AvBuyer Magazine June 2019

FC O'Gara June.qxp_FC December 06 22/05/2019 14:13 Page 1

Volume 23 Issue 6

™

ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION

O GA R A J E TS M A P S T H E C L I E N T ’ S J O U R N E Y W I T H U N M ATC H E D E X P E R I E N C E TO N AV I GAT E T H E B U M PY R OA D O F A I R C R A F T T R A N SAC T I O N S

THIS MONTH What are the Aircraft Financing Trends in 2019?

How Much Jet Connectivity do you Really Need?

Turbo Comparison: TBM 930 vs King Air C90GTx www.AVBUYER.com

See pages 24 & 25 for further details

Project1_Layout 1 28/05/2019 09:26 Page 1

THE BEST JETS FROM THE PEOPLE WHO KNOW THEM BEST.

FALCON 900LX

2016 – S/N 298 1,369 hrs. / 850 cycles

• Classic 14 passengers configuration with dual lavs • EASA EU-OPS1 compliant , 2020 mandates compliant • EASY II: SBAS/LPV, ADSB-Out, SVS, XM Weather, CPDLC ATN-B1, CPDLC FANS 1/A • HUD & EVS, 2EFB’s • 3FMS, 3IRS, 3 VHF, • Honeywell 7120 Satcom (WIFI & internet ), HD external cameras

FALCON 7X • • • • • •

14 passenger BMW interior without crew rest EU OPS 1 & CCAR 135 compliant Engines with DTU enrolled on ESP Gold EASy II: ADSB-Out, CPDLC ATN-B1, CPDLC FANS 1/A 7120 Satcom with cabin Wifi Dual EFB’s

FALCON 900DX • • • • • •

2013 – S/N 199 705 hrs. / 265 cycles

2007 – S/N 616 3,855 hrs. / 2,030 cycles

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

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

Project1_Layout 1 28/05/2019 09:27 Page 1

When buying a pre-owned Falcon from Dassault, you’re not only investing in a jet that’s renowned for versatility, flexibility, and lasting value. You’re also making the most of your investment by going to the source. The people whose knowledge and experience will keep your Falcon flying for years to come.

FALCON F2000LXS • • • • • • •

10 passengers configuration EASA part CAT compliant, 2020 mandates compliant EASy II: base line, ADS-B Out, LPV, SVS, CPDLC ATN-B1 & FANS 1/A+ 2 IRS, 2 FMS, 3 VHF, 2 EFB, RAAS MCS 7120 Satcom with Wifi in cabin Engine on ESP Platinum, APU on MSP Gold Enrolled under FalconCare

FALCON F2000LX • • • • • • •

2007 – S/N 111 4,010 hrs. / 3032 cycles

10 passengers configuration EASA part CAT compliant, 2020 mandates compliant EASy II: base line, ADS-B Out, LPV, SVS, CPDLC ATN-B1 & FANS 1/A+ HUD, 2 IRS, 2 FMS, 3 VHF, Auto Brake SB MCS 7120 Satcom with Wifi in cabin Engine on ESP Gold, APU on MSP Gold Under Falcon Care

FALCON 2000 • • • • •

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

2004 – S/N 208 6,304 hrs. / 3,959 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

17:46

Editor Welcome May19.qxp_JMesingerNov06 21/05/2019 10:36 Page 1

Guest Editor’s VIEWPOINT Bill de Decker

Back to the Future – 35 Years

N

obody could deny Business Aviation has come a long way in the last 35 years. Looking back to 1984, NetJets was only a vision of Richard Santulli who had just purchased Executive Jet

Aviation.

The most popular business jet model was the Learjet 35A and Cessna was in the lead with the most combined deliveries of its Citation line of Light and Mid-size Jets. In the Long-Range category, the Falcon 50 was the leader for Dassault and the Gulfstream GIII was having a strong year.

Meanwhile, Bombardier’s Challenger was the first entry in the new Super Mid-size Jet class. What’s more, we were all looking forward to the all-new GIV, which was nearing its first flight. Impressively, many of these aircraft are still flying today, which is a testament to the quality of manufacturing, technology and years of proper mai ntenance.

But away from the manufacturing side, the launch of several entrepreneurial Business Aviation start-ups also took place at that time, including a company called Conklin & de Decker.

Al Conklin and I met while working at Falcon Jet in the early 1970s and we went on to publish the first Aircraft Cost Evaluator in 1972. Our combined experience spanned the military, aircraft sales, engineering and c ost analysis, and we had a passion for business jets. We recognized a demand for accurate, trustworthy, directly comparable aircraft cost and performance data that could help businesses and individuals make more informed decisions when buying an aircraft.

Since then, Conklin & de Decker has become a leader in that field and also consults on a wide range of subjects, including fleet planning, acquisitions and taxes. A little over a year ago, we announced that Jet Support Services, Inc. (JSSI) had acquired our company. As JSSI added programs, expanded into parts and leasing, and introduced advisory services such as overhaul management, inspections and appraisals, it was a logical step to acquire our data, tax and consulting business in 2018.

The result is that JSSI and Conklin & de Decker are positioned for the future and no longer just provide hourly maintenance programs or databases but support the entire life cycle of owning and operating an aircraft. Our two companies have many things in common but the most important, in my opinion, is our dedication to our customers.

4 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

What’s Changed in BizAv?

One of the great things about Business Aviation is the constant pursuit of innovation. In 1984, the push was for more range, more speed, better performance, lower fuel consumption, less noise, lower maintenance costs and better avionics. And that has not changed one bit today!

So what has changed? It’s the sheer amount of information that’s available to consumers. People consume vastly more data today and depend on it to make decisions. This was a big motivation for the creation of the Conklin & de Decker Report, ba sed on our flagship Aircraft Cost Evaluator that is now easily accessed via the web or mobile app.

Another change has been the globalization of Business Aviation with its Ultra-Long-Range Jets and worldwide operations. To address this, we’re expanding our research to accurately depict regional variations in operating costs, starting with the Asia-Pacific and European regions.

Meanwhile, the one area that hasn’t changed since 1984 is the importance of great customer service. Even with increased automation and digital access to our products I don’t foresee the personal level of our service we believe in going out of style.

And on to the Next Generation in BizAv…

As we look to the next generation of Business Aviation, we see supersonic transportation (SST) making a comeback; not the 1980s SST version but with new, efficient engines that will burn the latest sustainable alternative jet fuel blend and with no perceptible sonic boom. We see futuristic eVTOL designs and talk of autonomous aircraft.

However, one vital element to our industry’s longevity is its ability to attract and retain young talent—pilots, maintainers, design engineers, software developers and sales reps who share the same passion for aviati on that led many of us to devote our entire careers to this industry.

With them we will continue the legacy of business aviation for many years into the future.

More information from www.conklindd.com ❙ Bill de Decker is the Co-Founder of Conklin & de Decker, where he is responsible for consulting studies and developing new programs.

His areas of expertise include financial management, business and fleet planning, certification issues, life cycle cost and operations.

Prior to founding Conklin & de Decker, Bill managed the Falcon and Bell Learning Centers, as well as the Co mmunications Systems Division for FlightSafety International.

www.AVBUYER.com

GLOBAL JET PORTFOLIO

DASSAULT FALCON 7X 2011/ SN 118

DASSAULT FALCON 900LX 2016

NEW TO MARKET / USD $24.50M

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ASKING PRICE / USD $20.50M

ASKING PRICE / USD $5.90M

BOMBARDIER GLOBAL 7500 POSITIONS AVAILABLE

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AIRCRAFT SALES & ACQUISITIONS

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AIRCRAFT SALES & ACQUISITIONS

EMBRAER LINEAGE 1000 2013 / SN 19000362

AIRFRAME HOURS / 751 AIRFRAME CYCLES / 228 CAPACITY / 19 PAX

ASKING PRICE / USD $20.50M GLOBALJETMONACO.COM

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AIRCRAFT SALES & ACQUISITIONS

EMBRAER PHENOM 300 2011 / SN 50500062

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

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TECHNICAL DETAILS AVAILABLE HERE

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AV_BUYER_June_2019.indd 3

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Aircraft Finance Corporation June.qxp_Layout 1 20/05/2019 17:38 Page 1

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Contents Layout June19.qxp 22/05/2019 17:07 Page 1

Vol. 23 Issue 6

Contents

2019

4

Guest Editor - Bill de Decker, Conklin & de Decker

16

Trends and observations from the leading analysts…

Market Indicators

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

Buying & Selling Aircraft

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

52

Tips on Navigating Today’s Business Aircraft Sales Market

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

58

How do ‘Income Approach’ Aircraft Appraisals Differ?

48

62

Used Jet Market Opinion: Chris Brenner, Jetcraft

Finance

Understanding the Basics of Aircraft Financing

68

What are the Aircraft Financing Trends in 2019?

72

Flight Department Management: Getting Your Budget Right

76 80 88 92 96 102

Ownership

Supplemental Lift—What’s Best for You?

Turboprop Comparision

Daher TBM 930 vs Beechcraft King Air C90GTx

Aircraft Price Guide Medium Jet Values

Aircraft Specifications

Medium Jet Performance & Specifications Guide

Connectivity

How Much Jet Connectivity do you Really Need?

Avionics

Does Cockpit Automation Impact Pilot Safety?

106

What’s the Future of Avionics? (Part 1)

112

OEM News and Industry Appointments

116

Products & Services

120

Showcases

133

Market Place

137

Advertisers Index

138

Aircraft for Sale Index

Community News

Next Month

• Jet Comparison: Citation Sovereign+ vs Hawker 900XP • Aircraft Registries – What are the Tax Implications?

• Cabin Lighting – What’s Available and Why Does It Matter?

10 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

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 June.qxp_Layout 1 20/05/2019 16:15 Page 1

Avpro June.qxp_Layout 1 20/05/2019 16:15 Page 2

Avpro June.qxp_Layout 1 20/05/2019 16:15 Page 3

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

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MarketIndicators June19.qxp_Layout 1 21/05/2019 14:16 Page 1

MARKET INDICATORS

Business Aviation Market Overview

What is the condition of the Business Aviation market as we roll into the summer months? And what are the key factors influencing it?

Rollie Vincent, editor, Market Indicators reviews…

E

arly indications of the state of the business aircraft sales market point in decidedly different directions – at least based on evidence from Q1 2019 earnings calls for publicly traded companies, aircraft sales databases, and presentations and conversations from various industry conferences.

New aircraft sales appear to have got off to a good start in the first three months of the year, with four of the big five OEMs reporting book-to-bill ratios well above 1-to-1. Those same four manufacturers report a total of 113 new business jet deliveries in Q1 2019, up 8.7% Year-over-Year (YoY).

Embraer deliveries were flat YoY in Q1 2019, while Bombardier was off a little from Q1 2018 as it prepares for production ramp-up of the Global 7500 in H2 2019.

All told, these results were in line with our forecasts, while net new order activity was boosted by several fleet orders

16 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

and by the availability of well-priced ‘whitetails’ built in 2018 but held in unsold finished goods inventory at the end of last year.

Slowing Used Jet Market

After a record number of used business jets were sold to end-users in 2018, sales in Q1 2019 have been decidedly slower to date, down 20% YoY. JETNET recorded more than 2,850 used business jet transactions in 2018, up about 3% YoY from 2017’s record performance.

Transaction volumes in 2018 were up an impressive 29% over the pre-financial crisis total in 2007, while days on market for aircraft that sold slipped 9% YoY to about 285 days. There were about 2,100 business jets listed as for sale in JETNET’s database at the time of press, representing about 9.5% of the in-service fleet. www.AVBUYER.com

MarketIndicators June19.qxp_Layout 1 21/05/2019 14:17 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

compliance issues, identify and engage all of the transaction players, negotiate deal terms and structure the transaction, and get the aircraft and the principals and their checkbooks to closing are as challenging as ever.

With thousands of fixed-wing turbine business aircraft unlikely to be ADS-B Out compliant at the bell on New Year’s Eve of 2019, it has never been more important for a prospective customer/aircraft buyer to engage a highly experienced aircraft broker/dealer who has the market savvy and experience to navigate the complexities of today’s marketplace.

MRO Market Difficulties Ahead (for Some)

Fully 43% of for sale business jets were initially delivered to customers more than 20 years ago, limiting the attractiveness of much of the inventory to both buyers and sellers.

Growing Comfort With Older Jets…

Tellingly, customers for business jets have become quite comfortable owning and operating older aircraft. Fully 85% of the more than 500 respondents to JETNET iQ’s Q4 2018 survey, representing owners and operators in 60 countries operating almost 5% of the world business jet fleet, indicate that they are comfortable flying aircraft that are greater than 10 years old.

North American owners/operators appear to be the most comfortable flying older aircraft compared with the other major world regions, no doubt linked to the relatively high density of MRO facilities and maintenance talent that sustains high levels of aircraft operational readiness.

Buyer ADS-B Awareness is Necessary

With ADS-B Out mandates looming at the end of the year in the US and in mid-2020 in Europe, the time to identify a desirable asset, schedule and execute a pre-buy inspection, isolate and schedule required maintenance, address any www.AVBUYER.com

Another hot/cold market has emerged in the business aircraft maintenance, repair, and overhaul (MRO) segment, with OEMs investing organically in their aftermarket services businesses with the construction of new facilities and the addition of service locations.

Many MRO shops are working around the clock to meet their customers’ requirements, whether for ADS-B Out and the ever-popular cabin Wi-Fi upgrades, or simply to keep up to date with regularly scheduled maintenance.

In what is no doubt a coup for Dassault Aviation, the company has recently signed deals to acquire MRO networks from leading providers ExecuJet and TAG, which following regulatory approval will vastly expand the company’s service and support footprint in established and emerging markets across the vast European, Middle East, Africa and Asia Pacific regions.

For smaller repair shops and others that have recently lost their OEM-authorized service facility status, the times are likely to get tougher before they get better, especially after the ADS-B Out waves have worked their way through the system.

In Summary…

Against a backdrop of international trade tensions and tariffs, gyrating stock markets, the unresolved Brexit divorce, an early and noisy start to another contentious US Presidential election, and potential aircraft certification delays in the wake of the Boeing 737 MAX accidents, the stage is set for more uncertainty – one cold or hot blast at a time.

In our view, these are amongst the headwinds that prevent an even more vibrant market for business aircraft sales. page 18 MI www.navigating360.com

!

AVBUYER MAGAZINE ❘ Vol 23 Issue 6 2019 ❘

17

MarketIndicators June19.qxp_Layout 1 21/05/2019 14:19 Page 3

MARKET INDICATORS

AVBUYER.com

Flight Activity - North America APRIL 2019 vs APRIL 2018 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

2.4%

-0.7%

-2.4%

1.0%

LIGHT JET

2.8%

-7.6%

11.3%

0.1%

MID-SIZE JET

3.7%

1.1%

12.1%

4.8%

LARGE CABIN JET

1.1%

3.1%

-13.2%

0.4%

ALL

2.6%

-1.3%

7.7%

1.8%

APRIL 2019 vs MARCH 2019 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

-0.9%

-2.4%

1.2%

-1.4%

LIGHT JET

-0.1%

-3.3%

6.5%

-0.3%

MID-SIZE JET

1.7%

-4.3%

-4.0%

-1.8%

LARGE CABIN JET

-0.5%

-7.9%

-11.3%

-4.3%

ALL

0.0%

-4.0%

-2.1%

-1.7%

TRAQPak’s review of Year-over-Year (YoY) North American flight activity (April 2019 vs. April 2018) indicates an increase of 1.8% in April 2019.

