 100 1.7

1.5

1.3

1.150

1.1 1.1

HAWKER 400XP 1.050

1.0

0.950

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

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

www.AVBUYER.com

AVBUYER MAGAZINE ❘ Vol 23 Issue 7 2019 ❘

73

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2000 GULFSTREAM IVSP

S/N 5716 · N688SF

S/N 1407 · N987SC

2008 CHALLENGER 300 S/N 20227 · LV-GOK

2018 EMBRAER LEGACY 500 S/N 55000072 · N666DM

2014 CESSNA CITATION XLS+

1998 DASSAULT FALCON 2000

S/N 6161 · N560SC

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2015 Citation Latitude

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2011 Hawker 900XP

Serial Number: 0018 ADS-B Out Equipped Garmin 5000 Avionics One Owner – Low Hours EASA Certified

Serial Number: HA—177 EASA Certified Fresh EF&G Inspections and ADS-B Out Program Enrolled – MSP Gold Worldwide Aircell Swift Broadband Internet

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Serial Number: FL-1040 ADS-B Out • Aircell ATG-5000 WIFI Low Hours- 911 Since New Collins Pro Line Fusion Fresh Textron Pre-Buy Assurance Program Inspections

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Serial Number: 225 Program Enrolled – Engines / APU • Interior and Exterior in Pristine Condition • Next Gen – EASy II with CPDLC, ADS-B Out, RAAS, SVS, ADM • Lightening sensor system Swift Broadband 64 internet • Fourteen Passenger Configuration • One Owner Since New

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Serial Number: 117 Engines Enrolled on ESP Gold / APU Enrolled on MSP Gold • Next Gen Avionics – FANS 1/A, CPDLC, ADS-B Out, TCAS 7.1 • Painted in July 2013 • Fresh Interior Refurb Completed by West Star - Grand Junction- March 2019

Serial Number: 680-0290 Always Hangared • One Owner Since New WAAS/LPV Extended Range Oxygen System EU OPS Certified

2003 Global Express

1998 Challenger 604

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Serial Number: 5375 Program Enrolled – GE OnPoint Impeccable Maintenance History Outstanding Ownership Pedigree 11 Passenger Executive Configuration

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2008 Legacy 600

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Serial Number: 14501032 Registered and Based in the US Since New US Pedigree and Currently on a FAR 135 Certificate CAT II, RVSM. Interior Soft Goods Refurbishment by International Jet Interiors - March 2016 ATG-5000 US Domestic High Speed Internet

United Arab Emirates, PO Box 634297, Fortune Tower, Suite 2405, C1 JLT Dubai Contact sales@jethq.com for additional info www.jethq.com

ACSpecs Intro.qxp_AC Specs Intronov06 17/06/2019 14:31 Page 1

SPECIFICATIONS - LIGHT JETS

Aircraft Performance & Specifications Light Jets

T

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

This month’s category of aircraft - 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.

Tel: +44 (0) 208 255 4000; Email: editorial@avbuyer.com © 2019 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com

Description of Cost Elements

The following describes the content of each cost element used in The Aircraft Cost Evaluator.

There are no sales taxes included in these costs.

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 cabin space. Cabin Volume is the interior volume, with headliner in place, without chairs or other furnishings.

•

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

Performance Range: • 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.

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.).

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.

Weights: • Maximum Take-Off Weight is specified during aircraft certification.

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

78 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

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SpecificationsC.qxp_PerfspecDecember06 17/06/2019 14:33 Page 1

NUMBER OF ENGINES

FERRY RANGE-nm (NBAA IFR FUEL RESERVES)

MAX PAYLOAD (lbs)

MAX TAKEOFF (lbs)

PASS SEATS TYPICAL

5.4

5.5

13.6

285

6

12500

1435

850

461

2

FJ44-2A

BEECHCRAFT PREMIER IA

5.4

5.5

13.6

285

6

12500

1400

850

454

2

FJ44-2A

BEECHCRAFT BEECHJET 400A

4.8

4.9

15.6

305

7

16100

2085

1180

458

2

JT15D-5

BEECHCRAFT HAWKER 400XP

4.75

4.92

15.5

305

8

16300

2015

1180

450

2

JT15D-5R

BEECHCRAFT HAWKER 400XPR

4.75

4.92

15.5

305

8

16300

2100

1313

447

2

FJ44-4A-32

BOMBARDIER LEARJET 40

4.92

5.12

17.67

369

6

20350

2282

1573

465

2

TFE 731-20AR

BOMBARDIER LEARJET 40XR

4.92

5.12

17.67

369

6

21000

2051

1778

465

2

TFE 731-20BR

BOMBARDIER LEARJET 45

4.92

5.12

19.75

415

8

20500

2110

1423

465

2

TFE 731-20AR

BOMBARDIER LEARJET 45XR

4.92

5.12

19.75

415

8

21500

1875

1685

465

2

TFE 731-20BR

CESSNA CITATION MUSTANG

4.5

4.58

9.8

163

4

8645

1200

718

340

2

PW615F

CESSNA CITATION M2

4.75

4.83

11

201

6

10700

1400

694

404

2

FJ44-1AP

CESSNA CITATION BRAVO

4.7

4.8

15.75

292

7

14800

1925

1290

405

2

PW530A

CESSNA CITATION ENCORE

4.75

4.83

17.33

314

7

16630

2075

1410

430

2

PW535A

CESSNA CITATION ENCORE+

4.75

4.83

17.33

314

7

16830

2390

1494

430

2

PW535B

CESSNA CITATION CJ1

4.75

4.83

11

201

5

10600

1350

775

381

2

FJ44-1A

CESSNA CITATION CJ1+

4.75

4.83

11

201

5

10700

1365

895

389

2

FJ44-1AP

CESSNA CITATION CJ2

4.75

4.83

13.58

248

6

12375

1400

1075

413

2

FJ44-2C

ENGINE MODEL

BEECHCRAFT PREMIER I

MAX SPEED (ktas)

CABIN WIDTH (ft)

CABIN VOLUME (Cuft)

CABIN HEIGHT (ft)

CABIN LENGTH (ft)

AVBUYER.com

!

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.

www.AVBUYER.com

AVBUYER MAGAZINE ❘ VOL 23 Issue 7 2019 ❘

79

SpecificationsC.qxp_PerfspecDecember06 17/06/2019 14:33 Page 2

ENGINE MODEL

NUMBER OF ENGINES

MAX SPEED (ktas)

FERRY RANGE-nm

(NBAA IFR FUEL RESERVES)

MAX PAYLOAD (lbs)

MAX TAKEOFF (lbs)

PASS SEATS TYPICAL

CABIN VOLUME (Cuft)

CABIN LENGTH (ft)

AVBUYER.com

CABIN WIDTH (ft)

CABIN HEIGHT (ft)

SPECIFICATIONS - LIGHT JETS

CESSNA CITATION CJ2+

4.75

4.83

13.58

248

6

12500

1720

1194

413

2

FJ44-3A-24

CESSNA CITATION CJ3

4.75

4.83

15.67

286

6

13870

1925

1374

417

2

FJ44-3A

CESSNA CITATION CJ3+

4.75

4.83

15.67

286

6

13870

1925

1374

417

2

FJ44-3A

CESSNA CITATION CJ4

4.75

4.83

17.3

293

7

17110

2150

1667

454

2

FJ44-4A

CIRRUS VISION SF50

4.07

5.08

11.48

170

4

6000

1200

796

300

1

FJ33-5A

EMBRAER PHENOM 100

4.92

5.08

11

212

5

10472

1312

915

390

2

PW617F-E

EMBRAER PHENOM 100E

4.94

5.08

11

212

5

10582

1334

917

390

2

PW617F-E

EMBRAER PHENOM 100EV

4.94

5.08

11

212

5

10582

1334

1178

406

2

PW617F1-E

EMBRAER PHENOM 300

4.92

5.08

17.17

324

7

17968

2216

1811

444

2

PW535E

EMBRAER PHENOM 300E

4.92

5.08

17.17

324

7

17968

2216

1811

444

2

PW535E

HONDA AIRCRAFT HA-420 HONDAJET

4.8

5

12.1

-

5

10600

1521

792

422

2

HF120

NEXTANT AEROSPACE 400XT

4.75

4.92

15.5

305

7

16300

2469

1852

471

2

FJ44-3AP

NEXTANT AEROSPACE 400XTi

4.75

4.92

15.5

305

7

16300

2050

1527

460

2

FJ44-3AP

ONE AVIATION ECLIPSE 500

4.16

4.66

7.6

109

3

6000

1088

574

371

2

PW610F-A

ONE AVIATION TOTAL ECLIPSE 500

4.16

4.66

7.6

109

3

6000

1088

574

371

2

PW610F-A

ONE AVIATION ECLIPSE 550

4.16

4.66

7.6

109

3

6000

1088

574

371

2

PW610F-A

PILATUS PC-24

5.08

5.58

23

501

6

17968

2522

1525

440

2

FJ44-4A

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.

80 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

www.AVBUYER.com

❚

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Maintenance 2.qxp_Finance 17/06/2019 14:25 Page 1

MAINTENANCE

Is Your Engine Overhaul Due? Here’s What to Plan...

What’s involved in planning for an engine inspection or overhaul, and what are the best practices and the pitfalls along the way?

Dave Higdon reviews…

T

he average annual flight times of today’s business jets run between 350-500 hours.

On that basis, the owner of a brand-new jet with engines on a 4,000-hour Time Between Overhaul (TBO) cycle can reasonably expect eight-to-11 years flying time before the first overhaul is due. They’d also be looking at four to 5.5 years before their first Hot-Section Inspection (HSI).

That gives the savvy operator plenty of room to be 82 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

preparing for those two seminal events in a businessturbine engine’s life cycle.

With this in mind we’ll consider the options available to operators who are watching the clock run down on those first TBO/HSI events.

Those options range from grounding the aircraft and acquiring access to a temporary replacement aircraft (supplemental lift), t o leasing replacement powerplants in order to keep the company airplane www.AVBUYER.com

w

Maintenance 2.qxp_Finance 17/06/2019 14:27 Page 2

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

Contact him via Dave@avbuyer.com

for periods of low demand for the aircraft. So, you’ll need to analyze the data available to your flight department to know when those are likely to be.

(Many operations follow the same philosophy when they’re establishing the annual inspection – required of all Part 91 operators.)

When a major engine event is due, the ideal would be to schedu le it at the same time as the airplane’s annual inspection. This approach assumes you plan to do without the company airplane for the duration of the inspection/overhaul, in which case it may be necessary to arrange supplemental lift.

The benefit of minimizing downtime ranges from reducing your spending on supplemental lift (where necessary) to lowering the cost for loaning replacement powerplants while y ours are being overhauled at the maintenance shop.

Whether to Use Supplemental Lift or Loaner Engines…

flying while the powerplants undergo their renewal.

A qualified overhaul partner is required, as is timeinvestment in producing adequate documentation and clarifying the costs.

Who Will be Your Engine Overhaul Partner?

The first item on your planning list should be to research and select in advance a vendor who is able to perform the work when the time arrives. That vendor should be capable of coordinating the other elements of the work package, including: • • •

Engine removal and re-installation; Shipping (where required); Test runs and acceptance flights.

Ensuring your overhaul partner is fully capable of coordinating the whole project, you’ll have peace of mind that you have a partner who knows the plan and can follow its progress closely.

How to Time Your Overhaul

It’s logical to schedule major engine-maintenance events, whether overhauls or hot-section inspections, www.AVBUYER.com

Deciding which path to follow while your engines are in the shop should be a leading question. If supplemental lift (ad hoc charter, jet card or wet leasing) is the likely route, time is needed to prepare.

In the case of charter and jet cards, advanceplanning can often help secure fixed-rate and scheduling benefits while also affording you time to establish that the prospective charter company’s safety standards at least match your own high standards.

Alternatively, planned access to loaner or rental powerplants is an option that’s appealing to many operators investing in hourly engine maintenance cost programs.

Note that the benefits of a professionally managed maintenance program can help ease the load on an operator on every level, depending on the details of the program they’re enrolled with.

Support can vary from a turn-key process that is completely managed by the program provider, to more limited service covering the overhaul or inspection itself, but not the removal and reinstallation of the engines, for example.

What About Engine Insurance, Shipping and Re-Installation?

When considering costs of an inspection/overhaul, you’ll need to factor the removal, re-installation, shipping, insurance and the work package itself (which very likely will include replacement parts).

Smart operators begin to plan on their overhaul

!