Compared to March 2019, April activity was down by 1.7%.

Measuring Year-over-Year the results by operational category were mixed with Fractional activity posting another substantial increase. Part 91 activity also showed strong growth, while Part 135 activity declined for an eleventh straight month.

By aircraft category, while all recorded positive results Mid-size Jets posted the largest increase from 2018.

Month over Month

April Business Aviation flight activity posted an expected Month-over-Month decrease to finish down on March 2019.

Results by operational category were all negative for the month, with Part 135 activity posting the largest monthly decrease. Aircraft categories were also all in the red for April with Large Jets posting the largest decrease.

May Flight Activity Forecast

Looking ahead to May, TRAQPak analysts estimate a 1% increase in overall flight activity, Year-over-Year.

MI www.argus.aero

Understanding the Business Aviation Market - with AvBuyer

Flight Activity – Europe

According to WingX, there were 66,165 Business Aviation departures in Europe during April. Though similar to March, the figure represents a 3.1% decline in activity compared to April 2018.

The past 12-month activity is trending at just under 1% growth, WingX notes.

Specifically, business jet activity recorded a heavy decline this month with 5% fewer flights YoY and an 8% decline in privately-filed flights. Declines of at least 10% YoY in France, the UK and Switzerland were logged in the Small and Medium Jet segments.

France had the biggest fall in overall Business Aviation activity during April with flights down 7% YoY. The UK, Spain and Switzerland were also well down, and of the ‘Top 5’, only Spain still has YTD growth in flights.

Most of the decline in April was for flights within Europe (down 4% YoY).

Flights between Europe and the Middle East, and Asia-Pacific also continued to decline in April. However, flights from Europe to North America and to Africa increased.

“Business Aviation activity slowed further this month, reinforcing the impression that European demand has stalled since Q4 2018,” summarized Richard Koe, Managing Director, WingX. “Business jet activity is slowing across all the top regional markets, especially in the light aircraft segments. Business jet charter flights were well down YoY… Broader macro issues are clearly affecting the industry, with London flight activity down by 5% this year.

“One exception to the negative overall picture is Ultra-Long-Range activity which is trending up, primarily in fractional and charter activity,” he concluded.

MI www.wingx-advance.com page 22

!

18 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

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MarketIndicators June19.qxp_Layout 1 21/05/2019 16:46 Page 4

MARKET INDICATORS

AVBUYER.com

Q1 2019 Avionics Market Report Summary RETROFIT

ADS-B Equipage Rate Hits 71% According to FlightAware, which updated its ADS-B equipage report to include data through April 2019, 71% of turbine-powered business aircraft registered in the US are now equipped in advance of the January 1, 2020, deadline.

The equipage rate is up from 69% from the March 2019 report. The FlightAware report also includes a current breakdown of equipage by aircraft type. The company intends to update and publish the report monthly moving forward.

MI www.flightaware.com

FORWARD FIT

TOTAL SALES

~$336.1m

~$724.2m

2018

2019

% CHANGE

Retrofit

~$363.7m

~$388.1m

6.7%

Forward Fit

~$276.1m

~$336.1m

21.7%

YTD

~$639.8m

~$724.2m

13.2%

RETROFIT

FORWARD FIT

TOTAL SALES

INTERNATIONAL

53.6%

46.4%

76.1%

23.9%

Q1 2019

Q1 2019

~$388.1m

According to AEA’s Q1 2019 avionics market report, in the first three months of the year, total worldwide Business and General Aviation avionics sales amounted to just over $724m.

That’s a 13.2% increase in total sales compared to Q1 2018 (~$639m).

Of the >$724m Q1 2019 sales, 53.6% came from the retrofit market while forward-fit sales amounted to 46.4%.

According to the companies that separated their total sales figures between North America (US and Canada) and other international markets, 76.1% of Q1 sales occurred in North America.

"While it is likely that ADS-B installations in the US are a contributing

factor to the increase in YoY sales as we get closer to the FAA's equipage deadline, those are fairly straightforward installations," said AEA President and CEO Mike Adamson.

"Our member repair stations report that they are also doing an increasing number of full-panel retrofits.

“Installations of new electronic flight displays, digital autopilots, engine monitor systems, in-flight connectivity and other technologies are keeping the shops extremely busy, and the ongoing work has helped drive an increase in Year-over-Year sales for nine-straight quarters."

MI www.aea.net/marketreport

Make More Informed Buying Decisions

- with AVBUYER 22 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

FAA Publishes Aerospace Forecast

FAA's recently unveiled Aerospace Forecast for fiscal years 2019 through 2039 shows the active General Aviation fleet is expected to hold steady with 211,800 aircraft in 2039, compared with 212,885 aircraft in 2018.

• Fixed-wing turbine aircraft are expected to grow at a rate of 1.8% per year • Single-engine piston aircraft will decline at a rate of 1% per year • Rotorcraft are forecast to grow at a rate of 1.7% per year.

In addition, General Aviation hours flown are forecast to increase from 25.6m in 2018 to 30.3m in 2039, an average annual growth rate of 0.8% a year.

MI www.faa.gov/data_research/aviation/

aerospace_forecasts/

!

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MARKET INDICATORS

AVBUYER.com

Five Year New and Pre-Owned Aircraft Forecast Jetcraft has released a five-year new and pre-owned Business Aviation market forecast – and anticipates 11,765 pre-owned transactions over the next five years along with 3,444 new deliveries.

The pre-owned transactions are projected to equate to $61bn in value, and the new deliveries will represent $90.5bn, Jetcraft says. Moreover, by 2023 it is expected that industry value will reach nearly $30bn per annum.

“This is the first forecast to precisely analyze both new and pre-owned business aircraft transactions over a five-year period,” notes Jahid Fazal-Karim, Owner and Chairman of the Board at Jetcraft. “The findings show that our industry will continue to grow in size and scale…

“New aircraft unit deliveries are predicted to stay flat throughout the forecast period while generating higher

revenues, due to the increase in large aircraft transactions.

Meanwhile, the pre-owned market is forecast to grow at a proportionally faster rate than new.”

Pre-owned business aircraft transactions are expected to outpace those of new deliveries four to one by 2023, according to the forecast. “Buyers who in the past exclusively bought new aircraft are now more willing to consider preowned if it suits their mission, partly due to better opportunities for aircraft refurbishment and increasing MRO capabilities,” Fazal-Karim suggests.

Jetcraft’s forecast also maintains the clear shift towards large aircraft, both in pre-owned and new unit deliveries and highlights that the average retirement age of a business aircraft is 32.

MI https://www.jetcraft.com/knowledge/market-forecast-2019/

JETNET Q1 2019 Used Aircraft Market Update JETNET’s Q1 2019 results for the used aircraft markets (vs Q1 2018) show that inventories are generally down across the board, except for Piston Aircraft.

Lower inventories are certainly good news, but a pronounced decline in Q1 retail sales and leases were also recorded. For all fixed- and rotary-wing aircraft combined, an overall 25% reduction in sales for Q1 2019 vs.

Q1 2018 was recorded.

Looking at the specifics, a 19.9% decline was noted for business jet retail sales. “These figures could prove to be fluid as notice of a few late quarter transactions may yet trickle in,” JETNET qualified. “Still, it must be acknowledged that the late-year stock market correction and prolonged US government shutdown (December 22 through January 25) had a deleterious impact on the pre-owned market.”

Across all aircraft sectors, there was a total of 6,138 or 1.9% fewer aircraft for sale in the quarterly comparison.

That’s a difference of 120 fewer aircraft and helicopters for sale. Interestingly, fleet for sale percentages for business jets showed the same 9.3% for 2019 and 2018 in the quarterly comparison.

Total full sale transactions were down by 620 aircraft and helicopters.

Though business jet full sale transactions decreased, they took less time to sell (21 fewer days) than last year. However, business turboprops showed a decrease of 9.6% in sales, but remained unchanged in terms of 26 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

WORLDWIDE TRENDS MARCH 2019

BUSINESS AIRCRAFT

COMMERCIAL AIRLINERS

HELICOPTERS

TOTAL

JET

TURBO

PISTON

TURBINE

PISTON

JET

TURBO

ALL

IN-OPERATION FLEET

22,100

15,636

5,425

22,523

10,000

29,084

7,586

112,354

FOR SALE

2,053

1,045

605

1,238

551

275

371

6,138

% FLEET FOR SALE 2019

9.3%

6.7%

11.2%

5.5%

5.5%

0.9%

4.9%

5.5%

% FLEET FOR SALE 2018

9.3%

6.9%

10.8%

6.1%

5.6%

1.1%

5.1%

5.7%

CHANGE - % FOR SALE

0.0%

-0.2%

0.4%

-0.6%

-0.1%

-0.2%

-0.2%

-0.2%

JANUARY - MARCH 2019 FULL SALE TRANSACTIONS AVERAGE DAYS ON MARKET

510

292

103

293

206

373

86

1,863

280

320

322

641

371

384

700

431

YTD, JANUARY - MARCH 2019 vs 2018 % CHANGE - SALE TRANSACTIONS

-19.9%

-9.6%

-25.4%

-31.7%

-19.5%

-31.7%

-44.2%

-25.0%

CHANGE- AVG DAYS ON MARKET

-127

-31

-35

-136

-50

-173

-68

-620

CHANGE- AVG DAYS

-21

0

-24

132

70

-255

295

26

Source: JETNET; Full-Sale Transactions and Leases

average days on the market.

Speaking generally of the used aircraft markets in Q1 2019, older aircraft (those aged 31 years and over) saw increases in retail transactions. ‘Younger’ aircraft (those aged under 30 years) saw declines in the number of business jets sold.

The youngest groups (0 to 5 years and 6 to 10 years), while representing only 19% of the total of 510 sold transactions, declined by 50 business jets sold in the quarterly comparisons.

MI www.jetnet.com

!

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MARKET INDICATORS

AVBUYER.com

In-Service Aircraft Values & Maintenance Condition Asset Insight’s April 30, 2019 market analysis covering 96 fixed-wing models and 1,684 aircraft listed for sale, revealed a 1.7% inventory increase to the tracked fleet.

Large Jets experienced the greatest percentage inventory increase (a 4.6% gain), followed by Small Jets (3.5% inventory increase). Meanwhile Medium Jet and Turboprop inventory decreased 0.5% and 1.1%, respectively.

5.15

$1.50

$1.40

$1.45 $1.40

M

J

J

A

S

O

N

D

Maintenance Exposure

J

F

M

A

$1.35

Quality Rating Trendline

Table B LOW RISK AIRCRAFT MODEL ETP RATIO Citation Latitude 2.4% G650 4.2% Citation CJ4 525C 11.4% Phenom 300 12.9% F2000LX 13.3% Pilatus PC-12 14.4% F900EX EASy 14.7% CL-605 14.9% F2000EX EASy 16.4% Citation Encore + 16.9% G450 17.5% Citation CJ3 17.8% G150 18.5% Citation Sovereign 680 19.0% Hawker 900XP 20.1% F900DX 20.3% Piper Meridian 20.9% G550 21.2% Citation CJ2+ 525A 21.4% KingAir 350 - Post-2000 22.3% Citation Encore 23.9% F2000EX 24.1% Challenger 300 24.5% Global XRS 26.3% Phenom 100 26.7% Global 5000 27.0% Citation Mustang 510 27.8% Citation XLS (MSG3) 28.1% Citation CJ2 28.5% Hawker 850XP 32.8% KingAir B-200 - Post-2000 33.3% KingAir 350 - Pre-2001 33.8% Learjet 45XR 35.6% F900EX 36.4% Embraer Legacy 600 37.7% Citation Excel 560XL 38.1%

Inventory Fleet Maintenance Condition

Fleet asset quality improved nearly 1.2% in April while Maintenance Exposure also improved 1.4%. Overall, the tracked inventory posted the following: • Quality Rating was below the 12-month average, but it did manage to skirt into the ‘Excellent’ range, increasing from 5.191 in March to 5.251 for April, on Asset Insight’s scale of -2.5 to 10.

• Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense), although below the 12-month average, improved (decreased) to $1.4m from March’s $1.42m.

Maintenance Exposure to Ask Price (ETP) Ratio

The ETP Ratio is a useful indicator of an aircraft’s marketability. It’s 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 for sale 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% (i.e. 237 days versus 384 days on the market).

April’s analysis also noted that 55% of all tracked models and nearly 63% of the tracked fleet posted an ETP Ratio above 40% (see Table B).

Our tracked fleet’s ETP Ratio posted another improvement in April, decreasing to 63.6% from March’s 66%.

Turboprops posted the lowest (best) ETP Ratio at 54.9% (although that reflected a worsening from last month’s 52.9% and a 12-month worst figure; Large Jets improved from 62.2% to 60.2%; Small Jets improved from 62% to 61.5%; and Medium Jets improved from 79.5% to 72.9%.

30 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

$ Million

5.251

Quality Rating

Average aircraft value for the tracked fleet increased just under 1% to post a figure just over $60k higher than the record low value.

While Medium Jets posted a 12-month high figure and Small Jet values remained above their 12-month average, these increases could not overcome ask price decreases posted by Large Jets and Turboprops.

• • •

5.35

5.25

Aircraft Values

•

Table A

Fleet Maintenance Condition

!

HIGH RISK AIRCRAFT MODEL ETP RATIO Citation Bravo GIV-SP (MSG3) F50EX Learjet 60XR GV Citation CJ1+ CL604 Premier 1A F900B Piaggio P180 II G200 KingAir B200 - Pre-2001 Citation V Ultra KingAir 300 Hawker 400XP Hawker Beechjet 400A Learjet 45 Hawker 800XP Premier 1 Learjet 45 w/APU F2000 Global Express Learjet 60 GIV-SP Citation V 560 Learjet 55C F50 Hawker 1000A Piaggio P180 Citation ISP Citation II Hawker Beechjet 400 KingAir C90 Citation VI Learjet 31 GIV G100 CL601-3R Learjet 35A Hawker 800A CL601-3A CL601-1A Learjet 55 F20-5

40.6% 40.7% 41.1% 41.4% 41.4% 41.8% 43.7% 44.9% 48.0% 48.2% 49.4% 49.8% 51.5% 52.6% 53.8% 54.9% 64.0% 68.2% 69.1% 69.4% 70.3% 80.6% 80.6% 81.8% 82.9% 84.3% 90.4% 92.8% 95.0% 99.8% 100.4% 112.7% 117.9% 126.1% 128.2% 136.4% 138.4% 147.3% 150.2% 167.0% 196.6% 207.3% 208.3% 249.1%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of April 30 2019 Source: JETNET (www.jetnet.com) page 34

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15.05.19 11:04

MarketIndicators June19.qxp_Layout 1 21/05/2019 14:30 Page 7

MARKET INDICATORS

Large Jets Ask Price vs. Maintenance Exposure

Asset Quality Rating

$ Millions

Scale -2.500 to 10.000

$ Millions

Market Summary

The continued increase to the inventory fleet must be worrisome for Large Jet sellers as final transaction values have shown a noticeable drop during the past few weeks.

Small Jets also experienced an increase to the fleet for sale, but the impact on their pricing has not been as dramatic… at least, not yet.

Large Jets April Market Summary

Large Jet inventory increased by another 16 units, with April’s fleet mix change seeing a large number of higher quality assets enter inventory.

Better asset quality ought to command higher pricing, but that does not appear to be the case as values are under supply pressure and there is an apparent desire by many sellers to transact while the trading climate is still favorable.

Ask Prices decreased another 2.5% in April and are now

Ask Price vs. Maintenance Exposure

$1.25

Apr-19

Mar-19

Medium Jets April Market Summary

Inventory for the tracked fleet decreased by three units in April, and asset quality improved an impressive 3.7% while Maintenance Exposure improved (decreased) 2.1%. If you combine those figures with a 4% price increase in April (a 12month high figure and a 7.5% increase for the year) the result is an ETP Ratio of 72.9%, the group’s best figure since July 2018.

Buyers and sellers are clearly finding common ground and, since 11.6% of the tracked inventory fleet is listed for sale, Asset Insight believes the traditional 10% transition point between a buyer’s and seller’s market may be shifting to a higher number.

Medium Jets

Asset Quality Rating Scale -2.500 to 10.000

$1.30

$2.70

Feb-19

down 8.2% for the year. While the group’s ETP Ratio improved due to higher quality assets entering the fleet for sale, the improved selection is creating downward pricing pressure.

$ Millions

$2.90

Jan-19

5.200

Dec-18

$3.20

Nov-18

5.300

Oct-18

$3.30

5.423

Sep-18

5.400

Aug-18

Apr-19

Feb-19

Mar-19

Jan-19

Dec-18

Oct-18

Nov-18

Sep-18

Aug-18

Jul-18

Jun-18

$11.0 May-18

$10.5

$3.40

Jul-18

$3.37

$11.5

5.500

Jun-18

$12.5

$3.50

May-18

$13.5

$1.25

5.300

5.209

5.200

$1.20

34 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

Apr-19

Mar-19

Feb-19

Jan-19

Dec-18

Nov-18

Oct-18

Sep-18

5.000 Aug-18

$1.10

5.100

Jul-18

$1.15

Jun-18

Apr-19

Mar-19

Feb-19

Jan-19

Dec-18

Nov-18

Oct-18

Sep-18

Aug-18

Jul-18

Jun-18

May-18

$2.30

$2.63

May-18

$2.50

www.AVBUYER.com

MarketIndicators June19.qxp_Layout 1 21/05/2019 14:31 Page 8

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

$0.85 5.500

Small Jets April Market Summary

Inventory increased by another 18 units following March’s 16unit increase. Changes to the inventory fleet mix marginally improved asset quality and slightly worsened Maintenance Exposure. However, pricing improved 2.6% in April and the group’s ETP Ratio fell slightly to post a 12-month low (best) figure at 61.6%.

While many aging aircraft are the ones seeking a new home, buyers and sellers have obviously found common pricing ground, and with only 9.7% of the active fleet in play, they should continue to do so.

Outstanding Excellent 5.500 5.250 or to Greater 5.499

Turboprops

$0.65 $0.60

$1.50 $0.55

www.AVBUYER.com

Apr-19

Mar-19

Feb-19

5.000

4.877

4.900

Apr-19

Mar-19

Feb-19

Jan-19

Dec-18

4.700

Nov-18

$0.50

Oct-18

Apr-19

Mar-19

Feb-19

Jan-19

Dec-18

Nov-18

Oct-18

Sep-18

Aug-18

Jul-18

Jun-18

5.100

4.800

$1.48 May-18

$1.45

5.200

Jul-18

$1.48

Below Average Average 4.500 Less to than 4.749 4.500

Good 4.750 to 4.999

Scale -2.500 to 10.000

Jun-18

$1.53

Very Good 5.000 to 5.249

Asset Quality Rating

May-18

$0.63

Jan-19

Asset Quality Rating Key

$ Millions

$1.55

Dec-18

!

Asset Insight analytics (www.assetinsight.com)

Ask Price vs. Maintenance Exposure

Nov-18

With Maintenance Exposure increasing 2.6% to a figure not exceeded since August 2018, the group’s ETP Ratio posted a 12-month high (worst) figure that was just under the group’s record high.

All this may sound negative but what it really shows is that quality assets are the ones trading and at prices that account for their maintenance condition.

MI www.assetinsight.com page 40

Turboprops April Market Summary

Inventory fell by three units, the same number as it increased in March. Asset quality decreased for the fourth consecutive Asset Insight analytics month, while Ask Price is only a sliver(www.assetinsight.com) higher than the 12-month low figure.

Oct-18

5.100

Sep-18

$0.65

Sep-18

Apr-19

Feb-19

Mar-19

Jan-19

Dec-18

Oct-18

Nov-18

Sep-18

Aug-18

Jul-18

Jun-18

May-18

$0.70

Aug-18

$1.70

5.300

Aug-18

$0.75

Jul-18

$1.80

5.374

Jun-18

$1.86

May-18

$1.90

$1.60

Scale -2.500 to 10.000

AVBUYER MAGAZINE ❘ Vol 23 Issue 6 2019 ❘

35

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

Avjet multi June.qxp_Layout 1 22/05/2019 15:17 Page 1

2014 Gulfstream G650 SN 6063

1998 Hawker 800XP SN 258347

2009 Challenger 605 SN 5769

2000 Boeing 757 SN 29306

2016 Global 6000 SN 9744

1986 Boeing VIP B767-200ER SN 23402

LOS ANGELES MARC J. FOULKROD +1 (818) 480-9964

SALES | ACQUISITIONS | CONSULTING AVJETGLOBAL.COM

WASHINGTON D.C. ANDREW C. BRADLEY +1 (410) 626-6162

Jeteffect 6 aircraft June.qxp 20/05/2019 16:55 Page 1

Gulfstream G550 • S/N 5045

Gulfstream G500 • S/N 5100

Gulfstream G200 • S/N 156

Gulfstream GIVSP • S/N 1282

Challenger 300 • S/N 20028

Astra SPX • S/N 123

Jeteffect 6 aircraft June.qxp 20/05/2019 16:55 Page 2

Falcon 50EX • S/N 313

Citation Sovereign+ • S/N 680-0510

Citation X • S/N 750-0121

Learjet 45 • S/N 131

Learjet 45 • S/N 079

Citation CJ3 • S/N 525B-0377

MarketIndicators June19.qxp_Layout 1 21/05/2019 14:32 Page 9

MARKET INDICATORS

GAMA Q1 2019 Shipment Analysis The General Aviation Manufacturers Association’s Q1 2019 new airplane shipment report was the most optimistic seen in a very long time. Mike Potts drills down into the numbers…

C

ontinuing the trend at the successful completion of 2018, the jet and turboprop segments finished ahead of where they were in Q1 2018. Q1 2019 jet deliveries totaled 141 units, up 6.8% over the 132 recorded in Q1 2018. Turboprops were up 7% (123 units versus 115 in Q1 2018).

More importantly, the underlying softness characterizing the market generally and the jet segment specifically over the past five years seems to be dissipating. For the first time since 2014, the market is exhibiting signs of a recovery that looks like it has legs.

The Business Jet Market

Turning to the jet market specifics, seven of the 11 jet OEMs reporting matched or bettered their results from Q1 2018. Four of the companies are ahead while three still lag. The remaining company (Dassault) does not report in Q1 and Q3. Notably, this year the size of the gains are more significant 40 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

than they were a year ago.

Looking at the specifics of the jet market, Cessna is the leader in deliveries by a wide margin, recording 44 units, up 22.2% from the 36 shipped in Q1 2018. Moreover, Cessna’s new Latitude model is tied for the lead in jet deliveries with 14 units, matching the total recorded by the Cirrus SF50 Vision Jet. Latitude deliveries were up from 12 units a year ago, but the growing solidity of the market is reflected in Cessna’s other results. Four of its six jet models besides the Latitude were ahead of last year and none lagged last year’s results.

Gulfstream, which has occupied third place in jet deliveries in recent years, moved up to second in the Q1 2019 report with 34 shipments; a gain of 30.8% over the 26 reported in Q1 2018.

Slipping into third place is Bombardier with 24 units. Deliveries fell 22.6% from the 31 units shipped this time last year. Despite the softer market for Bombardier products this quarter www.AVBUYER.com

MarketIndicators June19.qxp_Layout 1 21/05/2019 14:35 Page 10

AVBUYER.com Mike Potts is respected industry-wide as an aviation journalist. He has worked in the communications departments of Beech Aircraft, Sino Swearingen and M7 Aerospace, and has been analyzing GAMA’s delivery reports for AvBuyer since 2003 where he has built an excellent track record for accurate shipment predictions. Contact him via mpotts1@satx.rr.com

(Left) Citation Latitude deliveries jointly-led the jet shipments, while (below) Global 7500 shipments have started.

deliveries started for the Global 7500. Meanwhile, Challenger 350 deliveries were down from 12 units to nine compared with last year, but the Challenger 350 was still the third best-selling business jet in the industry in the past quarter.

Gulfstream’s strong performance made it an easy winner in the billings race with a total of $1.836bn, nearly twice the $927m of its closest billings competitor, Bombardier.

Cirrus captured fourth place in jet deliveries with 14 units, a gain over the 10 reported in Q1 2018.

Occupying the number five position in jet sales for Q1 2019 is Embraer, the same spot it occupied in Q1 2018. Embraer reported 11 jet deliveries in Q1 2019, the same as a year ago.

Honda is sixth with seven shipments, down from 12 a year ago. The influx of new jet OEMs in recent years has had the effect of significantly roiling the middle portion of the jet market, contributing to Honda’s repositioning. Seventh spot goes to Pilatus with five units, up from two units last year. www.AVBUYER.com

Deliveries of Pilatus PC-24 jets are slowly accelerating, so it would not be surprising to see the Swiss manufacturer move further up the rankings eventually.

Airbus is in eighth place with two deliveries, up from none reported last year. And the last two companies on GAMA’s jet list are tied with no deliveries. Boeing reported four deliveries in Q1 2018, while One Aviation failed to deliver any jets a year ago. In fact, the last time One reported deliveries to GAMA was back in 2017.

This quarter marks the first time Airbus has reported deliveries to GAMA since 2015. It’s a reasonable assumption that Airbus has made international deliveries without reporting them to GAMA in the interest of maintaining client confidentiality.

The Turboprop Market

Turning to the turboprop market we find results that are even better than in the jet market. By my

!

AVBUYER MAGAZINE ❘ Vol 23 Issue 6 2019 ❘

41

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MARKET INDICATORS

count, business turboprop deliveries are ahead of last year by fully 12.7%, though you won’t find that number in the GAMA report, which shows the turboprop gain at 7%.

The reason for this discrepancy is that GAMA includes agricultural turboprops in with the traditional business aircraft numbers. Clearly the purely business turboprop view makes for a much more optimistic way to see the market today.

Focusing only on business turboprops we see a market that totaled 80 aircraft in Q1 2019, up from 71 units in Q1 2018. That’s a very strong performance in my view. Of the nine business turboprop OEMs GAMA lists in its report, seven enjoyed equal or improved results over a year ago, while two had negative results.

Leading the turboprop market, as usual over the past three decades, is Textron’s Beechcraft unit with 23 units, up 35.3% from the 17 shipments reported last year. Following closely in second place is Textron’s Cessna unit with 21 deliveries, up from 12 last year. For Cessna that’s a phenomenal increase of 75%, and clearly at this point it would take only a small market shift for Cessna to overtake Beechcraft.

Textron’s aviation unit has an absolute lock on the turboprop segment, with no one else coming close to those top two positions. Pilatus took third place in shipments with 12 units, which exactly matches its Q1 2018 total. No other turboprop OEM reported double digit deliveries in Q1 2019.

42 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

AVBUYER.com

Although the numbers are smaller, the middle of the turboprop market is hotly contested among three OEMs, including Daher, Piper and Quest: • Daher reported eight deliveries in Q1 2019, matching results for the same period last year.

• Piper shipped seven airplanes in Q1 2019, down from 10 a year ago.

• Quest matched its Q1 2018 total with seven shipments in Q1 2019.

Bringing up the rear of the turboprop segment were Pacific Aero with two (matching its Q1 2018 result); AVIC which made no shipments this year or last; and finally Piaggio which also made no shipments in Q1 2019, down from three in Q1 2018.

Q1 2019 Shipment Reflections

On balance both the jet and turboprop markets appear to be stronger than they have been in the recent past. Coming, as we did, from a particularly strong year-end performance at the end of 2018, I was expecting that Q1 2019 might experience some softness as a result of companies working particularly hard to finish the year strong and thereby cutting into the next year’s Q1 2019 performance.

Clearly that didn’t happen, and we seem to be moving into 2019 on a stronger footing. We can be hopeful that this trend will continue as the rest of the year unfolds.

MI www.gama.aero ❙ www.AVBUYER.com

Freestream March.qxp 15/04/2019 11:15 Page 1

2009 Falcon 7X S/N: 046 Airframe Total Time: 5,053.7 hrs Aircraft Total Cycles: 1,319 cycles

2009 Gulfstream G450 S/N: 4170

2007 Bombardier Global XRS S/N: 9185

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

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

S/N: 635 Airframe Total Time: 7190.4 hrs Aircraft Total Cycles: 3501 cycles

2012 Gulfstream G550 S/N: 5391

2011 Gulfstream G550

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

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Buying&Selling 1 June.qxp_Finance 21/05/2019 11:56 Page 1

BUYING & SELLING AIRCRAFT

Used Jet Market Opinion: Chris Brenner, Jetcraft Whether it's buyer uncertainty or a lack of premium inventory, some analysts have noted a dip in the used jet market in the opening months of 2019. Rebecca Applegarth asks how Jetcraft’s Chris Brenner reads the situation…

48 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

www.AVBUYER.com

w

Buying&Selling 1 June.qxp_Finance 21/05/2019 15:31 Page 2

AVBUYER.com Rebecca Applegarth has been brought up around aviation for as long as she can remember. As a current PPL she is developing her passion for writing and flying as an Aviation Journalist on the AvBuyer team.

S

o far, 2019 has been a year of global uncertainty on many fronts, whether due to talk of potential Sino-American trade wars, Brexit, or political restiveness in

Europe.

Has the political instability impacted the global used business jet sales arena? What else has affected used aircraft sales trends in the early part of the year? Various reports on the used jet marketplace indicated a slight slowing Year-overYear for used aircraft transactions during the first quarter of 2019.

Having been trading in the pre-owned Business Aviation marketplace since 1962, today Jetcraft has offices around the world, and in 2018 the company facilitated more than 100 aircraft transactions for the first time in its history. Understandably, the health of the market in 2019 is of special interest.

“Several of the strongest markets for Business Aviation are currently experiencing political uncertainty,” Chris Brenner explains, “so naturally this is making buyers and sellers more cautious.”

Brenner has been in the Business Aviation industry for the past twelve years, having originally joined Jetcraft as sales and marketing coordinator in 2009 from a small aircraft dealership that specialized in piston and light turbine aircraft.

He has since held various sales positions within the organization and was appointed senior vice president, sales for the Americas in 2017.

“Taking a longer-term view,” he elaborates, “we are still in a period of steady growth - so if there is a slight slowing, it is all part of the cycle.”

Impacts of an Evaporating Pool of Inventory

An additional consideration as to what brought about the slowing in sales during early 2019 is that less than 10% of the world’s fleet of jets is currently on the market, which historically is very low.

The expectation is that with the leading aircraft manufacturers due to deliver some attractive newly-certified jets to customers later this year, some of those new aircraft owners will release their current jets onto the used market, thereby replenishing it somewhat. www.AVBUYER.com

Until that happens, though, there remains an unusually low percentage of newer used jets in the market.