AVBUYER MAGAZINE ❘ Vol 23 Issue 7 2019 ❘

83

Maintenance 2.qxp_Finance 17/06/2019 14:25 Page 3

MAINTENANCE

when they acquire the aircraft.

When costing up the project, the above costs should be detailed in writing between the operator and the entities involved in the upcoming inspection/overhaul, and all vagaries need to be specified, including who pays for the shipping and who is insured for the insurable elements.

Copying Your Documents Insures Against Problems

The process will involve significant paperwork, and care should be taken to ensure continuity of all the required documentation. Generous duplication is recommended. Maintenance shops and hourly maintenance cost program providers recommend copious copying of documents and keeping of the duplicates as well as the originals.

In particular they urge copying of all powerplantrelated logs. The very existence of certified copies can be a real benefit should a document get lost, stolen or be involved in a shipping accident. The existence of the duplicates can also help streamline the process of recreating missing logs in the event they are needed in the future.

Is it Time to Address Other Maintenance Needs?

Given the downtime involved in sending in two engines for overhaul, you may want to look at other maintenance and upgrade needs you've been considering – especially if the engine work is timed to coincide with an annual inspection or other major maintenance event.

So, if you’re thinking of an interior refurbishment, new paint or an avionics upgrade, for example, it’s 84 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

AVBUYER.com

best to start considering such options a year or more ahead of the TBO due date.

Why Bother With the Acceptance Flight After Overhaul?

Following all the pre-planning leading up to the event, and the additional planning to keep your executives moving during the engine overhaul, one major step remains: The acceptance flight.

Essentially, a detailed test flight following reinstallation of the engines should be arranged, and ideally the overhaul vendor will be on hand and involved in that process since there are big bucks involved.

During the acceptance flight you’ll be checking whether the engines make rated power, demonstrate normal operating pressures, temperatures, turbine speeds, lubrication and fuel flow. Once the engines have demonstrated their normalcy, they can formally be returned to service.

Now...Relax – Until the Next Time

If the process worked well and left you satisfied, this will also be a good time to assess the aircraft's future with your operation.

With a pair of freshly overhauled powerplants as well as any other work performed at the same time, it could be an optimal time to have the aircraft valued and to assess its viability as a tradein or sale.

That aircraft is unlikely to ever be worth more than it is following overhaul and you'll be unlikely to be as prepared to consider such an option as you are now… At least until the next time an overhaul comes around. ❙ www.AVBUYER.com

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AVIONICS

Cabin Lighting: What’s Available & Why Does it Matter?

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Trevor West spotlights cabin LED systems, asking MROs to illuminate customers on the expanding aftermarket lighting options.

L

ike other fields of aviation, cabin illumination has undergone a digital transformation over the past dozen years as solid-state LED (light-emitting diode) technology with circuit boards, computer chips and lighting strips has replaced incandescent and fluorescent bulbs.

The benefits of LED lighting are widely recognized: They create a much more comfortable cabin ambiance than fluorescent lighting and are far less prone to equipment problems and bulb burnout, lasting some 15 to 20 times longer among other advantages.

Additionally, “When you do a big interior update, nothing sets it off like new LED lighting,” says Duncan Aviation’s avionics installation sales representative Justin Vena.

“The lighting in the aircraft actually affects your mental state and your stress level,” explains Elliott Aviation’s vice presi dent, avionics programs and operational logistics Mark Wilken. “It’s proven: the light coming through the eyes in different colors affects the way you feel.”

The downside? LED lighting is relatively expensive, and without a lot of aftermarket options to offer. Therefore, such upgrades haven’t been on most owners’ and operators’ radars come modification time.

That’s changing, according to the MROs we spoke wi th, helping to lead an expanding LED aftermarket. The Number 1 rule of any lighting upgrade, they say, is defining the mission. www.AVBUYER.com

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What’s Driving Your Lighting Upgrade?

“The first thing I ask is, ‘What’s your motivation behind the LED installation?” Vena reveals. “Is it because your existing fluorescent system is expensive to maintain or obsolete?

“Or do you want to better the lighting because you’re redoing the soft goods or cabin walls and you want to give it more pop?” The answer will help define the solution.

Obsolescence and economics are the most frequent drivers, as replacement parts for fluorescent systems get pricier and harder to find. Some firstgeneration LED lighting systems are themselves no longer factory supported.

“I’ve had three projects here recently where a week from delivery we were squawking out [B/E Aerospace] 5800-series bulbs,” said Vena, referring to popular early LED lights no longer supported by the OEM – n ow a part of Collins Aerospace, which is itself expanding its LED cabin lighting portfolio.

Even for older systems that remain OEMsupported, it can take weeks to get replacement bulbs. Drop-in third-party LEDs are good options as replacements, particularly if time is an issue, requiring lead times of say two weeks versus eight to 12 weeks for factory lights.

Aircraft Lighting International (ALI), a prim ary supplier of third-party replacements, makes LED drop-in bulbs for both LED systems and fluorescent systems. ALI has LED fluorescent replacement bulbs that incorporate all the power supply and controls found in the ballasts of fluorescent lighting systems, allowing removal of the heavy and failure-capable components.

Alternatively, for quicker, less costly conversions, LED bulbs that use the existing ballast for power can 88 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

be employed. The consensus among MROs is to remove the ballast in favor of a total LED system, eliminating the analog-era component/point of failure.

When time isn’t a factor, the choice between factory and third-party replacement bulbs is often personal. “Some customers want to stick with what the factory is doing,” said Vena. “Some are frustrated by the fact they have an LED bulb that’s obsolete and don’t want to buy replacements from the company that sold them the first ones.”

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Concept for Cessna Hemisphere Cabin

Choosing Your LED Lighting Ambiance

LED lighting can be white-only, or RGB (red-greenblue) systems which also provide an infinite variety of colored light. Most LED installations of either white only or RGB provide simple upwash and downwash lighting. The former casts light from valences upward, the latter downward, and these provide for most onboard ambiance lighting needs.

But LED systems are also highly configurable and can provide a multitude of effects beyond upwash and downwash. As part of a recent installation, Elliott made 3D-printed cup holders with LED lighting around the base with the aircraft owner’s LEDilluminated logo at the bottom, created with laser-etched acrylic.

RGB systems combine the three primary colors to create white as well as infinite other hues. The color, or temperature (in Kelvin), of the white light can be tuned in both white only and RGB systems, going from a warmer, orange-yellow tone in the 2,500 to 2,700 Kelvin range, through pure white at 5,500, to a cooler blueish tint at around 6,000 Kelvin, Wilken says.

The temperature of white-only LEDs can be set at the time of installation, though some allow onboard temperature adjustment.

For guidance, major MROs have lighting e xpertise on their interior design teams as well as tools to help customers see and compare the differences in lighting temperatures.

For onboard operation of today’s systems, touchscreen controllers with color squares can be adjusted as desired, and app-based controls allow cabin occupants to adjust lighting through their own mobile devices.

Some LED systems offer programs with presets 90 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

that automatically ad just the lighting to the phase of flight or the destination.

Healthy Lighting for Passenger Comfort

This ‘healthy lighting’ trend is exemplified in the circadian-based LED Soleil Dynamic Lighting that Bombardier introduced in May for its new Global 7500. Soleil, French for sun, uses RGB lighting to help passengers onboard the world’s longest range, purpose-built business jet re-adjust their body clocks during their journeys. Similar applications will likely be quickly adapted for the aftermarket.

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Bombardier’s Global 7500 Soleil Dynamic Lighting

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Elliott’s Prizm RGB LED Cabin Lighting System

However, even in new LED installations, many owner/operators retain their incandescent reading and dome lights (and typically avoid any involvement with emergency lighting systems in the modification as well, to avoid certification complications).

Early LED reading lights often delivered a harsher, more concentrated light pattern than incandescent lights they sought to replace. Current LED reading lights can provide softer, yet brighter and more dispersed illumination than their incandesced counterparts. And drop-in LED replacements with adjustable temperatures are available for incandescent eyeball and reading light fixtures.

When is Best to Upgrade Your Lighting?

A major inspection, when the aircraft has the interior removed, provides an ideal opportunity for a complete LED system upgrade. But the reality is demand for lighting upgrades lags far behind that for connectivity and ADS-B installations, with cost a major factor.

“If they can cut $60,000 off the [shop] visit—which is about what these systems cost for a Mid-size Jet [installation] — that’s quite a bit off the bottom line,” Vena says.

Further complicating the sale, the options available today can make estimating upgrade costs difficult. Duncan Aviation used to make its estimates based on cabin length; so a 15-foot cabin meant 60 feet of LED lighting, covering the up-wash and

downwash on each side of the cabin.

But bulb length affects the cost, and with dualand multi-zone cabins, and forward and aft sections, “You almost need to have the installation designed” before y ou can provide a quote on the installation, Vena adds.

Disappointed with the LED lighting on the market to offer its customers, Elliott Aviation has introduced, under the Elliott Technologies brand, the Prizm RGB LED system for business aircraft, “from the turboprop all the way to the wide-cabin jet,” says Wilken. A built-in Wi-Fi access point allows control via a mobile device, and the system includes an easily configurable control app.

Optional features can take the system “from mild to wild,” said Wilken, yet a basic, feature-rich Prizm costs “the same basic price competitors are charging for a white-only” system, he adds.

In March Prizm received FAA PMA approval for parts manufacture and has been installed on aircraft from a King Air “up through a mid-size Citation and Hawker,” and Elliott is developin g an authorized Prizm dealer/installer network, Wilken says. “Half a dozen have been installed, and another half a dozen sold,” he concludes.

More information from www.aircraftlighting.com; www.duncanaviation.aero; or www.elliottaviation.com ❙

Intelligent Decisions on Avionics - with AvBuyer 92 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

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AVIONICS

Touchscreen Avionics: What are the Benefits & Challenges?

What are the benefits making touchscreen avionics so popular in today’s flight decks? And how are the manufacturers countering potential challenges the new technology brings? Mario Pierobon speaks with experts within the field…

U

nsurprisingly, touchscreen flight decks have been moving into the mainstream of avionics following the commercial success that personal electronic devices such as smartphones and tablet computers have enjoyed in recent years.

Touchscreen technology has been creating new opportunities for flight deck customization, and it’s also been helping to improve safety.

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Improved Interaction with Touchscreen Flight Decks

As with all significant changes in technology, there’s a learning curve for flight crews adopting touchscreen flight instruments. Nevertheless, “…commercial off the shelf devices that utilize touchscreens have eased this technology into the cockpit somewhat,” suggests Paul Damschen, senior flight test pilot/DER at Universal Avionics. www.AVBUYER.com

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AVBUYER.com

Mario Pierobon is a safety management consultant and content producer. He currently is working on a research project investigating aircraft ground handling safety.

Contact him via mariopierobon@ az-all-in-one.com

“There are many benefits. Primarily it allows a well-designed user interface to use a limited space and present whatever information or control features are necessary to the pilots. It can be fieldupgraded to add features or enhance the system or interface. It is actually far more space-efficient,” he explains.

Indeed, there appears to be consensus that touchscreen avionics allow pilots to in terface with the aircraft, flight deck and its systems more efficiently.

“Touchscreen efficiencies, such as pinch-to-zoom on a moving map, allow pilots to quickly access the information they need instead of searching for the same information in several pages/chapters in an older global positioning system (GPS), navigator or flight management system (FMS),” a Garmin spokesperson highlighted.

“With the integr ation of tablets in the cockpit, touchscreen cockpits are a natural progression and allow pilots to more easily transition between the two.” www.AVBUYER.com

According to Greg Crawford, associate director, avionics system engineering, Collins Aerospace, “Touchscreens are able to open a new world of controls for the pilots much like tablets have changed the computer and cell phone industries.

Interaction is now directly with the item you are interfacing with instead of finding a separate control location.

“This enables the user interface to become enhanced and directly tied to the item at hand: Type and a keyboard is provided; adjust a range and a slider is provided. Indicators can be improved for mode and selection providing a more intuitive user interface.”

By way of illustration, Universal Avionics recently received an FAA Supplemental Type Certificate for its touchscreen EFIS Control Display Unit (ECDU) for the InSight Display System.

Designed for efficiency, the Touch ECDU provides fast, easy access for InSight user control and input. Available in touchscreen or nontouchscreen versions, both ECDU models combine

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multiple InSight System controls, including the flight displays, FMS, radios, traffic and terrain into a centralized control device.

“The convenience of the touchscreen technology is another step in the reduction of head-down time,” specified Dan Reida, vice president - sales, marketing & support, Universal Avionics.