A recent report from Hagerty Jet Group highlighted the resulting buyer frustration as a reason for an increase in off-market transactions (specifically in the Gulfstream G550 market, in the case of Hagerty’s analysis).

But is this something that is being seen in the wider used aircraft marketplace – and if so, should it be of concern to anybody? “It has been widely reported that there is a lack of younger inventory, and buyers are having to turn to older aircraft,” Brenner reflects.

“Many sales do take place before an aircraft has been marketed, which you could define as being ‘off-market’. However, this serves to demonstrate the demand for pre-owned aircraft in today’s market.

“It should also highlight the need to work with consultants that have inventory visibility and can provide you with up-to-the-minute market insights,” Brenner explains.

Though a buyer might like to find an off-market ‘deal’, the reality is that they may be less likely to find sellers prepared to accept an offer in keeping with the realities of the on-market aircraft values.

“Buyers and sellers need to do their due diligence. Then transparency is not an issue,” Brenner says of selecting the best consultant to represent your interests in an aircraft transaction, whether it’s on or off the market.

Stable, Sensible Pricing Essential

So, what will be important if the market is to continue to thrive when the pace of transactions picks up again and the anticipated replenishment of inventory occurs?

Speaking for both the near- and mid-term, Brenner concludes, “It is important that the market remains stable. For that to happen, pricing needs to remain sensible to avoid over-supply and maintain this period of steady, healthy growth.” ❙ More information from www.jetcraft.com AVBUYER MAGAZINE ❘ Vol 23 Issue 6 2019 ❘

49

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Buying&Selling 2 May19.qxp_Finance 22/05/2019 10:59 Page 1

BUYING & SELLING AIRCRAFT

AVBUYER.com

B

Tips for Approaching Today’s Used Aircraft Market What’s the best advice for buyers and sellers entering today’s

international used aircraft marketplace, and why does it help to broaden the search as widely as possible? Jet Tolbert discusses…

L

ooking back over our recent aircraft sales, it’s clear there has been a stronger international flavor lately. While this micro trend doesn’t infer that all deals are international, there is definitely a growing element in the market that both buyers and sellers could use to their advantage.

Though there are many variables to aircraft transactions and every deal is unique, following are some observations and tips that buyers and sellers of used jets could use to their advantage when developing their strategy…

Strong International Seller Presence

According to JETNET iQ, as of Q4 2018, 62.3% of the business jet fleet resided in the US, meaning that 52 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

almost 40% doesn’t... In fact, if you’re looking for a specific aircraft type on the market, you can expect to find foreign-registered aircraft for sale representing nearly every make and model.

As of this writing, as much as 50% of some make/model fleets that are for sale are registered in Europe. Moreover, just because an aircraft has an Nregister doesn’t mean that its owners are from the US. But why does this matter? Let’s elaborate…

US Aircraft Buyers: Higher Risk, Higher Reward?

As a US-based buyer you could approach your shortlisting process one of two ways. You could narrow your risk exposure by considering only USbased aircraft (and in doing so you’d be narrowing

! www.AVBUYER.com

5

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Buying&Selling 2 May19.qxp_Finance 22/05/2019 11:00 Page 2

BUYING & SELLING AIRCRAFT

your market options). Alternatively, you could take on extra risk associated with buying internationallybased aircraft and importing them, and also broaden your shortlist.

By automatically assuming the lower-risk approach, however, buyers have fallen short. By limiting their options to aircraft on the N-register (and in some cases ruling out as many as half the available airplanes for sale for the desired make and model), low-risk buyers can actually heighten the risk of overpaying for their business jet.

Think about it: Shopping only the domestic market could be the difference between looking at the market as 5% of the fleet for sale versus 10% of the fleet for sale which is a significant difference between a tight, seller’s market and a softer, buyer’s market.

It’s true that in today’s market, should a buyer see ‘the one,’ it’s necessary for them to act fast or miss out — but this must be tempered with a longer-term view that there are more aircraft coming up for sale, and more opportunities on the way. There should be no reason to over-pay for an aircraft in today’s market.

US Aircraft Sellers: Knowledge is Key

Savvy sellers will be aware that there are plenty of US-based buyers unwilling to consider an internationally-based aircraft. Indeed, there are ways to create greater bargaining power and yield a 54 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

higher sale price if the right buyer can be found. That buyer will be interested in acquiring the right USbased aircraft quickly.

To capitalize, it becomes important for the seller to develop a marketing plan that identifies the target market and reaches all potential buyers within that market directly.

Moreover, the seller will need to have the details and history of all the competitive aircraft for sale in the same (and similar) market segments, and develop an understanding of the value trends for aircraft in similar market segments. All of this will help create a compelling value proposition for their aircraft.

US Aircraft Sellers: Don’t Overlook International Buyers

US sellers may conclude that talk is cheap; anyone from anywhere can express an interest in buying an aircraft. While it’s true there are many tire-kickers in the market, there are also genuine and qualified buyers willing to export aircraft from the US market.

So the best strategy will include reaching out, beyond the obvious US-based buyers to the target buyers in other regions, too. Again, it will pay to qualify and advise each prospec t on the value proposition of your aircraft, as well as the sale process.

Whether a prospective buyer is domestic or internationally-based, the actions of some will raise a www.AVBUYER.com

w

Buying&Selling 2 May19.qxp_Finance 22/05/2019 11:00 Page 3

AVBUYER.com

“There should be no reason to over-pay for an aircraft in today’s market.”

red flag. It’s important to understand the differences between domestic and international transactions to know if behavior should be deemed a warning sign, or is cultural practice.

For example, many international buyers take more time to process the transaction due to their local banking and aviation regulations. International banking system can cause a difference of wire transfer times by as much as seve ral days, or even a fortnight.

Nevertheless, most international buyers will try to keep their US counterparty well apprised of the process, providing copies of outgoing wire transfers when ordered as well as other regulatory updates as needed.

Another item worth consideration is that international buyers will have to sort the ferry flight to the importing country, a process that takes time. But there are te mporary registration options to offer international buyers to help ease this process.

deposit terms and a closing on US soil. Offering details on your past aircraft ownership history can also go a long way in demonstrating to the seller that you’re familiar with the transactional process and are likely to close.

In Summary…

Whether you’re a buyer or seller, international or USbased, it’s always a good idea to be selective about who manages the sale or acquisition of an aircraft for you – especially in today’s marketplace, where there is such a strong international presence and many potential pitfalls.

The right partner will present all details in context to paint an accurate picture of the market and enable a well-informed decision at each phase of the sale or acquisition.

More information from www.americanaircraftsales.com ❙

International Buyers: Enhance Your Chances

In reality, American sellers tend to place a higher grade on offers received from a US buyer. As an international buyer, submitting your offer with details on the purchasing entity and proof of funds will help give your offer more credibility. But many sellers will want more assurance that you are genuine and ready to perform.

Expect to provide these assurances with the www.AVBUYER.com

Jet Tolbert is President of American Aircraft Sales. Established in 1968, it is a premier brokerage firm which has been a trusted partner since corporations first began utilizing jet aircraft to grow their businesses. With offices in the US, a Latin America sales team and a partner office in Zurich, Switzerland, American Aircraft Sales is an active NBAA, IBAC, EBAA & AsBAA member.

AVBUYER MAGAZINE ❘ Vol 23 Issue 6 2019 ❘

55

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BUYING & SELLING AIRCRAFT

How do ‘Income Approach’ Aircraft Appraisals Differ?

What’s an income approach to aircraft appraisal, and how does it differ from a sales comparison approach? Jeremy Cox highlights how the income approach could provide a logical rationale for upgrading your jet and persuading your bank or financier to back you...

J

ust by reading the words ‘Income Approach Appraisal’, you could be forgiven for believing you’re in for a dusty, boring read.

Nothing could be further from the truth! This is an area of aircraft appraisal filled with interesting twists and turns…

First, though, let’s cover the very basics. What exactly is an income approach? Simply defined, an income approach is a method of determining both the present val ue and the future economic benefits of owning an aircraft (or fleet of aircraft).

In the past, I’ve noted that an aircraft may be worth more than the appraised fair market value (FMV) to a buyer and seller, based upon their own unique circumstances. Let’s use the following hypothetical example of a special-use aircraft to illustrate this method of appraisal. (Note, our example could be just as easily used for an aircraft owned and operated in Part 135 charter).

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What is the Income of the Aircraft Operation?

Imagine you own two 40-year old Learjet 35A jets that are outfitted and operated as air ambulances (Medi-Vac). Your ‘S Corporation’ has three five-year contracts with separate insurance companies for you to provide emergency evacuation air-lift services from the Caribbean and southern Florida, delivering sick or injured patients into the New York area.

A typical mission is Miami to Long Island with a patient and spouse aboard. The patient is tended to by a flight nurse and two pilots occupy the cockpit.

Normally, you charge $30,000 for this flight and you typically are called to make this flight once every four days. Other reoccurring missions are Punta Cana to Long Island and Ochoa Rios to Long Island a nd you charge more for these flights.

Now imagine that you are planning to reduce the fleet age by half. In doing so, you will reduce the www.AVBUYER.com

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Jeremy Cox is senior president, JetValues Jeremy LLC. Jeremy has been an aircraft broker, director of maintenance for several different companies and employed by several airframe OEMs’ independent service centers.

Contact him via jeremy@jetvaluesjeremy.com

How is Income Approach to Aircraft Value Different?

total-time-in-service of the aircraft (currently 24,500 flight hours) to 7,000hrs, as well as lower your direct operating cost by more than 10%. Moreover, you will add a touch more range and reduce trip times marginally.

This can all be achieved by swapping your fleet of 40-year-old Learjet 35As with two 18-year-old Learjet 45s. To achieve your goal, however, you must get financing which will require an appraisal…

What are Your Borrowing Needs?

Having paid $1.9m for each of your Learjet 35As in 1984, you paid off the loan for both aircraft within five years. Unfortunately, today each of your aircraft will struggle to appraise at 25% of what you paid for them, even though the Learjet 45s that you are seeking to buy have fared even worse than your Learjet 35As, based upon ‘Residual Value’.

You need to borrow $3.5m and you can’t put your current aircraft on the market until you have their replacements on your certificate and flying missions.

Ultimately, your bank wants proof of 30% collateralto-loan before funding the purchase, and you need a better than FMV appraisal.

While it is highly unlikely you will get an appraisal that comes close to $1m for both the aircraft, you make a key move when yo u call an appraiser who’s familiar and competent in calculating FMV utilizing the ‘Income Approach to Value’. www.AVBUYER.com

After scrutinizing your journey logs for each aircraft, your income statements and your annual expense records, your savvy appraiser determines each Learjet 35A aircraft that you own flies 604.8 hours per annum (utilization), and generates a Net Revenue of $755,000 ($2.7m Annual Revenue versus $1.945m expenses).

The Likely FMV of each of your Learjets individually is $450,000, and therefore your appraiser can calculate the Capitalization Rate as follows: $450,000/$571,535 (Net Revenue minus tax) = 78.7% Next, your appraiser performs the calculation represented in Table A (below) to determine the Income Approach FMV result of each aircraft (this is th e Direct Capitalization Approach to obtain the Income Value). Based on the calculation, FMV via the income approach is $726,000 for each aircraft, versus $450,000 if only the sales comparison approach to value were used.

!

Table A: Illustration of FMV via Income Approach

Gross Income

$2.7m

Expenses

$1.945m

Federal/State Tax

$183,465

Net Income

$571,535

Capitalization Rate

78.7%

Net Income/Capitalization Rate

$726,000 (rounded)

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What are the Benefits of Changing Aircraft?

Next, we need to compare the benefits of replacing your ageing Learjet 35As with newer Learjet 45s.

Among the advantages that you’ll gain by moving into the Learjet 45 models (in our illustrative example) are: • A lower direct operating cost (DOC) resulting in $1,292 being saved on each Miami International Airport (KMIA) to LaGuardia Airport (KLGA) flight; • The lower DOC could reduce your annual cost by $144,940; • The time per mission (KMIA to KLGA) would be 0.16hrs less per flight due to the higher cruising speed and better economy.

On the downside, you will be making a monthly loan payment for the next five years. Currently you make none, as your Learjet 35As were paid off decades ago. You do, however get to book the interest payments as an expense (in this case about $75,000p/a). With all things considered, your annual balance sheet per aircraft is represented in Table B (right).

While the details may not look so attractive to you, remember that when you sell both of your Learjet 35As you’ll be able to apply this realized amount to your loan (assuming no ‘pre-payment’ penalty), generating a $157,944 annual saving on your loan expense.

Finally, with newer, faster a nd more efficient aircraft you can fly more missions and attract additional contract clients who may have been put off before because of the age of your fleet.

Our imaginary scenario has a happy ending. With a collateral value amount established as $1.452m (when you were only required to justify $1.05m) you easily satisfied your banker and he/she quickly got your loan approved so you could move ahead with the much-needed update of your Learjet fleet.

What I have shown you is a highly simplified

AVBUYER.com

Table B: Illustration of Annual Balance Sheet After Upgrading

Gross Income

$2.7m

Expenses (Without Loan)

$1.8m

Loan Expense*

$350,232

Net Income**

$549,708

* Your loan is $3.5m for both aircraft. The annual balance sheet above is for one aircraft ($1.75m) plus the expensed interest of $75,000 has been deducted from the annual ‘per aircraft’ loan amount; ** Before Tax Net

method of calculating the FMV of a special use aircraft by utilizing the income approach. Although we used a Medi-Vac example, a similar income approach could be applied to the appraisal of a charter-use aircraft.

Guarantee Your Happy Ending…

Those seeking a real-life happy ending to an income approach aircraft appraisal are strongly advised not to take the above simplified example and apply it to their own situation. If you do, you will likely be very wrong in your final FMV. This is because every real-life scenario is unique and has multiple factors and points of value that must be considered to produce both a credible and defendable opinion of value. For an accurate assessment, you should contact an appraiser with a firm grasp of income approach appraisals. However, the point has been made that the income approach to value could provide a logical rationale for upgrading your fleet and persuading your bank or financier to back you! ❙ More information from www.linkedin.com/in/jetvaluesjeremy

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FINANCE

Understanding the Basics of Aircraft Financing What are the essentials of aircraft financing prospective borrowers need to understand? What are the common choices faced, and how can buyers make the right decisions for their needs? Dave Higdon reviews…

T

hough the world of aircraft finance bears a striking resemblance to real estate transactions – down to terms and conditions, closings, and title insurance – significant differences do exist. The wise aircraft buyer seeks an expert in the field to assist them in securing the required financing.

Nevertheless, a basic understanding of the process can help buyers have a firmer grasp of the purchasing process. Following are some of the essentials to help you understand aircraft financing, and how it impacts an aircraft transaction.

The Currency of an Aircraft Transaction

First, US dollars are the currency of record for aircraft transactions. That means it’s important to keep track of the exchange rates – especially when you’re dealing with an overseas seller who is 62 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

quoting an asking price in their local currency.

In such cases it’s best to lock down the price in an agreed currency so you can know what the costs will be in dollars, using the dollar figure throughout the transaction. The lender will certainly be doing the same.

How to Gauge the Total Cost of Financing

Many prospective buyers don’t explore the options for aircraft financing fully enough. While the interest rates matter greatly (and are covered more fully below), so do the terms of the loan and any conditions the buyer must meet. For example: • • • •

What is the length or term of the loan?

What are the required down-payments?

Are there any pre-payment penalties?

What’s the total cost of making the loan? www.AVBUYER.com

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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

operators), and slightly higher for Part 135 operators. Floating rates tied to the three-month London Interbank Offered Rate (LIBOR) are available from many lenders.

Is Borrowing Really Your Best Option?

That total cost will include any fees or costs beyond interest and principal, such as a loan origination fee, closing costs, title insurance and similar. Without knowing all the costs it’s impossible to gauge the total cost of the transaction.

What’s in an Interest Rate?

Usually expressed as an annual percentage rate (APR), interest rates deserve your attention. Buyers should scrutinize lower-than-normal interest rates which may mask other expenses that drive the total cost up. After those hidden expenses are factored, the aircraft financing may actually be less favorable compared to another option with a higher stated APR. Today, interest rates remain very competitive for business jets and turboprops aged under ten years.

For older business jets and turboprops, the rates may be higher, or other terms may be more onerous (i.e. higher down-payments or shorter terms).

As of this writing several aircraft finance firms quoted rates on late-model business turbine aircraft as low as 3.99% for up to ten years (Part 91 www.AVBUYER.com

Tax laws usually inform whether cash or financing is the best option for an individual aircraft buyer. For several years now Congress has helped buoy business aircraft sales by authorizing bonus depreciation.

More recently that bonus depreciation has allowed qualified buyers to write off 100% of an aircraft purchase on the first tax year available (an option that doesn't necessarily work for all businesses or individuals).

But there's no question that this option influences choices over how to pay for a new or used aircraft purchase. The debate comes down to a cash versus credit discussion, and the decision hinges on which will benefit the buyer's taxes more.

With today's low interest rates, borrowing preserves capital for other business uses and still allows the buyer to depreciate, write-off the entire cost of the aircraft, or spread the depreciation for several years in order to get the most out of the tax savings.

The right answer to this question will depend on the buyer. However, arriving at the correct one should always involve input from a tax advisor.

Could Leasing be an Option?

A useful alternative to borrowing, leasing comes with some potential pitfalls. Lease transactions work well for companies and individuals able to fully realize the advantages of lease-law tax benefits. Moreover, once the lease ends the lessee need only return the aircraft in the pre-agreed condition.

Of course, the lessor may give the lessee operating the aircraft a choice to extend the lease or exercise an option to buy the aircraft at its current market value, whereby the lessee need only pay the residual value to become the full owner.

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“Nevertheless, buyers must balance their aircraft needs with forecasted cash flow.”

Finding the Tipping Point Between Competing Needs

By now you should have an inkling of the value available from the right finance package. The above should serve to highlight how financing is a valuable tool that creates options for the right type of buyer.

Nevertheless, buyers must balance their aircraft needs with forecasted cash flow. Ultimately, as the economy strengthens and the financing institutions become more eager to lend money, they will create new models that capture the attention of qualifying buyers who might otherwise have opted for a cash buy.

The Purchase/Finance Road Map

To conclude, the following illustrates the process aircraft buyers can expect to undergo in order to obtain financing for an aircraft purchase: 1.

Borrower provides basic information about themselves and their prospective aircraft to the lender;

2.

3.

4.

5.

6.

7.

8.

The lender performs an appraisal of the aircraft’s value; The lender performs a title search, based on the aircraft’s registration number, to confirm that no liens or title defects are present (in many cases, a title insurance policy is procured to protect against any undetected defects in title); The lender prepares documentation for the transaction; A security agreement is executed to establish the lender’s security interest in the aircraft, allowing the lender the legal right to repossess the aircraft in the event of loan default; A promissory note is advisable as it makes the borrower responsible for any outstanding loan balance not covered by repossession of the aircraft; If the borrower is deemed less creditworthy, a surety from a third-party (or from multiple third parties) is required; At closing the loan documentation is executed so that the funds and title can transfer. ❙

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FINANCE

What are the Aircraft Financing Trends in 2019?

Who is seeking aircraft financing in 2019, and how are they obtaining it? Have the financing trends changed – and what’s the outlook going forwards? Rohit Jaggi gets insights from financiers Dave Labrozzi and Martin Ormon…

B

usiness jet sales tend to follow the money — and the US economy performed unexpectedly well in the early months of 2019. However, Business Aviation growth is slowing both in the US and the rest of the world, and business jet sales are being hit by a number of factors.

Sales of new and pre-owned jets saw an uptick in 2018 as US tax cuts and changes in the rules on accounting for airplanes took effect. Increasing demand and steadier prices for used jets also signalled the return of some big banks and financiers to the sector, after having their fingers burnt following the financial crisis of 2008.

But does that mean financing private jets is becoming easier for buyers? And are specialist lenders being frozen out by competition from the big players?

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Two companies, both of which play to their strengths in different parts of the business jet financing market, agreed to explain the challenges to AvBuyer.

Dave Labrozzi is chief operating officer of Global Jet Capital, which focuses on aircraft aged 15 years and younger. He says that the big finance corporations are focusing on their high-net-worth clients and the biggest corporate names, but their interest flags when it comes to complicated deals, or anything other than loans secured on the value of the aircraft.

Martin Ormon, whose Aircraft Finance Corporation services a US market for older aircraft with loans of $1m to $7m, is more scathing: “[The big bank lenders] believe their model is the best model – and it puts a noose around the customer’s neck. www.AVBUYER.com

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

were spooked by falling asset prices into calling in their loans.

That helped produce a cycle of further price deterioration and an increasing number of repossessions. “I don’t see that perfect storm,” says Labrozzi. “What is different this time is that the major manufacturers are building significantly fewer airplanes.” And that should help maintain values.

But another factor helps here: A shortage of high-quality pre-owned jets. “Low-hour, clean airplanes are hard to find,” Ormon notes. “In the pre-owned market the products are not as highquality as they were just a couple of years ago. The really great airplanes are out there, but they’re hard to find.”

“They still want to make it an asset-based loan.

An aircraft is not an asset – it depreciates from the second you step in the door and fire the engines up. Far more so than an automobile.”

Playing to Strengths

Ormon’s niche is credit-based, 20-year loans that keep the cost of payments down and are based on the customer’s ability to pay. Offering the example of a customer for whom he refinanced a loan on a Bombardier Challenger 605, Ormon reveals the customer had been paying a bank $70k a month.

“With us that became $29k a month,” he illustrates. “Who is going to default first? A guy with a $29k monthly payment, or a guy with a $70k monthly payment?”

It’s also true that those who don’t really need to borrow can do so more easily. “The high-net-worth individuals we do business with can dig into their pockets for the $50m-$60m cost of a jet,” says Labrozzi.

“But they don’t – they prefer to put their money into their business and get double-digit returns.”

The leasing deals Global Jet Capital can put together allow them to do that and have a jet.

What’s Different About Today’s Aircraft Financing Market?

Labrozzi is confident that there is not too much froth in the market. That was part of what happened after the financial crisis where lenders www.AVBUYER.com

Was the US Tax Cuts Impact on Aircraft Sales Limited?

A natural question is whether the effects of the US tax cuts and accounting changes, signed into law at the end of 2017, have already fed through?

“The tax law change did give the industry a shot in the arm,” says Labrozzi. But it wasn’t the benefit that many thought: “People bought a jet before the end of the tax year, but then found it was a lot more difficult to deploy the tax benefits.”

As a result, Global Jet Capital has done a lot of sale-and-leaseback deals, because, as a leasing specialist that turns over a lot of aircraft, it can utilize the full tax benefits. “The bottom line is that it’s helped our business,” Labrozzi says.

According to Ormon, the buying ability of his customers and potential customers has not been significantly dented. “These guys are buying Hawker 850s for $16k a month.

“They’re putting $400k down. Sure, you could pay first class for $16k a month, probably non-stop around the world, but that’s not their mentality.

Our clients have the cash flow, they’ve got the cash, and that’s what they want to do.

“So – with $200k a year in payments and another $700k a year to maintain the airplane and fly it (pilots and everything) – that’s less than $1m a year to own a Hawker.”

Looking Ahead for Aircraft Financing

Global Jet Capital’s Q1 2019 market briefing points to trade tensions and fears of market volatility, but sees demand for new business aircraft

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“Labrozzi expects a steady market over the next couple of years.

His customers are responding to economic and trade uncertainty by putting the tools in place they need to do business.” rising at the same time as a shortage of highquality used/pre-owned jets impacts the number of pre-owned aircraft sales.

Labrozzi expects a steady market over the next couple of years. His customers are responding to economic and trade uncertainty by putting the tools in place they need to do business (including private aircraft).

He also believes that the sector is in a trade-up replacement cycle. “A lot of my customers are getting ready to take delivery of an airplane they ordered two years ago and it’s time to move their existing airplane,” he says Moreover, some highly desirable airplanes (such as the Dassault Falcon 7X) were undervalued recently when there were a lot on the market. Now the market is absorbing them quickly, Labrozzi says – they are likely to be on the market for only an average of six months.

Ormon paints a slightly different picture. “I’d say that lending is down 15%. The aircraft sales are there – there are a lot of people paying cash for

$2m and $3m airplanes, because interest rates have been low for a while and companies have just received a tax cut. Companies are awash with cash that they are not necessarily putting back into the business.”

So the number of deals Ormon is doing is down. “Our biggest year, 2017, was 56 deals, with an average value of about $3.2m,” he says. “Our 2018 average was $2.9m, and today we’re probably doing 35-40 deals a year. I don’t see anything changing unless we have a major financial crisis. I think this is the new norm.

“The outlook for my sort of financing is good,” Ormon concludes. “The Hawker 800 is becoming a thing of the past and now we’re getting [betterquality] Hawker 850s and 900s that are in that price range.”

Labrozzi is also optimistic: “There’s always plenty of business to go around,” he concludes. “I just want to get my unfair share of it!”

More information from www.aircraftbanker.com or www.globaljetcapital.com ❚

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OWNERSHIP

Flight Department Management: Getting Your Budget Right How effective is the budgeting process in your flight department? What are the methods of predicting and monitoring operating costs? Andre Fodor,

A

Aviation Director for Johnsonville Sausage, provides some tips…

s manager of a flight department, the recollection of my mother’s accounting has served as a helpful reminder of what would be required to balance the expenses, provide transparency, manage costs, and fairly and accurately account for our flight activities.

In a low-income household, she kept very precise accounting of family expenses, payments and future obligations. Neatly written numbers accounted for every penny of that tight monthly income, enabling a forecast of how much money 72 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

would be needed to keep the family dressed and fed.

Since I am not an accountant, over the following paragraphs we’ll explore budgeting in layman’s terms. The following has been drawn from many years in aircraft and wealth management regarding matters of taxation, depreciation and structuring acquisitions.

It all started with the basics — the ABC (Active gathering of; Becoming organized with; and Consistently administering) of data that could be used for gain. Following is a primer. www.AVBUYER.com

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AVBUYER.com 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.

Operating Costs: Two Methods of Budgeting

Budgeting can be approached using two different methods. First, a ‘Predicted’ budget could be developed (described here as an educated approximation of what the operation will cost).

Then, as time progresses in a flight operation, it is possible to develop a ‘Real Costs Derived’ budget. The ‘Real Costs Derived’ method delivers accurate accounting of true costs and provides the real data to generate future budgets.

When starting a budgeting exercise, it’s necessary to establish how many hours of flying are anticipated annually, and this will become the anchor of the budget.

Personally, I use ‘hours contracted in the engine program’ as my annual goal for flying. Regardless of how many hours are flown in a year we are obligated to pay for the hours negotiated in the engine program contract. It is therefore important to negotiate program terms that realistically reflects the anticipated hours.

If this benchmark is not part of your operation, it is possible to use other estimates (such as historical trip demands, or the remaining hours until a major maintenance event).

Operating Costs: Accurate Data Gathering

Budgeting is about accurate data gathering. The best place to start is with a list of predictable aircraft operating costs. To help, there will be existing cost benchmarks and business publications that can yield approximations from which you can begin to fill in the blanks on your fixed and variable costs.

Items such as salaries and benefits are known factors within an operation. By using salary surveys among your network of contacts, it is possible to establish a competitive and balanced compensation package that eliminates turnover.

You’ll also need to consider the fact that hiring and training team members has a significant impact on a healthy budget, while reducing dispatch availability.

When gathering data for your operating cost budget, it’s sensible to start with the costlier items that represent the largest costs and refine later with smaller percentage cost items. So, for example, some of the first items on your fixed costs spreadsheet would be engine and fixed cost maintenance programs, salaries and benefits, hangar rental, recurrent training, and navigational databases.

In the ‘variable costs’ column items should www.AVBUYER.com

include an average cost of fuel per gallon (ideally rounded to a higher amount), contract pilot allowances, and APU hourly programs.

Operating Cost: Those Hard-to-Predict Items

Naturally, there will be items in the budget that are hard to predict. Those with regular international travel needs will appreciate that international airspace permits, navigational charges, and foreign airport fees usually require ‘educated’ allocations.

If I really need a clearer idea of the costs for a specific trip I tend to find an international handler that can provide one. However, since this represents one of my lower percentages in the total cost of operations, it’s acceptable to use an estimated budget allocation for this cost group.

Typically, after the first year of operations, it becomes possible to establish a highly accurate, fine-tuned working budget from which a ‘true cost per hour flown’ budget can be built.

Budgeting for Upstart Operations

At least one additional spreadsheet will need to be generated for new operations: The ‘Initial Upstart’ budget is where new operations will list the cost to set up that operation.

As part of this budget, items such as aircraft tooling, spare parts, heart defibrillators, cabin amenities (blankets, pillows and decorations), noise-cancelling headphones, crew iPads, and every other conceivable item needed for the operation, should be included. These are typically one-time or long-term purchases.

Different Operation, Different Budget…

I’ve analyzed budgets that were so complex I could make no practical use of the data, and I’ve seen flight departments that just kept the credit card statements and utilized a pay as you go approach.

Both extremes left room for gross and negligent errors and inefficiencies.

For every operation there’s a balance between how much detail is sufficient to satisfy the CFO and sustaining an accountable operation.

Assuming your operation isn’t part of a public traded company (where accounting is governed by strict, legal guidelines) it’s really up to you and your CFO to decide which budgeting practice works in your operation.

Budgets need to be tailored for each operation.

Nevertheless, the insights above should provide the fundamentals to help ensure you get the best out of your flight operation’s budgeting process. ❚ AVBUYER MAGAZINE ❘ Vol 23 Issue 6 2019 ❘

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OWNERSHIP

Supplemental Lift— What’s Best for You? Are there some business travel needs your aircraft can’t fulfil?

David Wyndham explores the option of supplemental lift.

What is supplemental lift, and how can you use it as an

appropriate add-on in your current aircraft operations?

S

upplemental lift may be a logical alternative to your current aircraft. As the term implies, supplemental lift is an add-on to your current operation – it is not a replacement for your current aircraft. What it does is to achieve a means of expanding your operation without adding another aircraft, extra crew, and support.

It may be that you have a specific need for short-term lift if an aircraft in your operation is undergoing a major maintenance event. Or you may need extra flight hours beyond what your current aircraft can support.

Alternatively, there may be several unique missions on the horizon for which your current aircraft is unsuitable. Perhaps you simply wish to bridge the gap before acquiring another aircraft as 76 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

your flight operation grows. Thankfully, there is a range of supplemental lift options available that offer a modest number of additional flight hours without the costs associated with actually owning an extra aircraft.