Universal points out that the ECDU eliminates the need for external panels that take up valuable cockpit space by integrating with the PFD/MFD and standalone radios. And the Touch ECDU combines the functionality of the traditional ECDU with an even more intuitive interface for an enhanced, easy user experience.

Touchscreen Flight Decks: What are the Safety Implications?

Inherent to touchscreen technology are the implications for safety that might arise during hazardous situations (such as turbulence) that are stressful for pilots. Those implications haven’t been lost on the equipment manufacturers, however.

“While touchscreen can be difficult to use in turbulence, even standard knobs and controls under some conditions are hard to locate and use,” Damschen argues. “Touchscreens do need to have provision for a hand rest or stabilization device in those conditions. Beyond that, touchscreens meet all of the requirements necessary for their operating environment and pose no additional issues. [In fact] most systems do have additional logic to monitor pilot inputs for incorrect or erroneous inputs.”

According to the spokesperson at Garmin, the company intentionally designs its avionics and flight decks so that pilots can utilise both the touchscreen and dedicated knobs/buttons along the bezel of the displays to perform common inflight functions such as altitude pre-select, changes 96 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

Universal Avionics’ Touch ECDU

to aircraft heading, and even make flight plan amendments.

“Garmin conducts a thorough human factors assessment to ensure pilots can get to the information they need easily and with accuracy in all flight conditions,” the spokesperson adds.

“Touchscreens, in general, are no more difficult to use in turbulence provided a stable anchor point for the hand is available,” Crawford says.

“Touchscreens also allow for simplified user interfaces that may walk the pilot through actions to ensure completion and proper order.

“Ultimately, they open the door to improved automation techniques that reduce crew errors and provide better feedback of automated actions to the pilot,” he concludes. ❙ www.AVBUYER.com

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Ken Elliott is a highly respected industry authority on avionics as a member of the NextGen Advisory Council sub-committee, and oversees engineering and mentoring at West Star Aviation.

Contact him via kenelliott@wsa.aero or www.weststaraviation.com

What’s the Future of Avionics?

(Part 2)

Ken Elliott continues his reversed-time journey from the future back to the present, covering the evolution of avionics from different perspectives.

T

he pace of change in our world increases exponentially, such that our grandchildren/great-grandchildren will have a very different perspective to us.

What may seem unbelievable or even outright scary to us now will be the norm for them.

With that in mind, it’s important for us to let go and appreciate the fact that what we hang on to is tenuous at best.

Regarding aircraft and their equipment, we must expect some revolutionary changes to appear in our window on the future.

Following are just a few of the evolutions that will thrust us into the future of flight: • • • • • •

Wireless Avionics Intra-Communications (WAIC) Wi-Fi Avionics 5G Technology to advance unmanned operations Technology to advance eVTOL flight Technology that allows aircraft to operate autonomously above 500ft.

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Each of the above can be further broken down into their various uses for advanced flight. Besides the fact that an aircraft’s design is dictated by its intended function and purpose, the theory of its flight and the laws that govern it do not change.

It’s our adaptation to the laws that will.

The term SWaP-c is the all-important backbone of deciding the right aircraft for a mission: -

Size (S) Weight (W) and Power (aP) with an eye on cost (-c).

As any aviator knows, weight has a direct influence on the ability to stay in the air. Reducing the weight of an empty aircraft allows it to carry more payload, or fly higher, faster and further. It also permits an increase in an aircraft’s endurance and performance.

An aircraft must have enough self-sufficient power calculated through its energy, engine and propulsion (EEP). All three, along with weight, will

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Avionics.qxp_Finance 18/06/2019 14:54 Page 2

AVIONICS Figure A: The Revolution to Remove Pilots & Material Items from Current Business Aircraft (Replacing Them With Remote Control)

REDUCE

DELETE

Avionics Evolved

Electro Mech.

Evolved

CARGO/PEOPLE/ PUBLIC SERVICE EQUIPMENT ENTERPRISE USE

Structure Evolved

either dictate the possible size or be dictated by the necessary size of an aircraft.

The aircraft must be able to physically and efficiently support its EEP. Recent strenuous efforts with eVTOL are providing the most clues to a future where the relationship of EEP within SWaP-c will be optimized.

At least as far as our view on the future extends, it looks like we will continue to need EEP and SWaP-c considerations in any airborne vehicle for a long time to come. However, all bets are off if anything truly innovative emerges.

Contributors to the Evolution of Aircraft

Assuming a hollow cabin and excluding all things ‘EEP + airframe’, following are several major empty weight contributors to most business aircraft today: • • • • • •

Crew Equipment required for the comfort and safety of the crew Wiring and connectors Equipment required to fly and control the aircraft (non-avionics) Avionics Equipment required for the comfort and safety of the passengers.

These can be further broken out by Air Transport Association (ATA-100) Chapters widely used by aircraft manufacturers and maintainers today. Not surprisingly, it is easy to see where major evolutions of aircraft can either remove or re-invent these aspects that contribute to weight.

There are however several very significant ‘global’ factors, outside of aircraft design, that will dictate what ultimately transpires, including: 100 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

APU FOR PEOPLE

REDUCE

• • • • • • •

Safety How humans live, work and play Security of data and technology Discovery of new, relevant and effective technologies The environment and any major changes to Earth’s climate Resources and who controls them Major conflict that can change everything in an instant.

These can and will provide the overall direction of aviation in general and, by default, shape the future of how aircraft evolve. Further influences will determine other factors defining the narrower direction of aircraft and airspace design, including: • • • • • • •

Alternative EEP Acceptance of no-pilot flight Redundancy Reliability of ‘remote flight control’ Advanced lightweight materials The future air traffic control Cyber security.

Deeper still, and specific to avionics, there are the following ten demands: 1.

2.

3.

4.

5.

6.

7.

8.

Minimal latency (time delay in send and receipt of data) No RF interference Tamper-/hack-proofing Ability to handle huge amounts of data simultaneously Subject to wide-scope system safety analysis Subject to broad function hazard analysis Interoperability Redundancy www.AVBUYER.com

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A

Figure B: Future Off-Board Avionics for Business Aircraft

External Cockpit Terrestrial ‘Pilot’

Transducers

Sensor Data In

A

D

Internet Nodes

ASMC

Sensor Data Out

B

C

Closed Servo Loop

ASMC - Aerodynamic Surface Movement Control

9.

Not reliant on single data sources (such as satellites) 10. Complex command and feedback algorithms.

Regarding intended function and purpose, and apart from defense-related needs, aircraft generally fall into four major categories: • • • •

Carriage of cargo Carriage of people Public utility and emergency Enterprise.

For most of us the first three are easy to grasp, but the fourth is not. Enterprise is a huge part of the current purpose of unmanned aircraft, mostly small unmanned aircraft systems (sUAS). Because of their maneuverability and being economical to create, these flight craft have entered a multiplicity of functions that are industrial — hence enterprise.

As we already know, our future aircraft will be a fusion of dynamic maneuverability, leveraging of fixed-wing, rotorcraft, eVTOL, quadcopter and other prime designs. It is clear function and purpose that will flexibly integrate operations in all four categories.

A Minimalist Approach to Future Business Aircraft

The possible evolution of the aircraft, as explained, should end up with a reduction or complete removal of: • • • • www.AVBUYER.com

Crew Equipment required for the comfort and safety of the crew Wiring and connectors Equipment required to fly and control the

• •

aircraft – non-avionics Avionics Equipment required for the comfort and safety of the passengers.

We will certainly witness fewer crew, and by default a reduced or deleted cockpit and all of the equipment necessary for the comfort and safety of the crew. By removing the need for avionics boxes and card cages, there will also be a dramatic reduction of wiring and connectors. While we will continue to use electro-mechanical devices to maneuver the aircraft, they will be directed differently.

The need for any kind of cabin will be strictly dependent on the carriage of people or cargo/packages. As captured in Figure A (opposite top) we can see how almost the whole of our current business jet should evolve into something completely different than today.

Despite a natural reluctance to change, any evolution will be gradual, occurring over a long period of time. We are already witnessing subtle movement in the general direction forecast. All motivated by the necessities that drive our future.

Achieving Avionics as Wi-Fi

As Elon Musk rushes to put into orbit his first 60 SpaceX Starlink internet satellites, he is pondering on the other 12,000 planned to provide a truly global internet. This will be competed with by others, including vehicles operating below the stratosphere.

The thought of this can appear frightening, impacting astronomy and other space research, because of reflected glare, but this will be a major piece of the future aircraft puzzle.

Assuming system-wide reliability, integrity and

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AVBUYER.com Figure C: Redundancy and Encryption in Future Business Aircraft Low Earth Orbit (LEO) Satellite Internet

LEO SP1 Channel B

LEO SP1 Channel A

LEO SP2 Channel A

LEO SP2 Channel B

Encrypted Bi-Direct Data

A

External Cockpit

B C

A – Multi-Channel Sensor Data In B – Multi-Channel Sensor Data Out C – Multi-Channel Closed Servo Loop

Same Redundancy as Satellites

Terrestrial 5G Internet

efficiency, it becomes possible to complete most of the sensing and computing outside the aircraft.

Apart from air data and geo-referencing, almost everything else ‘avionics’ can be accomplished externally.

The end result is a complex word command to the aircraft that directs its precise dynamic movement in all phases of flight, as highlighted in Figure B (previous page).

The future aircraft takes today’s familiar technologies to a new level by using the same basic principles of closed-loop feedback, use of transducers and low-latency transfer of data to electro-mechanical movement.

The terrestrial pilot, and eventually artificially intelligent ‘pilot’, will be monitoring and acting as the final decision-maker. Note the path from pilot to no pilot: • • • • • • •

Two pilot business jet One pilot business jet (controlling the flight) One pilot business ‘jet’ (monitoring the flight) Terrestrial pilot (controlling the flight) Terrestrial pilot (monitoring the flight) AI monitoring Fully autonomous flying platform.

Through use of the internet, the need for both onboard avionics and pilots becomes less. So, providing all the pre-conditions of redundancy, latency, security and evolution of technology are met.

Redundancy and Encryption in Future Business Aircraft

Taking that amount of Wi-Fi coverage and not withstanding its potential vulnerability, our future aircraft may rely on dual-channel, redundant data 102 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

transfer wherever and whenever it needs to.

It will connect its central hub to the internet and then convert and wirelessly command flight instructions to hundreds of electro-mechanical transducers. These, in turn, will move control surfaces necessary to navigate the intended flight path.

Figure C (above) demonstrates the structure of redundancy by using multiple, walled-off data streams to and from the aircraft. There are also multiple independent space and terrestrial datatransfer mechanisms. Along with the encryption of data, this creates a reliable and safe method of ensuring the continuation of any single flight.

In Summary

When you think of a future where everything is autonomous and aircraft are devoid of avionics and other airframe equipment, it is hard to visualize and even harder to believe. But if you map out what we have in our aircraft today and move it all forward in time, in lock-step with the revolution taking place outside of aviation, it becomes all the more obvious.

Imagine not an aircraft, but a sphere . The sphere encloses a physical platform for its intended function.

The outside of the sphere is an invisible barrier that surrounds the platform inside. This barrier is the exclusion zone that nothing else can penetrate.

As long as the sphere is not compromised, it may move in any direction and up against any other sphere. The sphere will change in size based on speed and maneuvering (rate of change in a erodynamic performance). Its change in characteristic is immediately broadcast to all adjacent or predicted airspace intrusion spheres.

How this sphere is created and maintained is a fascinating combination of technology and innovation, all to be outlined in the next article in this series. ❚ www.AVBUYER.com

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OEM Bites

G650 Family Gets Steep Approach Certification

Bell Helicopter showcased its corporate 429 outfitted with Mecaer Aviation’s MAGnificent interior at the recent EBACE show. The company says the aircraft is building momentum in the region with seven recent sales to corporate customers in Germany, Greece, the Ukraine and Russia. www.bellflight.com

Gulfstream’s G650 and flagship G650ER have been certified for steep approach by the FAA, allowing them to access even more airports around the world…

A

fter successfully demonstrating steepapproach operations in 2018, the G650ER can now access challenging airports such as London City, which requires the certification due to its short runway and stringent noiseabatement requirements.

The certification also opens access to Lugano (and similar airports) located in the mountainous region of Switzerland.

Lugano’s short runway, situated in the mouth of a valley, requires an extremely steep approach.