Within this article, we will consider the following questions:

• •

What are aircraft charter, jet cards and fractional ownership?

When does supplemental lift make sense?

What are Aircraft Charter, Jet Cards and Fractional Ownership?

Aircraft charter enables you to rent an aircraft for a trip. With charter, you pay the entire time the aircraft is flying (including any unoccupied i.e. www.AVBUYER.com

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‘deadhead’ legs without you aboard).

Therefore, charter costs are minimized with round-trip travel. Aircraft charter tends to work particularly well if one or more well-qualified providers operate the aircraft type you need close to your location.

Jet cards are a form of pre-purchased charter. Some jet card programs are aligned with a major fractional ownership company (such as NetJets).

Other providers offer a broker arrangement where they sell you the time and find the qualified operator for you. Most jet card providers offer both one-way and round-trip pricing.

Fractional ownership enables you to purchase or lease a share of an aircraft in proportion to the additional flying that you plan to do. This may be a good way to bridge the gap between insufficient current aircraft availability and developing sufficient need to justify buying an additional aircraft outright.

Operators who purchase a fractional share can choose to sell it back to the provider at the end of the contract. www.AVBUYER.com

O

When Does Supplemental Lift Make Sense?

As highlighted through the different options, supplemental lift can be a short- or long-term solution. The hours can vary with your needs.

To illustrate, and also highlight how and when supplemental lift makes sense, following are some real-life examples.

Extended Downtime: One operator I work with has an aircraft that’s almost 12 years old. They fly regularly and the aircraft is fast approaching a major maintenance check and engine overhauls. The avionics suite is outdated and the principal wants to add in-flight cabin connectivity. Additionally, the paint and interior are in need of a refresh.

Having conducted a financial analysis, the operator concluded that the aircraft value prior to the work being done is lower than they would sell it for. Moreover, the cost of a newer replacement aircraft is more than they wish to spend. The plan, therefore, is for them to complete the overhauls and upgrades at the same time, with an expected downtime of at

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7

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OWNERSHIP

least four months. This means a temporary solution is required that effectively replaces their aircraft for the time it will take to complete the maintenance and upgrades.

An estimated 120 flight hours will be needed over those four months, and the operator has chosen aircraft charter as the right option to fulfil this demand.

Fortunately, they’re located in a city with several large charter operators nearby and were able to negotiate a block of hours with a local provider with a top safety rating.

Expanding Mission Need: A different corporate client recently expanded operations to a distant city and their current aircraft cannot make that trip non-stop. The client estimates flying one trip per month for approximately eight flight hours, representing a 20% increase in their flying activity.

To upsize to a larger aircraft would increase the operating budget by almost 90%.

The cost to buy the larger business jet is nearly three times what their current jet is worth. Over the course of a year, the client would need less than 100 hours flying a longer-range jet and their demand analysis indicates this utilization is likely to remain steady and long-term. In addition, avoiding a fuel stop on 20% of the trips wouldn’t be worth the added investment in a new, larger jet.

But what if the client were to supplement their operations with added lift?

The client was able to find a fractional ownership solution to meet their needs at a fraction of the cost of replacing their current aircraft. When they near the end of their current contract, they will reassess their need and budget, revisiting the question of acquiring a larger business jet.

Growing Operation: One last example is of a flight operation growing at 15% per year. Corporate 78 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

AVBUYER.com

projections indicate that this rate of growth will continue and there are new departments asking for use of the aircraft.

In their analysis, the client’s aviation department estimates that they can meet the additional demand for the next 18–24 months by hiring a new pilot and combining a few trips each month.

Acquiring another aircraft may take between six and nine months.

The company hired a consultant who performed an aircraft needs analysis. The report confirmed the aviation department’s internal findings and recommended that a second aircraft be purchased within the year. The report also recommended adding supplemental lift within the next six months to maintain the department’s ability to meet trip requests without any disruption.

Accordingly, they purchased a jet card offering them the additional projected flight hours. The card program includes price guarantees for 12 months with the initial purchase.

Simultaneous Travel Needs: One more consideration might be the scenario where you occasionally need simultaneous aircraft. If you anticipate multiple overlapping requests for the aircraft, a supplemental option, such as a charter, jet card or fractional ownership might make sense.

Next month we will continue our discussion with consideration of how to choose the right aircraft, and then manage the supplemental lift as you grow into another aircraft… ❙ 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

www.AVBUYER.com

3 0

Y E A R S

15,398,913 FLIGHT HOURS OF INDEPENDENT SERVICE AND SUPPORT With 30 years of proven expertise and data, we know precisely what it takes to maintain and support your aircraft at every stage of its life cycle.

Acquisition advice to depend on. Maintenance programs to stabilize your budget and add value to your aircraft. Parts delivered to you on time and in budget. Leasing solutions you can rely on.

IT’S TIME FOR A BETTER APPROACH.

MORE THAN HOURLY COST MAINTENANCE PROGRAMS JSSI PARTS & LEASING | JSSI ADVISORY SERVICES | CONKLIN & DE DECKER JETSUPPORT.COM

AirCompAnalysis June19.qxp_ACAn 21/05/2019 16:43 Page 1

TURBOPROP COMPARISON

Aircraft Comparative Analysis Daher TBM 930 vs Beechcraft King Air C90GTx In the following turboprops comparison, Mike Chase provides information on the Daher TBM 930 single engine turboprop, comparing it to the twin-engine

F

Beech King Air C90GTx. What are the advantages for each aircraft?

ollowing, we’ll consider several key productivity parameters (including payload, range, speed and cabin size) and assess the current market for the Daher TBM 930 and Beechcraft King Air C90GTx. By doing so, it is hoped that prospective buyers will form a clearer picture of which is the better option for their specific mission needs. Will a singleengine turboprop suffice, or is a twin-engine aircraft better? Learn more here…

About the Competitors

The Daher TBM 930 entered service in 2016, not to replace the TBM 900 but to provide another option for buyers. With the TBM 930, Daher added Garmin G3000 touchscreen avionics. Daher also highlights the ‘e-copilot’ feature now available on the TBM 930 that provides aural alerts to the pilot in place of sound tones.

80 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

As of this writing, there were 114 Daher TBM 930 turboprops in operation around the world, of which 110 are wholly-owned. North America accounted for the largest Daher TBM 930 fleet percentage (86%), followed by Europe (11%).

Meanwhile, the Beechcraft King Air C90GTx entered service in 2010, doubling payload capability and allowing the aircraft to carry more fuel under all loading scenarios and to fly further. Extended range and improved efficiency of the King Air C90GTx are essentially down to its innovative composite winglets, which reduce drag and allow faster climb and lower fuel burn.

In March 2019, there were 168 King Air C90GTx turboprops in operation, 165 of which were whollyowned. North America was home to the largest King Air C90GTx fleet percentage (42%), followed by South America (32%), then Europe and Asia (10% each) — accounting for a combined 94% of the fleet. www.AVBUYER.com

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HOW MANY

EXECUTIVE

SEATS

5

DAHER TBM 930

(Manufactured between 2016-Present)

$4.25 Million

vs.

(2019 Model)

5

BEECHCRAFT

King Air C90GTx

(Manufactured between 2010-Present)

$3.5 Million (2019 Model)

WHICH OF THESE TURBOPROPS WILL COME OUT ON TOP HOW MUCH

RUNWAY DO I NEED?

(Balanced field length, ft)

2,823

Daher TBM 930

500

1000

HOW FAR

King Air C90GTx

1,152

5,920

2500

PAYLOAD CAN WE TAKE?

Daher TBM 930

(Lbs)

1,203

King Air C90GTx

2,143

HOW MANY

OPERATION?

EACH MONTH?

168

114

NEW/USED SOLD 2 (4.8%)

3500

4000

LONG RANGE CRUISING SPEED?

www.AVBUYER.com

(Knots) 252 204

King Air C90GTx

WHAT’S THE

COST PER HOUR?

4 (3.5%) Daher TBM 930

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

4500

Daher TBM 930

HOW MANY

UNITS IN

3000

WHAT’S THE

HOW MUCH

(Nautical Miles. 4 Pax)

1,474

2000

1500

CAN WE GO?

Daher TBM 930

3,888

Beechcraft King Air C90GTx

12-Month Average Figure

King Air C90GTx

$871 $1,261

(% = Global Fleet For Sale)

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TURBOPROP COMPARISON

AVBUYER.com

Table A - Payload & Range Comparisons

Payload & Range Comparison

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

Table A (left) shows that the Daher TBM 930 ‘Available Payload with Maximum Fuel’, at 584lbs, is less than the 707lbs offered by the King Air C90GTx.

Daher TBM 930 Beechcraft King Air C90GTx

7,394

10,485

1,956

2,573

Max Fuel (lb)

MTOW (lb)

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

1,203

2,143

Max Payload (lb)

584

707

Avail Payload w/Max Fuel (lb)

989

903

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

1,312

Chart A - Cabin Cross-Sections Beechcraft King Air C90GTx

4.80 ft

4.10 ft

Daher TBM 930

Cabin Cross-Section Comparison

Chart A (left) shows the cabin cross-section comparison for the Daher TBM 930 and Beechcraft King Air C90GTx, as provided

by Upcast Jetbook. As represented, the King Air C90GTx has more cabin height and width compared to the Daher TBM 930.

Not depicted in the graphic, the King Air C90GTx also has a longer cabin length (12.4ft vs 10.0ft). The overall cabin measurements are 218cu.ft in favor of the King Air C90GTx, versus 143cu.ft for the TBM 930. (Note in Chart A that the TBM930 offers a flat floor cabin.)

In terms of baggage space, the King Air C90GTx offers more internal luggage space (48cu.ft) than the TBM 930 (30cu.ft), which offers almost 6ft additional external luggage room.

Range Comparison 4.00 ft

4.50 ft

Source: UPCAST JETBOOK

Chart B - Range Comparison Daher TBM 930 King Air C90GTx

1,474 nm (w/4 Pax) 1,152 nm (w/4 Pax)

As depicted in Chart B (left) using TarbesLourdes-Pyrénées Airport, France as the origin point the TBM 930 (1,474nm) shows more range coverage than the King Air C90GTx (1,152nm) when carrying four passengers.

For business turboprops, ‘Four Pax Range’ represents the maximum IFR range of the aircraft at long-range cruise with NBAA IFR fuel reserves (calculation assumes a 100nm alternate). This range does not include winds aloft or any other weather-related obstacles.

Powerplant Details

The Daher TBM 930 is powered by a single Pratt & Whitney PT6A-66D engine delivering 850shp. Meanwhile, the Beechcraft King Air C90GTx is powered by two Pratt & Whitney Canada PT6A-135A engines offering 750shp each.

Cost Per Mile Comparison

Source: Chase & Associates, Conklin & de Decker

82 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

Chart C (overleaf) details ‘Cost per Mile’ for our comparative turboprops (per JETNET data), and factors direct costs (no depreciation) and with each aircraft flying a 600nm mission with a payload of 800lbs (four passengers). The average US Jet-A fuel cost used for April 2019 was $4.89 per gallon.

!

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0

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

File photo

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Aux fuel

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AirCompAnalysis June19.qxp_ACAn 21/05/2019 14:55 Page 4

TURBOPROP COMPARISON

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Chart C – Cost per Mile* Comparison Daher TBM 930

The single-engine Daher TBM 930 shows a lower $3.24 cost per nautical mile compared to $5.38 for the twin-engine King Air C90GTx. That’s a difference of $2.14 (40%) less in favor of the TBM 930.

$3.24

King Air C90GTx

Total Variable Cost Comparison

$5.38 $2.00

$0.00

The ‘Total Variable Cost’ illustrated in Chart D, left (sourced from JETNET), 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 Daher TBM 930 computes at $871/hour compared to the King Air C90GTx at $1,261/hour, showing the single-engine Daher TBM 930 as the least expensive per hour.

$4.00

US $ per nautical mile *600 nm mission costs (no depreciation)

Source: JETNET

Chart D – Variable Cost Comparison

Aircraft Comparison Table

Daher TBM 930

Table B (left) contains the new 2019 prices (per Vref) for the TBM 930 and King Air C90GTx, while the long-range cruise speed, cabin volumes and ranges are from Conklin & De Decker, and the number of aircraft in operation, percentage ‘For Sale’ and average number sold are as reported by JETNET. The TBM 930 fleet had 3.5% of its fleet for sale at the end of March 2019, while the King Air C90GTx had 4.8% for sale. The average number of new and used transactions (sold) per month was four for the TBM 930 and two for the King Air C90GTx over the past 12 months.

$871

King Air C90GTx

$1,261 $0

$1,000

$500

US $ per hour Source: JETNET

Table B - Aircraft Comparison Table

Depreciation Schedule

Daher TBM 930 Beechcraft King Air C90GTx

252

204

Long Range Cruise Speed (Kts)

143

218

Cabin Volume Cu Ft

1,474 1,152

$4.25 $3.50

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

New 2019 Vref Price $USm

168

114

In Operation

3.5% 4.8%

4

2

Average Per Month Sold**

% For Sale

* NBAA IFR Range (100 nm alternate) ** Average Full Sale Transactions in the past 12 months as of Mar. 2019; Source: Conklin de Decker, Vref, JETNET

Table C - MACRS Depreciation Schedule MACRS Schedule for PART 91 Year Deduction

1

2

3

4

5

6

20.0%

32.0%

19.20%

11.52%

11.52%

5.76%

MACRS Schedule for PART 135 Year Deduction

1

2

3

4

5

6

7

8

14.29%

24.49%

17.49%

12.49%

8.93%

8.92%

8.93%

4.46%

Source: NBAA

84 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

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, left).

In certain cases, aircraft may no t qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated and, if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year recovery period, or under ADS using a www.AVBUYER.com

!

Sky Aviation Holdings June.qxp_Empyrean 21/05/2019 15:50 Page 1

2004 Hawker 400XP

Serial Number: Airframe TT:

RK-378 3592

ENGINE #1 TT: 4698 TC: 4528 ENGINE #2 TT: 4698 TC: 4528 • One Owner Since New • High Pedigree Maintenance History • Engines on ESP • Maintenance Tracking On CAMP • ADS-B Out Compliant • New Interior • New Paint • Fresh A Inspection • Fresh Landing Gear Inspection

1996 Beechcraft Beechjet 400A

Serial Number: Registration: Airframe TT: Landings:

RK-119 N150TC 4506.1 3276

ENGINE #1 TT: 4506.1 TC: 3276 ENGINE #2 TT: 4506.1 TC: 3276 • Fresh A & B (8/2018) • ADS-B Compliant • NEW PAINT (10/2018) • Maintenance Tracking on CAMP • DBU-5000 USB DATA LOADER • XM WEATHER • Engines on ESP Gold Lite

Sky Aviation Holdings LLC

Pompano Beach Airport, 751 NE 10th Street, Pompano Beach Florida, 33060, United States www.AVBUYER.com

Tel: +1 (754) 800-6310 E-mail: sales@skyaviationholdings.com www.skyaviationholdings.com

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AirCompAnalysis June19.qxp_ACAn 21/05/2019 17:08 Page 5

TURBOPROP COMPARISON

Table D - MACRS Depreciation Schedule 2019 Daher TBM 930 - Private (Part 91) Full Retail Price - Million $4.250 1

Year

20.0%

Rate (%)

2

32.0%

3

19.2%

5

4

11.5%

11.5%

6

5.8%

Depreciation ($M)

$0.850

$1.360

$0.816

$0.490

$0.490

$0.245

Cum. Depreciation ($M)

$0.850

$2.210

$3.026

$3.516

$4.005

$4.250

Depreciation Value ($M)

$3.400

$2.040

$1.224

$0.245

$0.734

$0.000

2019 Daher TBM 930 - Charter (Part 135) Full Retail Price - Million $4.250 Year

1

Rate (%)

14.3%

2

24.5%

3

17.5%

5

4

8.9%

12.5%

6

8.9%

7

8.9%

Depreciation ($M)

$0.607

$1.041

$0.743

$0.531

$0.380

$0.379

$0.380

Cum. Depreciation ($M)

$0.607

$1.648

$2.391

$2.922

$3.302

$3.681

$4.060

Depreciation Value ($M)

$3.643

$2.602

$1.859

$0.948

$1.328

$0.569

$0.190

8

4.5%

$0.190 $0.000 $4.250

Source: Vref

Table E - MACRS Depreciation Schedule King Air C90GTx 2019 Beechcraft King Air C90GTx - Private (Part 91) Full Retail Price - Million $3.500 Year

1

Rate (%)

20.0%

2

32.0%

3

19.2%

4

11.5%

5

11.5%

6

5.8%

Depreciation ($M)

$0.700

$1.120

$0.672

$0.403

$0.403

$0.202

Cum. Depreciation ($M)

$0.700

$1.820

$2.492

$2.895

$3.298

$3.500

Depreciation Value ($M)

$2.800

$1.680

$1.008

$0.605

$0.202

$0.000

2019 Beechcraft King Air C90GTx - Charter (Part 135) Full Retail Price - Million $3.500 Year

Rate (%)

1

14.3%

2

24.5%

3

17.5%

4

12.5%

5

8.9%

6

8.9%

7

8.9%

Depreciation ($M)

$0.500

$0.857

$0.612

$0.437

$0.313

$0.312

$0.313

Cum. Depreciation ($M)

$0.500

$1.357

$1.969

$2.407

$2.719

$3.031

$3.344

Depreciation Value ($M)

$3.000

$2.143

Source: Vref

$1.531

$1.093

$0.781

$0.469

$0.156

8

4.5%

$0.156 $0.000 $3.500

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

The US enacted th e 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 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 depicts an example of using the MACRS schedule for a 2019-model new Daher TBM 930 in private (Part 91) and charter (Part 135) operations over five- and seven-year periods.

Meanwhile, Table E shows an example of using the MACRS schedule for a 2019model new King Air C90GTx in private (Part 91) and charter (Part 135) operations over fiv e- and seven-year periods.

Asking Prices & Quantity

The current used market for the Daher TBM 930 shows a total of three aircraft for sale.

Two have asking prices of $3.6m and $3.725m, while for the third a price is not specified. For the King Air C90GTx, a total of seven aircraft are listed for sale, three displaying asking prices, which are between $1.9m and $2.39m.

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

Productivity Comparisons

The points in Chart E (top, 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: 1. Four Passenger Range (nm) with available fuel; 2. The long-range cruise speed flown to achieve that range;

86 â?˜ Vol 23 Issue 6 2019 â?˜ AVBUYER MAGAZINE

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Chart E - Productivity Comparison

3. The gross cabin volume available for passengers and amenities.

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

The Daher TBM 930 demonstrates a higher level of productivity than the Beechcraft King Air C90GTx, but at a higher purchase price. While the King Air C90GTx edged out the TBM 930 in terms of cabin volume and available payload with maximum fuel, the TBM 930 offers greater range and a much lower cost per mile and variable hourly costs.

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

Ope rators should weigh-up their mission requirements precisely when picking which aircraft is the better buy for them.

The turboprops within our study are fairly well matched, but the TBM 930 owes its lower operating cost to its single powerplant. Ultimately, the choice of aircraft is likely to depend on budget constraints along with operational mission needs. ❙

Price (Millions)

In Summary

$8.0

$6.0 2019 TBM 930 $4.0 2019 King Air C90GTx $2.0

$0.0 0.000

0.020

0.040

0.060

0.080

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

0.100

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

Compare, Contrast, Decide with

AvBuyer

www.AVBUYER.com

AVBUYER MAGAZINE ❘ Vol 23 Issue 6 2019 ❘

87

Values Intro Feb19.qxp_Finance 21/05/2019 15:03 Page 1

VALUES - MEDIUM JETS

AVBUYER.com

Business Aircraft Values: Medium Jets Of all the business jet

categories, none does more to balance

capability with utility

than the Medium Jet segment; and no

segment provides

more options, either.

F

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

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

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

Runway requirements for Medium Jets are generally longer than the average length needed by a Light Jet – but nevertheless Medium Jets can still access a significant percentage of the secondary airports serving most of the 150 largest metropolitan areas in the US. 88 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

Indeed, Medium Jets generally can match their Large Cabin kin in terms of speed and, to a point, their range, while providing reasonable office amenities that are competitive with most larger aircraft. With all of the above considered, it is little wonder that the Medium Jet segment is the biggest selling, deepest segment across the business aircraft market.

Medium Cabin Jet Price Guide

The following Medium jets’ Average Retail Price Guide represents current values published in the Aircraft Bluebook–Price Digest. The study spans model years from 2000 through Spring 2019. Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year.

For example, the Gulfstream G280 values reported in the Spring 2019 edition of the Bluebook show $17.5m for a 2016 model, $16.5m for a 2015 model and so forth. Aircraft are listed alphabetically. With the reader’s knowledge of aircraft, equipment, range and performance, the following Guide allows the reader to determine the best value aircraft for consideration.

Note: We have included 30 aircraft models in the following Medium 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 92

!

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Retail Values June2019.qxp_RPG 22/05/2019 11:28 Page 1

VALUES - MEDIUM CABIN JETS

Medium Cabin 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

12.0

11.5

10.6

9.6

4.2

4.0

3.6

3.4

4.5

4.2

3.8

3.3

3.0

2.7

9.0

8.0

7.0

8.4

7.8

7.3

6.9

7.0

6.7

6.2

5.7

5.5

15.5

14.5

13.5 6.4

6.0

5.6

5.4

2011 US$M

2010 US$M

MODEL BOMBARDIER CHALLENGER 300

13.0

BOMBARDIER LEARJET 60XR BOMBARDIER LEARJET 60SE BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR BOMBARDIER LEARJET 40

CESSNA CITATION X+ 750

18.0

17.0

15.0

13.0

10.0

CESSNA CITATION X 750 CESSNA CITATION V11 650 CESSNA CITATION LATITUDE 680A

15.0

13.0

11.5

11.0

CESSNA CITATION SOVEREIGN+680

15.8

14.0

12.5

12.0

11.0

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+560

11.0

10.0

20.0

18.5

8.250

7.750

10.0

CESSNA CITATION XLS 560 CESSNA CITATION EXCEL 560

DASSAULT FALCON 2000 DASSAULT FALCON 50EX

GULFSTREAM G280

24.5

17.5

16.5

GULFSTREAM G200 GULFSTREAM G150

9.0

8.0

7.5

7.0

6.3

GULFSTREAM G100 GULFSTREAM/ ASTRA 1125 SPX

HAWKER 4000

4.0

3.8

3.6

HAWKER 900XP

5.1

4.6

4.1

3.3

2.8

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

90 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

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What your money buys today

Spring 2019 2009 US$M

2008 US$M

2007 US$M

2006 US$M

9.1

8.4

7.8

7.4

3.2

2.9

2.7 2.7

2005 US$M 6.8

2004 US$M

2003 US$M

6.6

6.3

2.5

3.4

2.3

2001 US$M

2000 US$M

MODEL YEAR $ MODEL BOMBARDIER CHALLENGER 300 BOMBARDIER LEARJET 60XR

2.350

2.250

2.150

BOMBARDIER LEARJET 60SE 2.050

3.6

2002 US$M

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

1.950

1.8

1.7

BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

1.6

1.5

1.4

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

1.250

BOMBARDIER LEARJET 40

CESSNA NEW CITATION X+750 6.0

5.3

4.6

4.2

4.0

3.8

3.6

3.3

3.0

2.8

CESSNA CITATION X 750

1.8

CESSNA CITATION V11 650 CESSNA CITATION LATITUDE 680A CESSNA CITATION SOVEREIGN+680

6.4

6.1

5.3

5.2

4.7

4.6

5.8

5.4

5.0

4.7

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+560

4.1

3.9

3.7

CESSNA CITATION XLS 560 2.8

2.6

2.5

2.4

2.2

CESSNA CITATION EXCEL 560

7.5

7.0

6.4

5.9

5.2

4.9

4.5

3.7

DASSAULT FALCON 2000

5.4

5.2

5.0

4.8

4.5

4.0

3.6

3.4

DASSAULT FALCON 50EX

GULFSTREAM G280 5.6

5.2

4.8

4.4

5.1

4.7

4.3

4.0 3.1

4.2

3.9

3.4

3.2

3.0

2.8

GULFSTREAM G200 GULFSTREAM G150

2.9

2.7

2.5

2.3

2.1 2.1

GULFSTREAM G100 1.9

GULFSTREAM/ ASTRA125 SPX

3.2

3.0

HAWKER 4000

3.4

3.1

HAWKER 900XP

3.6

3.3

3.0

2.6

HAWKER 850XP PRO LINE 2.1 2.1

2.3

2.0

HAWKER 800XP/I PRO LINE 2.0

1.9

1.8

1.7

1.6

HAWKER 800XP HAWKER 750

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

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AVBUYER MAGAZINE ❘ Vol 23 Issue 6 2019 ❘

91

ACSpecs Intro.qxp_AC Specs Intronov06 21/05/2019 15:21 Page 1

SPECIFICATIONS - MEDIUM JET

Aircraft Performance & Specifications Medium 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 - Medium Jets – appears opposite, to be followed by Light Jets next month.

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

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

Tel: +44 (0) 208 255 4000; Email: editorial@avbuyer.com © 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.

92 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

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Specifications.qxp_PerfspecDecember06 21/05/2019 15:22 Page 1

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)

CABIN WIDTH (ft)

CABIN HEIGHT (ft)

AVBUYER.com

BEECHCRAFT HAWKER 750

5.75

6

21.3

551

8

27000

2200

2050

447

2

TFE 731-5BR

BEECHCRAFT HAWKER 800XP

5.75

6

21.3

551

8

28000

2050

2470

449

2

TFE 731-5BR

BEECHCRAFT HAWKER 800XPi

5.75

6

21.3

551

8

28000

2050

2470

449

2

TFE 731-5BR

BEECHCRAFT HAWKER 800XPR

5.75

6

21.3

551

8

28000

1950

2733

452

2

TFE 731-50R

BEECHCRAFT HAWKER 850XP

5.75

6

21.3

551

8

28000

2120

2525

452

2

TFE 731-5BR

BEECHCRAFT HAWKER 900XP

5.75

6

21.3

551

8

28000

1950

2733

452

2

TFE 731-50R

BEECHCRAFT HAWKER 4000

6

6.46

25

746

8

39500

2300

3100

489

2

PW308A

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

BOMBARDIER LEARJET 60

5.71

5.92

17.67

447

7

23500

2228

2186

465

2

PW305A

BOMBARDIER LEARJET 60XR

5.71

5.92

17.67

447

7

23500

2104

2044

465

2

PW305A

BOMBARDIER LEARJET 70

4.92

5.12

17.67

369

6

21500

2285

1849

465

2

TFE 731-40BR

BOMBARDIER LEARJET 75

4.92

5.12

19.75

415

8

21500

2110

1805

465

2

TFE 731-40BR

BOMBARDIER CHALLENGER 300

6.08

7.17

23.7

930

8

38850

3350

3065

470

2

HTF7000

BOMBARDIER CHALLENGER 350

6.08

7.17

23.7

930

8

40600

3400

3277

470

2

HTF7350

!

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.

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93

Specifications.qxp_PerfspecDecember06 21/05/2019 15:23 Page 2

NUMBER OF ENGINES

(NBAA IFR FUEL RESERVES)

MAX PAYLOAD (lbs)

MAX TAKEOFF (lbs)

5.5

18.4

422

7

23000

2250

1693

452

2

CESSNA CITATION EXCEL

5.7

5.5

18.5

422

7

20000

2500

1449

433

2

PW545A

CESSNA CITATION XLS

5.7

5.5

18.5

422

8

20200

2300

1539

433

2

PW545B

CESSNA CITATION XLS+

5.7

5.5

18.5

422

8

20200

2300

1528

440

2

PW545C

CESSNA CITATION SOVEREIGN

5.7

5.5

25.25

571

9

30300

2650

2620

459

2

PW306C

CESSNA CITATION SOVEREIGN+

5.7

5.5

25.25

585

9

30755

2490

2773

459

2

PW306D

CESSNA CITATION X

5.7

5.5

23.92

538

8

36100

2375

2890

525

2

AE 3007C1

CESSNA CITATION X+

5.7

5.5

25.2

593

8

36600

2514

3229

527

2

AE 3007C2

6

6.42

21.08

587

9

30800

2544

2455

429

2

PW306D

DASSAULT FALCON 50EX

5.9

6.1

23.5

569

9

39700

3320

3223

480

3

TFE 731-40

DASSAULT FALCON 2000

6.2

7.7

31.2

1028

10

35800

5910

2841

475

2

CFE 738-1-1B

EMBRAER LEGACY 450

6

6.83

24

705

7

35758

2754

2498

468

2

HTF7500E

EMBRAER LEGACY 500

6

6.83

27.5

823

8

38360

2650

2762

472

2

HTF7500E

GULFSTREAM G100

5.6

4.75

17.1

304

7

24650

2635

2550

474

2

TFE 731-40R

GULFSTREAM G150

5.75

5.75

17.7

521

7

26100

2400

2760

470

2

TFE 731-40AR

GULFSTREAM G200

6.25

7.2

24.5

869

8

35450

4050

3130

470

2

PW306A

GULFSTREAM G280

6.25

7.2

32.25

888

8

39600

4050

3590

482

2

HTF7250G

CESSNA CITATION LATITUDE

ENGINE MODEL

5.7

MAX SPEED (ktas)

CESSNA CITATION VII

FERRY RANGE-nm

CABIN WIDTH (ft)

PASS SEATS TYPICAL

CABIN HEIGHT (ft)

CABIN VOLUME (Cuft)

AVBUYER.com

CABIN LENGTH (ft)

SPECIFICATIONS - MEDIUM JETS

TFE 731-4R-2

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.

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Aircraft we built. Expertise you trust.

WE SELL MORE PRE-OWNED THAN ANYONE. Contact a Textron Aviation representative to learn more.

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Connectivity.qxp_Finance 21/05/2019 10:32 Page 1

CONNECTIVITY

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

96 ❘ Vol 23 Issue 6 ❘ AVBUYER MAGAZINE

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Connectivity.qxp_Finance 21/05/2019 10:32 Page 2

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How Much Jet Connectivity do you Really Need?

What should an aircraft owner be asking when deciding which cabin connectivity solution works best for them?

How much is too much, and what are the mistakes that would lead to too little? Dave Higdon asks

Gogo’s Brian Wilson and SmartSky’s Nancy Walker…

L

ike so many business decisions, selecting the right hardware and service for your aircraft’s in-flightconnectivity (IFC) system involves questions of balance. Understanding what the aircraft can accommodate is just one of the many decisions the process involves.

The ideal is to install a system capable of handling all of the demands you will place on it at the promised speed and bandwidths.