Today, the G650 family comprises more than 355 in-service aircraft and has achieved more than 90 city-pair speed records (including the fastest, longestrange business jet flight from Singapore

to Tucson, Arizona that beat the previous world record by 44 minutes).

In related news, Gulfstream announced that its interior and industrial design teams earned International Yacht & Aviation Awards for the third consecutive year. The ‘Gulfstream G650ER Serenity and Style’ earned this year’s Private Jet Design award.

The winning G650ER design incorporates horizontal-striped quilted seat inserts contrasted with natural gray agate countertops and ebony veneer cabinetry, along with plush mohair divans, silk-accented carpeting and embossed basket-weave and shagreen-patterned leather accents.

More information from www.gulfstream.com

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

I P

104 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

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Bombardier announced that Hong Kong aircraft management company HK Bellawings Jet Limited has signed a letter of intent (LOI) for five new Global 7500s and has also exercised options for two Global 7500s that were part of the initial agreement signed in May last year. www.businessaircraft.bombardier.com

I E

Hermeus Corporation says it is building a hypersonic jet that will travel at four times the speed of sound. If successful, that could reduce TransAtlantic travel times between New York and Paris from 7½ hours to just 90 minutes (about twice the speed of the supersonic Concorde). www.hermeus.com www.AVBUYER.com

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Community News.qxp_Layout 1 18/06/2019 16:03 Page 2

COMMUNITY

AVBUYER.com

C

OEM Bites

Honda Aircraft Company plans to expand its global headquarters in Greensboro, NC by investing an additional $15.5 million in a new 82,000-square-foot facility on its 133+ acre campus in Greensboro. This will bring the company’s total capital investment in its North Carolina facilities to more than $245m. The facility is expected to be completed in July 2020. www.hondajet.com

United Technologies to Acquire Raytheon United Technologies plans to acquire Raytheon Company and combine its aerospace business with Raytheon to create a company expected to be valued at $120bn, the largest merger to take place ever within the aerospace sector…

U

nited Technologies' aerospace segment has focused on supplying commercial aircraft manufacturers with a wide variety of avionics and communications equipment, including a plethora of avionics systems installed through its UTC Aerospace Systems unit, which launched when UTC acquired Rockwell Collins last year.

Raytheon does most of its business with the US government, delivering missile systems, such as the Patriot missile, and fixtures such as multiple-intelligence systems installed on military aircraft.

Raytheon will consolidate its current businesses into Intelligence, Space &

Airborne Systems and Integrated Defense & Missile Systems.

UTC will be spinning-off its Carrier and Otis business units to focus on aerospace.

Raytheon's two new business units will combine with Pratt & Whitney and Collins Aerospace to create the new entity, Raytheon Technologies Corp.

It's estimated that the resulting company will see $1bn in cost advantages over the next four years. According to a report in the Washington Post, the company expects to hire roughly 20,000 people in the next year. UTC expects to close the deal in the first two quarters of 2020.

More information from www.utc.com

Understanding the Business Aviation Market - with AvBuyer 106 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

Pegasus Universal debuted a six-foot by six-foot model of a vertical take-off and landing aircraft, Pegasus One, at the recent EBACE. The all-composite aircraft would offer a 2,400nm range when using a standard runway or about 1,150nm when operating in the VTOL configuration, and carry as many as eight people at a cruise speed of approximately 430kts. www.pegasusua.com

Textron Aviation is nearing completion of the Cessna Denali prototype as well as the first two flight and three ground test articles, the latest milestone in the development of the company’s new clean-sheet, high-performance singleengine turboprop. www.txtav.com

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1

Aradian April.qxp 15/04/2019 11:59 Page 1

File photo

Gulfstream 450

Gulfstream 550

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2011 Hawker 900XP

1,415 hours. TAP Advantage Elite. Recent A and B check

1,450 hours. MSP Gold

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2010 Bell 412EP

2011 Agusta A119Ke Koala

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

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

Community News.qxp_Layout 1 18/06/2019 16:13 Page 3

COMMUNITY

AVBUYER.com

Tim Barber and Jose Costas, who provide aircraft sales and acquisitions services for operators in Europe on behalf of Duncan Aviation, were recognized by Corporate Jet Investor as Top 30 International Dealmakers.

Tim Barber & Jose Costas

Anna Mascolo

Pete Beilby has been appointed director of flight operations for the UK and Malta at TAG Aviation.

He joins TAG directly from Cobham Aviation Services.

David Best has been appointed SVP and general manager of Jet Aviation’s regional operations in the US. He succeeds David Paddock, who was announced as the new president of the Jet Aviation Group.

Fiona Langton has been appointed managing director of Stobart Jet Centre, London’s newest luxury executive jet centre based at London Southend Airport.

David Best

Ash Reddy

Anna Mascolo has been appointed vice president of Shell Aviation, taking over from Anne Anderson who is moving to a senior leadership role in Shell’s Chemicals business.

Zean Nielsen has been selected to succeed Cirrus Aircraft co-founder Dale Klapmeier as its next CEO. Ash Reddy has been appointed to the new role of vice president, global strategy and corporate development on behalf of Jet Support Services, Inc. (JSSI).

Fiona Langton

Luke Swager

Luke Swager has transitioned to manager of customer service for Duncan Aviation’s Battle Creek, Michigan, location.

BizAv Events 2019 UK School of Corp Jet Finance Jul 2 – 3 Dorking, UK www.corporatejetinvestor.com

RUBAE Sep 11 – 13 Moscow, Russia www.rusaviainsider.com

Aviation Expo China Sep 18 – 20 Beijing, China www.cpbjif.com

Vertical Flight Expo Nov 5 - 7 Farnborough, UK www.helitechinternational.com

CBAA Convention & Exhib Jul 9 – 11 Calgary, Alberta, Canada www.cbaa-acaa.ca

AOPA Fly-IN Sep 13 - 14 Tullahoma, TN, USA www.aopa.org

Revolution.Aero San Francisco Sep 23 – 24 San Francisco, CA, USA www.revolution.aero

Corporate Jet Investor Miami Nov 12 – 13 Miami Beach, FL, USA www.corporatejetinvestor.com

EAA: Airventure Jul 22 - 28 Oshkosh, MI, USA www.eaa.org

The Elite New York Sep 14 - 16 Essex County Airport, NJ, USA www.theeliteevents.com

Global Business Aviation Workshop Oct 3 – 4 Montreal, Canada www. aeropodium.com

Dubai Airshow Nov 17 – 21 Dubai, UAE www.dubaiairshow.com

LABACE Aug 13 – 15 Sao Paulo, Brazil www.abag.org.br

Air Charter Expo Sep 17 London Biggin Hill, Kent, UK www.aircharterexpo.com

NBAA-BACE: Convention & Exhibition Oct 22-24 Las Vegas, NV, USA www.nbaa.org

Aviapages Swiss Private Jet Show Nov 21 Lugano Airport, Switzerland www.aviapages.com

Aircraft Interiors Expo Americas Sep 10 – 12 Los Angeles, CA, USA aircraftinteriorsexpo-us.com

MEBAA Show Sep 17 – 18 Marrakech, Morocco www.mebaamorocco.aero

Bombardier Safety Standdown Oct 30 – Nov 1 Dallas, TX, USA www.safetystanddown.com

African Air Expo Nov 27 – 29 Durban, South Africa www.africanairexpo.com ❚

108 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

www.AVBUYER.com

Wright Brothers July.qxp_Empyrean 18/06/2019 10:17 Page 1

The UK within EU Regulations

www.AVBUYER.com

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Conklin & de Decker January.qxp_Layout 1 15/04/2019 11:42 Page 1

A New Conklin & de Decker is Here Evaluate / Plan / Maintain

conklindd.com

Products & Services July.qxp_Layout 1 18/06/2019 15:13 Page 1

PRODUCTS & SERVICES AMAC Gets Three Maintenance Projects

AMAC Aerospace announced three maintenance projects for Bombardier clients, two new contracts have been signed and one project has been completed.

One Global 5000 arrived mid May to undergo a 15 month due maintenance with SB’s (Service Bulletins). The second privately owned Bombardier Aircraft, a Global Express 6000 will arrive in June to carry out a 15 month due maintenance.

On the Global 6000 AMAC Aerospace announce that a KABand installation has been completed successfully ahead of schedule. AMAC also report a new signed maintenance contract on a privately owned Airbus A330 www.amacaerospace.com

Bell Completes Air Medical Training in China

Bell Helicopter in collaboration with Shaanxi Helicopter Co. Ltd. (SHC) and Shaanxi Provincial People’s Hospital, announced the successful completion of an Air Medical Services (AMS) training exercise in China. This exercise is an initial step toward developing air medical capability for the Implementation Program for a Joint Pilot of Aviation Medical Rescue launched earlier this year by the National Health Commission of China and the Civil Aviation Authority of China (CAAC) www.bellflight.com

Bermuda Registry Makes History

Bermuda is home to the oldest and largest offshore Aircraft Registry, and this month achieved an historic milestone by registering its 900th aircraft to the current Registry. This registration marks the most aircraft to ever be registered to an offshore aircraft registry at one time.The Bermuda Aircraft Registry consists of a mix of both private and commercial aircraft located all over the world. The 900th aircraft to be added to the registry was a Dassault Falcon 8X www.bcaa.bm www.AVBUYER.com

Clay Lacy gets Repair Station Certification

The Federal Aviation Administration has granted Part 145 repair station certification (81CR397D) to the Clay Lacy Aviation aircraft maintenance facility at Waterbury-Oxford Airport (KOXC) in Oxford, Connecticut.

Serving New York and the northeastern U.S., the 65,000-square-foot facility is staffed by factory-trained technicians on Gulfstream, Bombardier, Dassault, Cessna, Embraer and Hawker airframes claylacy.com

Collins Stage for Bizjet Passengers

Collins Aerospace continues to improve the flight experience for customers of Stage on demand for business aviation aircraft. This offering has been enhanced to include both wireless and wired options for entertainment, information and business, and for the first time has been installed factory-direct on a new aircraft.Both milestones took place on a Falcon, which recently entered service after delivery

by Dassault Aviation. Traditionally, Stage provided customers access to thousands of wireless inflight entertainment options, such as movies and television shows, on devices including phones and tablets www.rockwellcollins.com

Conklin Demo’s Aircraft Comparison Tool

Conklin & de Decker, a JSSI company and leader in aviation research, consulting and education, demonstrated its flagship aircraft comparison tool at the recent EBACE Show. Attendees had an exclusive first look at the company’s new European data add-on, which accurately reflects the region’s unique operating costs in a variety of currencies.

The new web-based tool and accompanying mobile app offers owners and operators streamlined access to the most trusted aircraft cost and comparison data available on any device www.conklindd.com AVBUYER MAGAZINE ❘ Vol 23 Issue 7 2019 ❘

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PRODUCTS & SERVICES Dassault Debuts Flight Performance Ipad

Dassault Aviation has released an iPad compatible version of Falcon Perf allowing quick and intuitive computation of Falcon take-off and landing performance.

Falcon Perf on iPad is now offered on the Falcon 7X and 8X aircraft and is expected to be available on the Falcon 900EASy and 2000EASy shortly.

The new app is being released in parallel with an iPad compatible version of Dassault’s Falcon Sphere electronic flight bag suite, which hosts Falcon Perf and a large number of other Falcon apps www.dassault-aviation.com

Duncan Installs Alto Switches & Speakers

Duncan Aviation’s fullservice facility in Battle Creek, Michigan, has installed an ALTO Cadence Cabin Management System (CMS) and speaker system in a Challenger 604. The ALTO system was a perfect fit for this customer, who did not want to replace the existing switches with touchscreen cabin controls www.duncanaviation.aero

Gogo to Launch 5G Network for Bizav

Inflight internet provider Gogo announced plans to bring 5G data service to the North American market starting in 2021.

The new 5G air-toground (ATG) service is designed to power faster inflight Wi-Fi for business jets and turboprops.

Gogo says it will install the 5G network hardware on the 250 existing towers used today to provide ATG services to airline and bizav customers.

The 5G connection will be delivered to aircraft via a combination of unlicensed 2.4-GHz spectrum, a proprietary modem sold by Gogo, and advanced beamforming technology. The company says it will support “all spectrum types (licensed, shared, unlicensed) and bands (mid, high, low)” in a bid to future-proof Gogo’s ability to increase speeds and bandwidth capabilities as 5G technology matures www.gogoair.com 112 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

ForeFlight Release adds Takeoff and Landing Tools

The latest version of ForeFlight, release 11.4, adds a new Takeoff & Landing Performance feature for calculating critical distance and speed metrics for both take off and landing, as well as a new way to share flights with other pilots.

The new Takeoff & Landing Performance capability, available to purchasers of a ForeFlight Performance subscription, provides runway performance calculations for nearly 200 piston and single-engine turboprop aircraft. Using published performance data from the aircraft POH and current or forecast conditions, it automatically calculates flight metrics to ensure they are within the aircraft’s and runway’s limits www.foreflight.com

GE Expands Service Center Network

GE Aviation has strengthened its service and support network in critical regions where the Passport-powered Bombardier Global 7500 and CF34powered Challenger series aircraft and customers are based.

GE named Bombardier’s Tianjin Service Centre in China as an Authorized Service Center for GE’s Passport and CF34-3 engines in April. With this announcement, GE has combined Passport and CF34-3 Authorized Service Centre agreements in place at eight Bombardier Service Centre facilities around the world. These include Tianjin in China, Biggin Hill in the UK, Singapore, and Hartford, Fort Lauderdale, Dallas, Wichita and Tucson in the United States www.geaviationcom

Gibraltar to Establish Aircraft Registry

Gibraltar, a British overseas territory, announced it will set up an independent aircraft registry. It plans to register private aircraft initially to establish experience before transitioning to cover commercial airplanes.

Business plans are being invited from interested parties with ten years' proven aircraft-registration experience, including origination of a register from scratch.

Gibraltar wants to establish an exclusive long-term partnership to develop and manage the registry, which would be a subpart of the UK register, subject to scrutiny by Britain's Civil Aviation Authority in accordance with the Chicago Convention www.gibsovereigngroup.com www.AVBUYER.com

Products & Services July.qxp_Layout 1 18/06/2019 15:13 Page 3

PRODUCTS & SERVICES Iacobucci to Build »Chair« Vip Seating

Lufthansa Technik AG and Italian aircraft interior specialist Iacobucci HF Aerospace S.p.A. have reached an agreement on the integration of the »chair« family into Iacobucci’s cabin seating portfolio.

After completing an optimization of the mechanical design, Iacobucci is ready to build and distribute the product to VIP and commercial aircraft customers around the world. Work has already started for an undisclosed VIP launch customer www.iacobucci.com

JSSI Parts & Leasing Signs with Contour Aviation

JSSI Parts & Leasing, a division of Jet Support Services, Inc. (JSSI), has signed a new supply chain services agreement with Contour Aviation. JSSI Parts & Leasing will provide extensive parts procurement, logistics, and billing support to Contour Aviation’s diverse fleet of business jets.

Under the agreement, the dedicated JSSI Parts & Leasing parts procurement staff will support all part requests for Contour’s business jets.

Inmarsat Launches Fastest-Ever Jet Connex

Inmarsat, the world leader in global mobile satellite communications, has announced a brand new top-end package for its Jet ConneX Business Aviation inflight broadband solution, with unlimited data usage and 33% higher speeds compared to the service’s previous fastest plan. The new ‘JXPro’ provides new and existing Jet ConneX customers with unrivalled performance and the fastest connectivity speeds available in the market.

Jet ConneX is the only global, high-speed inflight broadband option available in Ka-band for business jets today www.inmarsat.com

Jet Aviation Delivers 3 Major Refurbs

Jet Aviation’s maintenance and refurbishment teams in Basel recently delivered three extensive refurbishments on a Boeing 747 and two Gulfstream GIVs, all of which included Ka Band installations. In addition, the company successfully implemented and delivered its first Ka Band installations on Gulfstream G550 and G650 aircraft.

To maximize downtime during heavy maintenance on the wide-body BBJ, Jet Aviation upgraded the entire cabin interior, including development of STCs for ADS-B Out installation and WLAN activation. A wireless AVOD system was also installed on the Boeing 747 to enable content streaming to handheld devices www.jetaviation.com www.AVBUYER.com

The team receives itemized orders and provides logistics support and tracking services throughout the order process, including daily parts update reports, shipment updates and core return support. They will also evaluate invoices and purchase orders and coordinate with vendors regarding delayed core billings. Sophisticated consumption analysis and forecasts will be utilized to assist with advanced planning and accurate cost projections, with periodic program and cost performance reviews www.jetsupport.com

Lufthansa Technik Offers Cabin Completions for A220

As the first VIP aircraft services provider in the world, Lufthansa Technik offers cabin completions for Airbus' smallest commercial aircraft family, the A220.

The company has already developed a first VIP cabin interior concept, parts of which were recently showcased EBACE. The full concept will be unveiled during the Monaco Yacht Show in September.

The spacious SkyRetreat concept will feature a totally new and unconventional design approach, calling for a reduction to the essential, thereby cleverly and discreetly integrating latest cabin technologies www.lufthansa-technik.com

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PRODUCTS & SERVICES Luxaviation UK adds Legacy

Luxaviation UK, a leading private jet charter operator, announced the addition of an Embraer Legacy 600 to its managed fleet.

The aircraft (G-KGKG), based at Istanbul Airport, is now available for full charter services with a full-time crew.

The Legacy 600 is suitable for up to 13 passengers, plus three crew members, and is capable of flying 3,400nm (6,300 km) – roughly the equivalent of flying from London to Washington DC, USA www.luxaviationuk.com

Planet Nine gets Fifth Falcon 7X

Planet Nine Private Air, the Van Nuys, based private charter operator and aircraft management company, announced the arrival of its fifth ultra long-range Dassault Falcon 7X aircraft onto its Part 135 certificate.

The aircraft, brokered by Freestream Aviation is a 2012 model sporting the distinctive Planet Nine 14-seat luxury executive interior, with a crew rest area, Swift Broadband Wi-Fi and IFE. Like its four sister aircraft, this Falcon 7X will be positioned for charter globally between Van Nuys, Teterboro, Miami and London available for multi-leg and one-way domestic and International missions www.flyplanet9.com

StandardAero Introduces PT6A-68 Test Cell

StandardAero recently completed the correlation process for its newly upgraded Pratt & Whitney Canada PT6A-68 test cell at its Summerside, PEI facility in Canada. The company is now able to complete pass-off testing for PT6A-68 series engines overhauled at the Summerside facility, for customers in Canada, the US and elsewhere.

114 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

The 1,250 to 1,600 shp class PT6A-68 series powers a number of high performance training aircraft www.standardaero.com

Wheels Up Grows with New Acquisition

New York City-based Wheels Up, a private member-based aircraft operator, said it was adding Travel Management Company (TMC) to its portfolio. The acquisition is responding to the increasing demand from Wheels Up members for highquality light jets that meet Wheels Up's stringent safety and operational standards. TMC is the largest wholesale-focused light jet operator in the U.S. operating an owned and leased fleet of Hawker 400XP aircraft across North America. TMC's fleet of 26 Hawker 400XP aircraft will complement Wheels Up’s current fleet of 93 aircraft www.wheelsup.com

MPLANES launches online Store for FUELSTAT Sales

MPLANES Sarl, official distributor of UK Conidia’s FUELSTAT Resinae PLUS for business aviation and into plane fueling services, announced the launch of its online store.

FUELSTAT Resinae PLUS, the 10-minute onsite test for microbial contamination in aircraft fuel, is approved and recommended by aircraft manufacturers and IATA. FUELSTAT has been established in the commercial aviation industry for over 10 years as an IATA recommended test for major airlines and affiliated companies to monitor their fuel quality and is now rapidly growing as the on-site fuel test for business aviation and into plane fueling industries. FUELSTAT is also compliant to ASTM D8070.

The online store facilitates purchases by providing a seamless order process allowing credit card or prepayment options and allowing clients to use their own shipping company account www.mplanesonlinestore.com

To feature here please contact:

Lee@AvBuyer.com or MattC@AvBuyer.com www.AVBUYER.com

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2005 BELL 412 EP TENDER Ref: STC/CHN/GOTN-BELL/SALE/ 2019-20/02 DTD 06.06.2019 The State Trading Corporation of India Ltd, Chennai, invites sealed bids for sale of one BELL 412 EP HELICOPTER with all its spares, tools & ground equipment on “AS IS WHERE IS BASIS” on behalf of the Government of Tamil Nadu, India. The tender documents can be downloaded from our websites.

AIRFRAME TTSN 2448:10 hrs/Total Landings: 4279 Last flight: 01/12/2018 Single owner & well maintained VIP usage only No damage history Original Paint All ADs complied with ENGINES; PT 6T-3DF SL NO. LH: CP-PS TH0701 & RH: CP-PS TH0700

ax23hz

AVIONICS Dual VHF Comm/Nav System BENDIX / KING. KTR 908 Dual ADF/DME System BENDIX / KING KDF-806 BENDIX / KING. KDF - 706 Dual ATC Transponder HONEYWELL MST-67A Weather Radar System HONEYWELL RDR-2000 Smith Aerospace CVR, ARTEX C406N ELT System SPERRY AA-300 Radio Altimeter G.P.S. Free Flight System. Tremble

Helicopter will be sold with numerous parts & spares.

Bids should be submitted in sealed envelope on or before 12.08.2019 till 15:00 HRS IST Inspection & test flight can be arranged before bidding.

Mr S. Balaji The State Trading Corporation of India Limited India

www.AVBUYER.com

Mobile: +91-7502799888 Ofiice: +91-44-22500342 Fax: +91-44-22501788 +91-44-22505891

domexim.chn@stclimited.co.in chennai@stclimited.co.in www.stclimited.co.in www.eprocure.gov.in

AVBUYER MAGAZINE ❘ Vol 23 Issue 7 2019 ❘

115

Jetsense Aviation 1998 Citation X July.qxp_Empyrean 18/06/2019 12:10 Page 1

S H O W C A S E

Reduced asking price of $2,495,000 1998 Citation X Serial Number: 750-0039 Registration: N26BT Airframe TT: 11,186.0 Landings: 6857 ! Maintained at Cessna San Antonio/Corporate Maintenance ! Always Hangered ! Engines on Rolls Royce Corporate Care ! APU on MSP ! Avionics on HAPP ! Winglets ! ATG-4000 Wi-Fi ! WAAS/LPV (Capable SB 750-34-59) ! ADS-B Out (2020 Compliant) ! Laseref IV (SB 750-34-57) ! Upgraded FMS 6.1 Software ! Airshow 500 Airframe Maintenance Tracking - Enrolled on CAMP Engines Left engine Right engine Description: Rolls Royce Rolls Royce AE 3007-C AE 3007-C S/N: CAE 330103 CAE 330102 THSN: 10,865.9 Hours 10,798.3 Hours TCSN: 6569 Cycles 6580 Cycles TSO: 348.3 Hours 1600.0 Hours Program: Rolls Royce Corporate Care APU Description: Allied Signal S/N: GTCP36-150CX TCSN: 8219 Hours Program: MSP

Avionics EFIS System 5-Tube Honeywell Primus 2000 Non-Split Autopilot / Flight Director 1 Honeywell Primus 2000 GC 850 Air Data Computers 2 Honeywell AZ 840 MADC AFIS 2 Honeywell VHF & Satellite Cockpit Voice Recorder 1 Fairchild A200S Flight Data Recorder 1 Honeywell Global Positioning System 2 Honeywell Channel 12 Enhanced Global Proximity Warning System 1 Honeywell MK V EGPWS Transponders 2 Honeywell XS 852 Mode S Distance Measuring Equipment 2 Honeywelll DM 850 High Frequency Radio 2 King KHF 950 General Specifications Seating 2/8 Baggage (CuFt Ext/Int) 82/0 Cabin Height (Ft) 5’8” Cabin Width (Ft) 5’6” Cabin Volume (CuFt) 745.4 Seats Full Range (NM) 2,817 Balance Field Length (Ft) 5,343 Interior Number of Passengers 8 Galley Location Forward Lavatory Location Aft Exterior Base Paint Color (Painted January 2017) Matterhorn White (Upper Fuselage) Accent Colors Gray (Lower Fuselage) with Sapphire Blue Stripes

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

116 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

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

Jetsense Aviation G200 July.qxp_Empyrean 18/06/2019 12:11 Page 1

S H O W C A S E

Reduced asking price of $2,595,000 2000 Gulfstream G200 Serial Number: 5 Registration: N505GA Airframe TT: 6855 Landings: 4129 ! Fresh 12/24/48 Month Inspections and ADS-B Out Installation (2020 Compliant) ! Part 135 Operated & Maintained ! Engines on ESP Gold ! APU on MSP ! Enrolled on Collins Avionics Program (CASP) ! ATG-5000 Wi-Fi ! 16C Inspection completed by Gulfstream in 2015 Airframe Maintenance Tracking - Enrolled on CAMP Engines Left engine Right engine Description: Pratt & Whitney Pratt & Whitney PW306A PW306A S/N: PCE-CC-0344 PCE-CC-0345 THSN: 3345.6 Hours 3345.6 Hours TCSN: 1858 Cycles 1858 Cycles TSO: 2654.4 Hours 2654.4 Hours TSHS: 274.6 Hours 274.6 Hours Program ESP Gold ESP Gold APU Description: Honeywell GTCP36-150(W) S/N: P-111 TTSN: 2667 Hours Program MSP Avionics • Collins Proline IV with 5-upgraded EFIS Tubes • Collins ICC-4005 Integrated Avionics Processor

Sub-system • Dual Collins FCC-4004 Autopilot • Dual Collins VHF-422 Comm’s w/8.33 Spacing • Dual Collins VIR-432 Nav’s • Dual Collins ADF-462 ADF’s • Dual Collins DME-422 DME’s • Dual Collins TDR-94D Transponders • Dual Universal UNS-1C FMS’s w/GPS • Dual Collins RTU-4220 Radio Tuning Units • Dual Collins AHC-85E Attitude Reference System • King KTR-950 HF Radio • Collins ALT-4000 Radio Altimeter • Dual Collins Air Data Systems • AI-804CE Standby Attitude Indicator General Specifications Seating 2/8 Baggage (CuFt Ext/Int) 125/25 Cabin Height (Ft) 6’3” Cabin Width (Ft) 7’2” Cabin Volume (CuFt) 1,093.66 Seats Full Range (NM) 3,052 Balance Field Length (Ft) 6,435 Landing Distance (Ft) 3,323.78 Interior Configuration Dual Club Number of Passengers Eight (8) Galley Location Forward Lavatory Location Aft Exterior Base Paint Color - Matterhorn White Accent Colors - Dark Blue Tail and Winglets, with Blue and Gold Striping

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

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com AVBUYER MAGAZINE ❘ Vol 23 Issue 7 2019 ❘

117

Jetsense Aviation Hawker 400XP July.qxp_Empyrean 18/06/2019 12:12 Page 1

S H O W C A S E

2005 Hawker 400XP Serial Number: RK-429 Airframe TT: 2001.9 Landings: 1859 ! Recent Hot Section (215.6 TSHS) ! Rohr Thrust Reversers ! 2020 Compliant (Garmin ADS-B Out Upgrade) ! Freon Air Conditioning ! Wing Ice Inspection Light ! Anti-Skid Brakes ! Concord Lead Acid Battery ! Belted Lavatory ! Collins 3-Tube EFIS ! Dual Collins FMS 5000 Airframe Maintenance Tracking - Enrolled on CAMP Engines Left engine Right engine Description: P&W JT15D-4 P&W JT15D-4 S/N: PCE-JA0644 PCE-JA0647 THSN: 2001.9 Hours 2001.9 Hours TCSN: 1859 Cycles 1859 Cycles TSHS: 215.6 Hours 215.6 Hours TBO: 1598.1 Hours 1598.1 Hours Avionics EFIS: 3-Tube Collins FIS-870 Autopilot: 1 Collins APS-4000 Flight Director: 2 Collins APS-4000 Communication Radio: 2 Collins VHF-422C Navigation Radio 2 Collins VIR-432 Transponders: 2 GTX-3000 ADS-B Automatic Direction Finder: 1 Collins 462 Distance Measuring Equipment: 1 Collins DME-442

Radar Altimeter: 1 Collins ALT-55B Weather Radar: 1 TWR-850 Color Doppler Radar Flight Management System: 2 Collins FMS 5000 Air Data Computers: 2 Collins ADC-850D Cockpit Voice Recorder: 1 Fairchild FA2100 Global Positioning System: 2 Collins GPS 4000 GPWS: 1 Honeywell MK V EGPWS TCAS: 1 Collins TCAS-4000 TCAS II w/ change 7 Radio Magnetic Indicator: 2 SDU-640A Emergency Locator Transmitter: 1 Artex C406-2 ADS-B Out: 1 Garmin Out General Specifications Seating 2/8. Baggage (CuFt Ext/Int) 25/31 Cabin Height (Ft) 4’10”. Cabin Width (Ft) 4’11” Cabin Volume (CuFt) 368.34. Seats Full Range (NM) 1,150. Balance Field Length (Ft) 4,485 Landing Distance (Ft) 3,837.93. Average Block Speed (Kts) 439. Normal Cruise Speed (Kts) 439.

Interior Number of Passengers: Eight (8) including Belted Lav. Galley Location: Forward Lavatory Location: Aft (Belted) Exterior Base Paint Color: Matterhorn White Stripe Colors: Blue and Grey Reduced Asking Price of $1,465,000 with no engine program (nearly 1600 hrs engine hours remaining before overhaul) OR Reduced Asking Price of $1,595,000 fully enrolled on the JSSI Engine Program with 100% coverage of Overhaul, Hot Sections and Life-Limited Components

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

118 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

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

Jetsense Aviation King Air 350 July.qxp_Empyrean 18/06/2019 12:13 Page 1

S H O W C A S E

Asking $1,725,000 1997 King Air 350 Serial Number: Registration: Airframe TT: Landings:

FL-175 SE-LLU 6039 5587

! Fresh Hot Section ! Fresh Phase IV Inspection ! Recent Prop Overhaul ! TCAS II ! EU Ops 1 ! UNS-1E FMS ! 11 Passenger Interior ! Raisbeck Nacelle Wing Lockers ! 2015 Elliott Paint & Interior Airframe Maintenance Tracking - Enrolled on CAMP Engines Left engine Right engine Description: PT6A-60A PT6A-60A S/N: PCE-PK0075 PCE-PK0072 THSN: 5914.4 Hours 5966.0 Hours 5281 Cycles 5523 Cycles TCSN: TBO: 1748.6 Hours 1869.4 Hours Time Since Hot Section (Jan 2019) 92.8 Hours Propellers Props Left prop Right prop Description: HC-B4MP-3 HC-B4MP-3 S/N: FWA-4054 FWA-3778 TSO: 197.7 Hours 197.7 Hours Avionics COLLINS PRO LINE II AVIONICS SYSTEM EFIS System 1 Collins Pro Line II EFIS 85 3 Tube VHF Communication 2 Collins VHF-22C VHF Navigation 2 Collins VIR-32A

FMS/GPS 1 UNS-1E Flight Director 1 EFIS 85 Autopilot 1 Collins APS-65 ELT 1 Artex ELT C406N Automatic Direction Finder 1 Collins ADF-60A Distance Measuring Equipment 2 Collins DME 42 Multi-Function Display 1 Universal MFD-640 Radio Altimeter 1 Collins ALT 50A HF Radio 1 King KHF 950 (Provisions) Cockpit Voice Recorder 1 Fairchild S-100 Traffic Collision Avoidance System 1 Collins TCAS 4000 Version 7.1 Flight Data Recorder 1 Fairchild F1000 SSFDR Transponders 2 Collins TDR-94D EGPWS 1 Honeywell Mark VIII (Class A) RVSM 1 Elliott STC SA2264CH Compliant General specifications Seating 2/11 Baggage (CuFt Ext/Int) 16/54 Cabin Height (Ft) 4’10” Cabin Width (Ft) 4’6” Cabin Volume (CuFt) 416.88 Interior Year Refurbished March 2015 at Elliott Aviation w/ new Headliner and EMTEQ Lighting Installed Number of Passengers Eleven (11) including Belted Lav and Dual Aft Foldup Seats Lavatory Location Aft (Belted) Exterior Painted at Elliott Aviation March 2015 Base Paint Color(s) Matterhorn White Accent and Stripe Color(s) Flight Red and Taxiway Yellow

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

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com AVBUYER MAGAZINE ❘ Vol 23 Issue 7 2019 ❘

119

Jetsense Aviation King Air B200 July.qxp_Empyrean 18/06/2019 12:14 Page 1

S H O W C A S E

Asking $1,775,000 1994 King Air B200 Serial Number: BB-1500 Registration: SE-MJE Airframe TT: 5506.7 Landings: 5439 ! Fresh Phase 1-4 by Beechcraft Service Center ! Blackhawk -52 Upgraded Engines ! Full Raisbeck Platinum Performance Package ! Raisbeck Swept 4-Blade Silent Propellers ! Recent Gear Overhaul ! New King Air 250-Style Interior ! BLR Winglets ! EU OPS 1 Certified ! Skandia Soundproofing ! USB Outlets in Cabin ! Lifeport Provisions Airframe Maintenance Tracking - Enrolled on CAMP Engines Left engine Right engine Description: PT6A-52 PT6A-52 S/N: PCE-RX0652 PCE-RX0653 THSN: 393.8 Hours 393.8 Hours TCSN: 444 Cycles 444 Cycles TBO: 3206.2 Hours 3206.2 Hours Propellers Raisbeck Swept 4-Blade Silent Props Left prop Description: HC-D4N-3 S/N: FY4467 THSN: 198.2 Hours TBO: 3801.8 Hours

Right prop HC-D4N-3 FY4457 198.2 Hours 3801.8 Hours

Avionics COLLINS PROLINE II EFIS 3-Tube Collins EFIS-85B Autopilot 1 Collins APS-65H Communication Radio 2 VHF-22C Navigation Radio 2 VIR-32 Transponders 2 Collins TDR-94D Automatic Direction Finder 1 ADF-60A Distance Measuring Equipment 2 DME-42 Radar Altimeter 1 Collins ALT-50 Weather Radar 1 Collins WXR-842 Flight Management System 1 Universal UNS-1E Emergency Locator Transmitter 1 Artex C406 ELT Cockpit Voice Recorder 1 Fairchild A100S General specifications Seating 2/7 Baggage (CuFt Ext/Int) 0/54 Cabin Height (Ft) 4’10” Cabin Width (Ft) 4’6” Cabin Volume (CuFt) 362.5 Seats Full Range (NM) 951 Balance Field Length (Ft) 3,705 Landing Distance (Ft) 3,388.78 Interior Like new King Air 250 interior that includes six (6) KA 250 Executive seats and one (1) belted toilet in beige leath-er. Cabin includes Skandia Super Soundproofing, USB Outlets, and 220-volt External Power. Interior fully redone in 2017 Exterior Base Paint Color Matterhorn White Stripe Colors Light Beige, Light Burgundy and Phantom Grey

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

120 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

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

Jetsense Aviation Lear 60XR July.qxp_Empyrean 18/06/2019 12:16 Page 1

S H O W C A S E

Asking $2,995,000 2007 Bombardier Learjet 60XR Serial Number: 0319 Registration: N814TS Airframe TT: 5254 Landings: 3706 ! Fresh 12 Year Inspection Completed at Flying Colours ! 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 ! Fresh A, B and C Inspections Completed August 2018 Airframe Maintenance Tracking - CAMP Certification - FAR Part 91 / Part 135 Engines Left engine Right engine Description: Pratt&Whitney Pratt&Whitney PW305A PW305A S/N: PCE-CA0497 PCE-CA0496 THSN: 5166 Hours 5166 Hours TCSN: 3640 3640 Program: ESP GOLD ESP GOLD APU Description: Sundstrand T-20G-10C3A S/N: SP-E070459 THSN: 1439 Hours TCSN: 3093 Overhaul Date: May 2015

Avionics EFIS 4-Tube Collins Proline 21 AFD-3010 FMS 2 Collins FMS 5000 TCAS 1 TCAS-94D TCAS II w/ Change 7 ADC 2 Collins ADC-850D AHC 2 Collins AHC-85E NAV 2 Collins VIR-432 DME 2 Collins DME-442 ADF 2 Collins ADF-462 Entertainment In Flight Status Monitor 1 Airshow 410 DVD System 1 SONY Cabin Entertainment System Fwd & Aft LCD Monitors 2 Features • ATG-5000 WiFi • RVSM Capable • Precise Pulselight System • Dual Concorde Lead Acid Batteries • TIA Microwave Oven • 115 VAC Outlets Interior Number of Passengers Eight (8) Fwd Refreshment Center Aft Belted Lav Other Notable Features: 2014: Fireblocked, Ivory Leather with Aft Side Facing Belted Lav Seat with Flushing Potty, FourPlace Executive Club Chairs w/ Two Executive Foldout Tables. Forward Three Seat Divan, Forward Galley Has Been Shortened Along with the Removal of the Arm Rests to Provide 11 Extra Inches of Leg Room Exterior Base Paint Color(s) Matterhorn White (TOP) / Royal Blue (BOTTOM). Stripe Color(s) Red

Jet Sense Aviation, LLC Contact: Brett Forrester, Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047 Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com www.AVBUYER.com

Gantt Aviation, Inc. Contact: Jay Gantt 302 Toledo Trail, Georgetown TX 78628 Tel Office: +1 512 863 5537 Email: Jay@ganttaviation.com www.ganttaviation.com AVBUYER MAGAZINE ❘ Vol 23 Issue 7 2019 ❘

121

Mesotis July.qxp 18/06/2019 12:56 Page 1

S H O W C A S E

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

0659 LZ-FNA 2459 1772

The already-low operating cost of the CJ1 was slashed to become the lowest operating cost of any comparable turboprop, and small upgrades on the engines and the increase of usable payload make a big difference.

The CJ1+ is an extremely fuel-efficient private jet, burning an average of 132 gallons per hour, a fuel consumption slightly lower than the CJ1, even though the CJ1+ has a slightly higher payload than the original CJ1.

Equipment RVSM Capable, AirStair, Jeppesen Electronic Charts

• EU-OPS 1 Compliant • Engines 100% on JSSI • Airframe on Pro Parts • On CAMP • Low hours • No damage history / No corrosion Avionics & Connectivity 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

Interior & Entertainment Extraordinary cabin design 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 Make Offer

Wanted - Legacy 600

File photo

Mesotis Jets has been retained by a qualified Buyer to acquire a YOM 2002-2005 Legacy 600 aircraft. All aircraft will be considered Mesotis Jets Thomas Thums Fleischmarkt 7/3 1010 Vienna Austria

122 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

Mob: +43-67-6590-0082 Tel: +43-1-533-757216 E-mail: tthums@mesotisjets.com www.mesotisjets.com

www.AVBUYER.com

Sky Service July.qxp_Empyrean 18/06/2019 12:19 Page 1

S H O W C A S E

2010 Dassault Falcon 2000LX Serial Number: 0196 Registration: OO-VRO Airframe: 2481:43 Landings: 1255 This super looking aircraft with NDH had only two EUR owners since new, was always hangered, only limited chartered and is in great condition. Offers are invited from now for a PPI starting September 2019!

• Engines & APU on Full JSSI • OEM installed Winglets • EASA/EU-OPS 1, Part CAT: YES • EASY II 2nd Cert : YES & 3 th Cert • ADS-B out : YES • SBAS-LPV : YES • CDPLC & FANS1/A+ Engines 2 x Pratt & Whitney Model PW308C LH Engine: S/N & TSN/Cycles S/N PCECF0434: 2483:48 Hours & 1254 Cycles RH Engine: S/N & TSN/Cycles S/N PCECF0428: 2481:43 Hours & 1255 Cycles APU Honeywell Model 36-150 (F2M) APU S/N & TSN/Cycles: S/N P-561: 1324 Hours & 2118 Cycles Avionics Honeywell EASy II (3rd certif. load 16.4) with LPV Approach, ADS-B Out, CPLDC FANS 1/A ! Quad Honeywell DU-1310 displays ! Triple Honeywell TR-866B VHF Comms ! Dual Honeywell DF-855 ADF ! Dual Honeywell DM-855 DME

! Triple Honeywell EASy FMS version 7.1.2 ! ACSS TCAS 3000 (ACAS II – 7.1) ! Honeywell Primus WU-880 Weather Radar ! Triple Honeywell Laseref V IRS ! Triple Honeywell AV-900 Audio (EUOps1/Part 135) ! Dual Rockwell Collins HF-9034A w/SELCAL Interior Main Cabin Option 1 Floorplan inc. 10 x Pax Seating Configuration with 4-Pax Forward Double Club (4 x Single 20 inch Seats) and 4-Pax Aft Dining Group (2 x Dual 41 inch Seats) opposite 2-Pax Single Club (2 x Single 18 inch Seats), Forward RH Galley with Galley Annex opposite Entryway Closet and Rear Fully Enclosed RH Flushing Lavatory & LH Vanity with access to Aft Baggage Compartment Forward Galley 36 inch “Rounded Look Style” Galley inc. Single Extra-Wide High Temperature Oven with Digital Controller, Storage Racks and Nespresso Coffee Maker with Sliding Tray and Lower Galley Section incorporating a Rounded Sink with Optional Vola Model KV1 Continuous Flow Faucet, Pop-Out Work Surface and Independent Storage Drawers for Trash, Ice and Cold Storage.

Lavatory & Aft baggage ! Vanity “Rounded Look Styled” Vanity incorporating Trash Container, Soiled Linen Container, 2 x Racks Behind Door, Large Vanity Mirror and Soap Dish with Optional Vola Model HV3 Continuous Flow Faucet. ! Baggage Fully In-Flight Accessible Baggage Compartment with Fold Down Hanger Bar.

Sky Service Private Aviation Experience Grote Moerstraat 59 8200 Brugge - Belgium

www.AVBUYER.com

Tel: +32 (0) 475 44 39 11 Email: barth.foucart@skyservice.be

AVBUYER MAGAZINE ❘ Vol 23 Issue 7 2019 ❘

123

Gulfstream G450 2008 SERIAL NUMBER 4108

Highly Equipped and Turn-Key Condition!

You can have it all in a G450, and Serial Number 4108 is just that aircraft! The list of desirable features starts with excellent pedigree: Two U.S. owners since new New paint in 2017 Full maintenance programs Enhanced Nav Package FANS 1A/CPDLC and ADS-B Out Synthetic Vision BBML Global WiFi Satellite TV And much more!

We invite you to see for yourself why Serial Number 4108 is everything you want in a G450!

Contact Jim Donath at Donath Aircraft Services.

773.935.9871 | jimdonath@donathaircraft.com | DonathAircraft.com

RUBAE July.qxp_Layout 1 17/06/2019 14:30 Page 1

P126-128.qxp 18/06/2019 15:04 Page 1

M A R K E T P L A C E

Bombardier Challenger 350

Price:

Please Email

Year:

2019

S/N:

207XX

Reg:

TBD

TTAF:

00

Location: USA

Bombardier Challenger 650

Price:

Please Email

Year:

2019

S/N:

61XX

Reg:

N-TBD

TTAF:

00

Price:

Please Email

Year:

2020

S/N:

TBD

Reg:

N-TBD

TTAF:

-

Price:

$4,500,000

Year:

1994

S/N:

E1258

Reg:

LZ-TIM

TTAF:

23368

Aerojet Solutions Price:

Please Call

Year:

2004

S/N:

20017

Reg:

N159WH

TTAF:

7071

Location: USA & Canada

126 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

BRAND NEW BOMBARDIER CHALLENGER 650 DELIVERY MIDDLE 2019. FRACTIONNAL OWNERSHIP 1/4 AT 8.900.000,00 USD. FULL OPERATION INCLUDED. UNDER PUBLIC TRANSPORTATION COMPANY. ANNUAL OPERATION FEES 900.000,00 USD PER YEAR OR 77.000,00 PER MONTH, 200 HOURS FLIGHT ON BOARD INCLUDED (crew, expenses, fuel, taxes, catering, maintenance, landigs fees ect....). DEPRECIATION 4% PER YEAR. POSITIONNING 2 HOURS FREE AROUND HOME BASE. FLEET RENEVAL EVERY 4 YEARS. NO ADDITIONNAL CHARGE. PRICE PER HOUR ON BOARD 6,200.00 USD ALL INCLUDED ( OPERATION DEPRECIATION .....)

TRADES CONSIDERED. CONTACT US FOR MORE INFORMATIONS

Tel: +1 (305) 452 62610 E-mail: sales@milcham.lu BRAND NEW BOMBARDIER GLOBAL 5500 DELIVERY 2020 FRACTIONNAL OWNERSHIP 1/4 AT 12.900.000,00 USD. FULL OPERATION INCLUDED. UNDER PUBLIC TRANSPORTATION COMPANY. ANNUAL OPERATION FEES 1.300.000,00 USD PER YEAR OR 110.000,00 PER MONTH, 200 HOURS FLIGHT ON BOARD INCLUDED (crew, expenses, fuel, taxes, catering, maintenance, landigs fees ect....). DEPRECIATION 4% PER YEAR. POSITIONNING 2 HOURS FREE AROUND HOME BASE. FLEET RENEVAL EVERY 4 YEARS. NO ADDITIONNAL CHARGE. PRICE PER HOUR ON BOARD 9,560.00 USD ( OPERATION DEPRECIATION .....). TRADES CONSIDERED. CONTACT US FOR MORE INFORMATIONS

Tel: +359 884 846 822 E-mail: charter@air.bg

Aircraft Lease

Location: Bulgaria

Bombardier Challenger 300

Tel: +1 (305) 452 62610 E-mail: sales@milcham.lu

Milcham Aviation

Location: USA

BAe Avro RJ70

BRAND NEW BOMBARDIER CHALLENGER 350 DELIVERY MIDDLE 2019. FRACTIONNAL OWNERSHIP 1/6 AT 3.990.000,00 USD. FULL OPERATION INCLUDED. UNDER PUBLIC TRANSPORTATION COMPANY. ANNUAL OPERATION FEES 550.000,00 USD PER YEAR OR 46.000,00 PER MONTH, 125 HOURS FLIGHT ON BOARD INCLUDED (crew, expenses, fuel, taxes, catering, maintenance, landigs fees ect....). DEPRECIATION 4% PER YEAR. POSITIONNING 2 HOURS FREE AROUND HOME BASE. FLEET RENEVAL EVERY 4 YEARS. NO ADDITIONNAL CHARGE. TRADES CONSIDERED CONTACT US FOR MORE INFORMATIONS

Milcham Aviation

Location: USA

Bombardier Global 5500

Tel: +1 (305) 452 62610 E-mail: sales@milcham.lu

Milcham Aviation

Date of VIP Cabin Modification – 31st October 2008.

Passengers capacity – 26 VIP. Total flight cycles – 16104.

Engines – 4 x HONEYWELL Textron Lycoming ALF507 - 1F. Cruise speed – 430 kts (800km/h). Cruise altitude – 31000 ft.(9450 m.). Maximum flight duration – 5hrs. Maximum stock of fuel –10300kg. Maximum take-off weight –43100 kg. Extra fuel tank for extended range operations Price Reduced

Tel: +1 (703) 884 2846 E-mail: jcooper@aerojetsolutions.com 4095 Total Landings Since New. Entry Into Service - July 2004.

Airframe Program Coverage - SMART PARTS PLUS. Maintenace Tracking - CAMP. Fresh 12/36 Month Inpsections Completed by Bombardier Tucson - April 2019. Engines: HONEYWELL AS907-1-1A. Honeywell MSP Gold. Avionics: Collins Pro-Line 21 Avionics suite w/four (4) tube EFIS. Dual Collins FMC-5000 flight management computers. Dual Collins VHF-4000 w/8.33 spacing. Dual Collins DME4000. Additional features: RVSM Certified / 8.33 spacing. ADS-B OUT (DO-260B) STC complies for 2020 mandate. WAAS STC Compliant.

Aircell Axxess II Iridium Satellite Transceiver. Interior: Number of Passengers - 8 + 1 (belted lavatory). Galley Location - Forward

www.AVBUYER.com

P126-128.qxp 18/06/2019 15:04 Page 2

Al Lares

Embraer Legacy 500 Price:

Make Offer

Year:

2015

S/N:

-

Reg:

-

TTAF:

355

M A R K E Tel: +1 (305) 812-6168 T E-mail: allares@aol.com P L Like NEW Legacy 500 for sale (ONE OWNER SINCE NEWA Maintained at Embraer, very well equipped Aircraft Airframe C Enrolled on Embraer's Program, Engine/Apu currently enrolled E on MSP Gold, warranty until 11/2020

Location: USA & Canada

Tel: +1 (305) 812-6168 E-mail: allares@aol.com

Al Lares

Beechcraft King Air C90GTx Price:

Make Offer

Year:

2010

S/N:

LJ-1997

Reg:

N904KS

TTAF:

1441

FULL "REISBECK EPIC PACKAGE INSTALLED"-SWEPT BLADE PROPS-WING-LOCKERS-AFT STRAKES-GROSS TAKE OFF WEIGHT MOD-ADSB-OUT Compliant-No Damage History, Always US Registered and Textron Service Center Maindained

Location: USA & Canada

Tel: +1 (305) 812-6168 E-mail: allares@aol.com

Al Lares

Embraer Legacy 500 Price:

Make Offer

Year:

2015

S/N:

-

Reg:

-

TTAF:

355

Like NEW Legacy 500 for sale (ONE OWNER SINCE NEWMaintained at Embraer, very well equipped Aircraft Airframe Enrolled on Embraer's Program, Engine/Apu currently enrolled on MSP Gold, warranty until 11/2020

Location: USA & Canada

Cessna Citation Sovereign

Tel: +1 (248) 701 9446 E-mail: Sd@dennisonaviation.com

Shaun Dennison Price:

$5,600,000

Year:

2005

S/N:

680-0018

Reg:

N889DF

TTAF:

5379.2

The best looking Sovereign avaliable. Paint and Interior fully refurbished in 2016 by West Star Aviation. WAAS/LPV. ADS-B installed by Cessna. 9 Place interior. Aircraft lives in private facility where it is meticulously maintained and cared for

Location: USA & Canada

Socata TBM 700B

Association Neonucleon Price:

€1,190,000

Year:

2002

S/N:

219

Reg:

T7-NSO

TTAF:

2750

Location: Serbia

www.AVBUYER.com

Tel: +381 648 500 312 E-mail: neonucleon3@gmail.com

Always EASA-registered. Switched to San Marino from October 2017.

Five bladed MT Prop in December 2013. Highly Upgraded Avionics, L3 Lynx ADS-B In/Out, G600 PFD w/SVT, Dual GTN750 & 650 GPS/Nav/Comm w/WAAS/LPV. Digital WX RDR 2000 and L3 Stormscope 500, etc.

Hot Section Inspection performed at Socata factory at 1710 hours 10/2010.

Excellent leather interior. All AD’s in compliance. No damage History

AVBUYER MAGAZINE ❘ Vol 23 Issue 7 2019 ❘

127

P126-128.qxp 18/06/2019 15:04 Page 3

M A R K E T P L A C E

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 Would consider trade for KingAir 200/300

Location: USA

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Leonard Hudson Drilling

BELL 412EMS

Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

Full EMS Medical 4 patient and 4 attendant interior.

Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours.

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Leonard Hudson Drilling

BELL 212 (Five Available)

Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

Beech D18S

Tel: +43 664 455 9220 E-mail: babs.petrowitsch@gmail.com

Barbara Petrowitsch Price:

$450,000

Year:

-

S/N:

-

Reg:

N 80388

Europe’s finest Beech D18S on the market Location: GRAZ- LOWG - Austria - Restoration - Acribic in all details - Zero Time Components New: Electrical Cable Bundles - Modern Avionics - 3 Coat Painting - Current: USA Registration - Aircraft: Transferable EASA: Chapter II - AOC: info-s

TTAF:

7500

Reduced Price. (Aicraft not airworthy)

Location: Austria

www.beech18.at

Alberth Air Parts

+1 832 934 0055

Spare Parts •BUY •SELL •TRADE CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

Par Avion Ltd FALCONS • HAWKERS • LEARS

www.paravionltd.com SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 128 ❘ Vol 23 Issue 7 2019 ❘ AVBUYER MAGAZINE

www.AVBUYER.com

P129.qxp 19/06/2019 15:02 Page 1

JETAPPRAISALS Performed by Accredited Senior Appraisers

877.531.1450 jetappraisals.com Desktop Aircraft Appraisals / On-Site Asset Verification and Logbook Review Residual Values / Customized Analysis Advertiser’s Index

11:58:34 AM

1st Source Bank...................................................71

Duncan Aviation...........................................44 - 45

AEROtitle ...............................................................43

Eagle Aviation........................................................13

MEBBA...................................................................74

Aircraft BlueBook ..............................................129

ElliottJets ...............................................................23

Mesotis Jets ........................................................122

Aircraft Finance Corporation.........................1, 11

Engine Assurance Program ...............................81

OGARAJETS................................................30 - 31

1

9

3:46:13 PM

Lektro....................................................................115

Aradian Aviation..................................................107

Freestream Aircraft...............................................67

Par Avion ................................................................55

AvBuyer.com .......................................................115

General Aviation Services ..................................61

RUBAE.................................................................125

Aviation Trust .........................................................91

Global Jet Monaco........................................ 5 - 10

Sky Aviation Holdings .........................................89

Avjet Global ................................................. 50 - 51

Hatt & Associates.................................................21

Sky Service Aviation..........................................123 Southern Cross Aircraft......................................75

Avpro ..............................................................14 - 17

JetBrokers......................................................56 - 57

Bank OZK..............................................................85

Jetcraft Corporation ..........................38 - 39, 132

SmartSky Networks .............................................97

Boutsen Aviation................................................103

Jeteffect..........................................................46 - 47

Sparfell & Partners ......................................36 - 37

Central Business Jets .......................................131

JetHQ .............................................................76 - 77

Textron Aviation Pre-Owned ..............................93

Conklin & de Decker .........................................110

JETNET ................................................................105

The Jet Business..........................................28 - 29

Corporate Concepts ...........................................35

Jet Sense Aviation ..................................116 - 121

The Private Jet Company....................................25

Dassault Falcon Jet .........................................2 - 3

JSSI (Jet Support Services) ..............................99

The State Trading Corp of India .....................115

Donath Aircraft Services ..................................124

Leading Edge Aviation Solutions......................65

Wright Brothers Aircraft Title ..........................109

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AvBuyer (USPS 014-911), July 2019, Vol 23 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.

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AVBUYER MAGAZINE ❘ Vol 23 Issue 7 2019 ❘

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Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRCRAFT

AIRBUS

60XR . . . . . . . . . . 39, 121, 132 75. . . . . . . . . . . . . 16, 38

ACJ 318 . . . . . . . 29 A318 Elite . . . . . 5 ACJ319 . . . . . . . . 36, 103 A319 VIP . . . . . . 5 A380-800 . . . . . . 36

CESSNA Citation

BAE AVRO RJ70. . . . . 103, 126

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 29 BBJ MAX 8 . . . . . 5 737-300 VIP. . . . 35 737 VVIP. . . . . . . 35 757 . . . . . . . . . . . 51 VIPB767-200ER. 51 787-9. . . . . . . . . . 39, 132

BOMBARDIER Global 5000 . . . . 5, 37, 38, 39, 77, . . . . . . . . . . . . . . . 108, 132 Global 5500. . . . 126 Global 6000 . . . . 37, 39, 51, 132 Global Express . 28, 39, 77, 132 Global Express XRS. . 5, 7, 14, 38, . . . . . . . . . . . . . . . 50, 67

Challenger 300 . . . . . . . . . . . 15, . . . . . . . . . . . . . . . 75, 350 . . . . . . . . . . . 15, 600 . . . . . . . . . . . 56 604 . . . . . . . . . . . 77 605 . . . . . . . . . . . 51, 650 . . . . . . . . . . . 38, 850 . . . . . . . . . . . 38

PAGE

28, 30, 39, 65, 76, 126, 132 28, 126, 132

65, 75, 132 39, 126, 132

Learjet 31A . . . . . . . . . . . 25, 56, 57 35A . . . . . . . . . . . 56 36A . . . . . . . . . . . 128 40 . . . . . . . . . . . . 39 40XR . . . . . . . . . . 56 45 . . . . . . . . . . . . 39, 47, 132 45XR . . . . . . . . . . 16 55 . . . . . . . . . . . . 57 60 . . . . . . . . . . . . 25, 38, 45, 47, 61 60SE . . . . . . . . . . 131

II . . . . . . . . . . . . . 56, 57 III . . . . . . . . . . . . . 56, 57, 61 V. . . . . . . . . . . . . . 56, 57 VI . . . . . . . . . . . . . 57 X . . . . . . . . . . . . . 16, 47, 116, 131 XLS . . . . . . . . . . . 23 XLS+ . . . . . . . . . . . 55, 75 CJ1+ . . . . . . . . . . . 61, 122 CJ2. . . . . . . . . . . . . 39, 65, 132 CJ2+ . . . . . . . . . . . 65, 103 CJ3. . . . . . . . . . . . 13, 16, 47, 55 Bravo . . . . . . . . . 39, 132 Encore . . . . . . . . 16 Excel . . . . . . . . . . 23 Grand CaravanEX. 39 Jet . . . . . . . . . . . . 16 Latitude . . . . . . . 76 Mustang. . . . . . . . 13, 44 Sovereign. . . . . . 23, 77, 127 Sovereign+ . . . . 47

Pistons T182T . . . . . . . . . . 13 T206H . . . . . . . . . 56

CIRRUS SR22Turbo G3 . 13

DAHER SOCATA TBM700A . . . . . . 103 TBM700B . . . . . . 13, 127 TBM930 . . . . . . . 23 TBM940 . . . . . . . 23

DASSAULT FALCON 7X . . . . . . . . . . . . 2, 5, 6, 15, 39, 67, . . . . . . . . . . . . . . . 76, 131, 132 8X . . . . . . . . . . . . 15 50 . . . . . . . . . . . . 30, 45, 56, 103, . . . . . . . . . . . . . . . 131 50EX . . . . . . . . . . 16, 45, 46 900C . . . . . . . . . . 131 900DX. . . . . . . . . 2 900EX EASy . . . 15, 131

AIRCRAFT

PAGE

900LX . . . . . . . . . 2 2000 . . . . . . . . . . 3, 16, 44, 57, 61, . . . . . . . . . . . . . . . 75 2000EX. . . . . . . . 15, 65, 77, 103 2000EX EASy . . 15 2000EX EASy II. 21 2000LX . . . . . . . . 3, 123 2000LXS. . . . . . . 3, 132

DORNIER 328-310 . . . . . . . 45

EMBRAER Legacy 500 . . . . 16, 29, 39, 44, 75, . . . . . . . . . . . . . . . 127, 132 Legacy 600 . . . . 37, 77 Legacy 650 . . . . 57 Lineage 1000 . . 5, 29, 36 Lineage 1000E . 131 Phenom 300 . . . 5, 8, 9, 35, 36, . . . . . . . . . . . . . . . 39, 103

AIRCRAFT

PAGE

C90B. . . . . . . . . . 39, 56, 1 32 E90 . . . . . . . . . . . 103

Beechcraft Premier I . . . . . . 38 Premier IA . . . . . 103, 107

Hawker 400A . . . . . . . . . . 56, 400XP . . . . . . . . . 23, 800A . . . . . . . . . . 56 800XP . . . . . . . . . 16, . . . . . . . . . . . . . . . 61, 900XP . . . . . . . . . 76, 4000 . . . . . . . . . . 47

89 39, 56 25, 30, 44, 51, 89, 107, 118 107

HONDA HondaJet HA-420 . . 39

IAI Astra1125SP . . 131 AstraSPX . . . . . . 46 Westwind II . . . . 56

GULFSTREAM

PIPER

IVSP . . . . . . . . . . 15, 25, 75, 107 V. . . . . . . . . . . . . . 14, 28, 107 150 . . . . . . . . . . . 46, 131 200 . . . . . . . . . . . 14, 25, 45, 46, . . . . . . . . . . . . . . . 117 280 . . . . . . . . . . . 14, 21, 30, 39, . . . . . . . . . . . . . . . 132 300 . . . . . . . . . . . 14 350 . . . . . . . . . . . 14 400 . . . . . . . . . . . 45 450 . . . . . . . . . . . 28, 39, 65, 67, . . . . . . . . . . . . . . . 107, 124 500 . . . . . . . . . . . 46 550 . . . . . . . . . . . 5, 10, 14, 25, 29, . . . . . . . . . . . . . . . 30, 36, 39, 46, 65, . . . . . . . . . . . . . . . 67, 103, 107, 132 650 . . . . . . . . . . . 14, 51 650ER. . . . . . . . . 132

Cheyenne IIIA . . 56 Cheyenne 400LS. . 13 Comanche 250. .13 Meridian . . . . . . . 56

HAWKER BEECHCRAFT

HELICOPTERS

AIRBUS/ EUROCOPTER EC 145 . . . . . . . . 103

AGUSTAWESTLAND AW109SP . . . . . . 45 AW109S Grand . 37 A119 KE Koala . 107

BELL 212 . . . . . . . . . . . 128 412EP . . . . . . . . . 107, 115 412EMS . . . . . . . 128

King Air 200 . . . . . . . . . . . 56 350 . . . . . . . . . . . 21, 76, 107, 119 B200 . . . . . . . . . . 16, 23, 107, 120 C90 . . . . . . . . . . . 56, 107, 127

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