Preferably this will be achieved for as little money as possible. But how do you assess what you really need and arrive at your goal?

How Much Jet Connectivity Would You Like?

Brian Wilson, director, key accounts at Gogo Business Aviation offers some insights: “The first question,” he explains, “cuts through the glitz.

“When a client recently transitioned from a Beechcraft King Air to a Dassault Falcon 50, they sat down with us seeking to understand what solutions are out there. The first thing I asked them to describe is what they thought would make a great passenger experience.”

Some clients will want everything – immediately – streamed to their cabin. Others might specify use of email as being important in-flight whereas watching a movie or listening to music will be secondary on their wish-list.

“To do this right you need to start with a trusted advisor,” Wilson stipulates. That advisor should know which options are viable for the aircraft, the hardware options, the costs and the service options. www.AVBUYER.com

Jet Connectivity: Where Will You Fly?

While satellite systems would work as a solution virtually anywhere on the planet, these tend to use larger antennae and higheroutput hardware – so not every aircraft can accommodate all of the system options.

The key question, notes Nancy Walker, chief commercial officer, SmartSky Network, is where you predominantly will fly. “Is it within the US, or do you fly – or expect to fly – a lot of over-water flying? If your flight profiles are split between over-ground and over-water, we'll recommend you look at a hybrid system.”

Even if aircraft size allows the use of a satellite-based system, Walker elaborates, a hybrid system with a ground-basedconnectivity option can perform better, saving on connection costs. But if over-water international operations aren't in the equation, a system like the ground-based network of SmartSky Networks or Gogo can deliver lower costs on installation and usage.

Having established what comes top of a client’s wish-list and where you need to fly, Wilson and Walker address issues common to almost all users.

How Will Your Jet Connectivity Needs Grow?

Another relevant question for selecting a new or upgraded cabin connectivity system is what you see yourself needing to do on-board the aircraft. Better still, what do you anticipate wanting to do, in the future? “We look at what's coming in the market as well as what's AVBUYER MAGAZINE ❘ Vol 23 Issue 6 ❘

!

97

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CONNECTIVITY

AVBUYER.com

C

“So when questions of budget arise, the focus sharpens from what you’d like to have in your cabin connectivity solution, to what you really need – and how you’ll manage those costs.” available,” Walker says. “If you want to keep inflight productivity high, you need to look at a system that can fulfill current needs and handle growth in the future.”

What’s Your Jet Connectivity Budget?

The cost basis applied to using jet connectivity services often varies according to the type of use; be it texting, viewing documents and emails at the lower end of the scale, or live streaming at the upper end.

In anticipating costs it’s important to forecast how much usage the system will see over the course of a year, factoring what you want your actual jet connectivity budget to achieve.

Although the system will only get used while the aircraft is being operated, Wilson points out that “if the aircraft sees 500 hours of use in a year it's at the high-end of average.”

And it’s not uncommon for a customer to flinch at some of the costs when first seeing them. Wilson relayed a familiar story in this ‘connected-everywhere’ age of an operator who returned from a European trip with his wife and four children and received a bill for more than $30,000 for the movies and videos the four children streamed to their personal devices throughout the flight.

Technologically, delivering internet access to an aircraft requires overcoming some complex challenges. Paying for those solutions incurs 98 ❘ Vol 23 Issue 6 ❘ AVBUYER MAGAZINE

costs to the vendor predicated on usage. In a primer called ‘The anatomy of in-flight connectivity’, Gogo outlines the complexity: “From securing certifications and regulatory approvals, to providing real-time in-air customer care, network management and more, making IFC work involves more than getting an aircraft online. IFC is also about making the most of the bandwidth and making that bandwidth work for your bottom line.”

For the end-user, however it's all about making a working connection every time it's needed and recovering such an expense translates into a use-based total on the bill, which is something to keep in mind when researching the available options and their various costs.

So when questions of budget arise, the focus sharpens from what you’d like to have in your cabin connectivity solution, to what you really need – and how you’ll manage those costs.

Each vendor uses its own formula for setting prices for basic connection, voice calls, email and text, and for streaming costs and high data-use connections. That's where the dollars really begin to stack up.

What do Users Want from Their Jet’s Connectivity?

For a question with so many variables, the answer seems blindingly simple: “They want

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1

The Private Jet Company June.qxp_Layout 1 20/05/2019 17:26 Page 1

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Connectivity.qxp_Finance 21/05/2019 10:32 Page 4

CONNECTIVITY

everything they have in the office,” explained Wilson. “Not coincidentally, that's what they get on their portable devices – their phones and tablets. Everything.”

No surprise, then, that what they use on the ground is what they want to use in-flight. But for the most efficient connection, Walker notes, the ground-based options typically offer the fastest connections with the smallest latency cycles – the time it takes data to make the round trip from the sender through the system to the recipient and back to the sender.

Today, in-flight connectivity is a round-trip proposition. The time signals may need to cover 45,000 miles, between the aircraft, the satellite, and back again.

If the aircraft operates within the continental US, a terrestrial-based system (air-to-ground) will provide a good solution. But air-to-ground won't be a viable connection elsewhere in the world.

That's satellite territory.

How Secure is the Jet Connectivity Solution?

Finally, owners and operators should consider the crucial matter of security. SmartSky protects the integrity of its 4GLTE network through dedicating connections to one client, and says its system is ready to meet the latest security protocols, which require a two-way system with low latency.

A key element to SmartSky's security effort is its single beam system. “We don't share,” Walker explained. “What passes through that beam isn't shared with any other system – it's dedicated to you.”

SmartSky uses antenna-beam shaping from the aircraft to the tower, with only one beam talking 100 ❘ Vol 23 Issue 6 ❘ AVBUYER MAGAZINE

AVBUYER.com

to one aircraft at a time.

“When we launch there will be 27,000 beams in our system and there are only 6,000 aircraft. So we have plenty of capacity.”

Gogo is also hot on security. “We like to say security is built-in and not bolted-on,” Doug Young, vice president, software architecture, told AvBuyer in a recent interview. “By that, we mean every aspect of our telecom network as well as the hardware and software of the onboard systems.

“Because we uniquely operate and manage our systems end-to-end, we can monitor and analyze the security of our network and onboard systems. And, through our own standards – or in partnership with the FAA and other aviation stakeholders – we’re solving cybersecurity problems before they happen.”

In Summary…

Working through the list of obvious questions, what you want and what you need can soon become two different things. Ultimately, the solution you select for your aircraft will be driven by a combination of your aircraft size and your priorities, whether budget, security or evolving needs.

The wise operator will take Wilson’s tip and start the journey with a trusted advisor who understands all of the options, and how they work for their client’s aircraft. ❙ More information from https://business.gogoair.com or www.smartskynetworks.com www.AVBUYER.com

Southern Cross June.qxp_Layout 1 20/05/2019 17:28 Page 1

2008 CHALLENGER 605

2000 GULFSTREAM IVSP

S/N 5716 · N688SF

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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

S/N: 62 · N982SC

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Avionics 1.qxp_Finance 21/05/2019 11:15 Page 1

AVIONICS

Does Cockpit Automation Impact Pilot Safety?

While advancements in avionics have been phenomenal in recent years, has it impacted pilot safety? How are the airplane and avionics manufacturers ensuring pilots continue to be the integral decision-makers in the cockpit? Mario Pierobon asks the industry…

T

he pilot has always been the main decision-maker in the operation of an aircraft. Almost everything an aircraft does is commanded, one way or the other, by the pilots. According to Scott Martin, master development test pilot at Gulfstream Aerospace, “Good automation only does what a pilot tells it. It needs to be instructed

102 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

when, where and how to perform its tasks.”

That is a sentiment reflected by Universal Avionics, which prioritizes ‘pilot-in-the-loop’ designs in its systems. “Failure to accommodate this issue can lead – and has led – to controlled flight into terrain (CFIT) accidents,” notes Paul Damschen, senior flight test pilot/DER, Universal Avionics. www.AVBUYER.com

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Avionics 1.qxp_Finance 21/05/2019 11:16 Page 2

Photo courtesy of Gulfstream Aerospace Corp: Symmetry Flight Deck

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

efficient. “The revolutionary Symmetry Flight Deck, which is part of the all-new Gulfstream G500 and G600, is a prime example of how new automation technology lessens the workload for pilots, dramatically improving their ability to fly efficiently through an increasingly complex global air system”, says Martin.

“The automation on these aircraft includes 10 touchscreens, which make it easier and more intuitive for pilots to interface with the aircraft systems. Phase-of-flight menus, for example, can be tailored on touchscreens, so pilots have what they need in front of them. You don’t have to go back to a menu page.

“The improved accessibility reduces the time it takes to manage aircraft systems, further improving situational awareness,” he summarizes.

Building Equipment With Pilots in Mind

“We see a continuing need for the pilot in command to function as the pilot in command,” he adds. “Automated actions without pilot knowledge or confirmation lead to confusion and flight-deck errors. Accidents tend to be a series of dominos that have to fall in sequence, and automation should not provide an opportunity for the first domino to fall.”

A spokesperson for Garmin, using one of the company’s own products to show how avionics OEMs work to ensure the pilot remains in complete control of the aircraft as the sole decision-maker at all times, explains, “In reference to the Garmin GFC 500/GFC 600/GFC 700 autopilots, checks and balances are built into the entire suite to ensure the autopilot is functioning properly at all times.

“At any time, the pilot can command a full autopilot disconnect by pulling the circuit breaker or pressing and holding the autopilot disconnect button.”

Only in this context can advancements in pilot workload management make flying safer and more www.AVBUYER.com

In building the equipment and simplifying the cockpit, the manufacturers need to avoid the ‘simplification into ignorance’ mode of design.

“Smart design does not fail to inform the crew [and] smart design does not make decisions for the flight crew,” Damschen clarifies. “Smart design simplifies flight crew actions without masking the resulting effects of those actions.”

“The Symmetry Flight Deck on the Gulfstream G500 and G600 was created through a collaboration between Gulfstream and Honeywell,” adds Martin. “This flight deck’s intelligent design leverages active control sidesticks and touchscreen technology, both of which are industry firsts. What the new design does is simplify the pilot interfaces, including replacing many knobs and switches with touchscreen controls, allowing direct interaction with the functions and displays.

“We eliminated the massive control yoke in favour of a new type of sidestick control that makes the cockpit look much less cluttered, improves the view of the instrument panel displays and helps keep pilots in the control loop. The electronically connected Active Control Sidesticks optimize coordination between pilots by allowing them to see and feel each other’s actions. They create a streamlined flying experience from not only a safety standpoint, but visual and ergonomic standpoints as well.”

Garmin’s spokesperson, meanwhile, clarifies that the company is always building additional features and capabilities that give pilots additional

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and more, are examples of this. These do not remove the pilot from the decision-making process whatsoever…the pilot is – and always will be – inthe-loop, and will be the sole decision-maker of the aircraft.”

When Does Automation Become Too Much?

Photo courtesy of Gulfstream Aerospace Corp: Symmetry Flight Deck

“Don’t just input the information.

Know what each system is doing with each input.” information, which further enhance the decisionmaking of the pilot.

“For example, we work closely with our human factors team to determine the best way to present information – big and small – so pilots can more quickly and easily interpret and respond to the information they’re receiving. A simplified presentation of flight critical information, such as traffic and its trajectory, allows pilots to efficiently respond to potential traffic threats.

“Our TargetTrend technology does just that – it offers a faster, more intuitive method of judging traffic target trajectories and closure rates relative to own-ship position.” Garmin continues to add tools in the cockpit that streamline the decisionmaking process in-flight and on the ground.

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For flight departments that do not properly familiarize with it, automation can quickly become too much. Indeed, the level of technology that we can digest, and our expectations of technology, have changed dramatically in the past twenty years.

“When flight management systems first became available, the notion of remote area navigation (RNAV) capability was remarkable unto itself,” says Damschen. “Now it is commonplace and expected. Now we expect instrument landing system (ILS)-like approach capability almost everywhere in the world using satellite-based augmentation systems (SBAS).

“The question of what constitutes too much automation varies by the flight crew,” he adds.

“But the effects can be measured to a degree, and that occurs when the flight crew asks the question ‘why is the airplane doing that?’

“So as designers we have the challenge to ensure that doesn’t occur, while at the same time balancing that against the need to provide a lower level of workload. As time progresses, a continued level of systems knowledge must be maintained.

Continuing education in recurrent training is critical and shouldn’t be treated merely as a checkbox task,” Damschen concludes.

“Too much automation is when pilots stop paying attention in their training and don’t take it seriously enough to know what automation can do for them,” Martin highlights. “You can only automate something by programming it; therefore, you should know the ins and outs of automation.

“Don’t just input the information. Know what each system is doing with each input. Flight departments should ensure, particularly with newer members, that their pilots have mastered handflying an airplane and maintain that proficiency. It’s certainly important to know how to hand fly an airplane, but it’s equally important to embrace the qualities of airmanship – command, leadership and discipline.

“Practical experience and those qualities enable a pilot to have the decision-making ability – the judgement – needed on the job,” he concludes.

Ultimately, the message is clear. Automation familiarization is important as it helps pilots ‘stay ahead’ of the airplane and better understand what to expect from it. “When a pilot doesn’t feel comfortable with the automation or technology in the cockpit, it’s up to him or her as pilot-incommand to get with another pilot or instructor until they become comfortable and fluent with the aircraft”, concludes the Garmin spokesperson. ❙ www.AVBUYER.com

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What’s the Future of Avionics?

(Part 1)

Over several articles Ken Elliott will take us on a reversed time journey from the future back to the present, covering the evolution of avionics from different perspectives. What will his timeline reveal...?

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ecause of lessons learned and a reluctance to disturb the natural order, it is likely this crystal ball perspective on the future of avionics will be more predictable, despite an endless amount of possibilities.

The evolution of avionics is subject to intense regulatory oversight as with all-things-aviation, where close attention is given to safety. Other influences on avionics development include economies of scale, human factors, redundancy and maintaining relevancy.

Stepping into the future and looking back, the time traveler may see a relatively straight line of regression from a point where the aircraft is flown by an external command, to everything being controlled by pilots from within.

Further observation would reveal a gradual transition of hands-on piloting to no pilots. Along

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the way there would emerge a greater reliance on performance monitoring, followed by a transition to remote, indirect use of pilots before embracing flight with no pilots in the loop.

Because changes in aviation are cautious and deliberate, predicting outcomes in avionics should unfold a logical sequence of events. Change will have occurred at a steady pace, with a pause at every major event that calls safety into question.

Projecting the Future Now

To understand the future, we will need to look at some of the challenges faced today and look at aviation’s leading edge. One challenge is overcrowded airspace, made worse by a growing world population equipped with increasing economic clout.

Aside from safety, and within the scope of solving that problem, is pressure to automate and

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AVIONICS Fig A: Aircraft-Centric and Cloud-Based CNS AIRCRAFT BEING FLOWN

COMMUNICATION

SURVEILLANCE

PILOTS & TECHNOLOGY ONBOARD

NAVIGATION

CABIN

NO PILOTS

FLIGHT PLAN WEIGHT & BALANCE PAYLOAD

4D TRAJECTORY

TECHNOLOGY IN THE CLOUD

OTHER TRAFFIC

REMOTE ATC

AIRPORT

WEATHER

fly aircraft in closer formation, while reducing the margin of error in the flight track.

As for leading edge technology, we must look across three main areas, including:

the other two communities. This is partially because the immediate need of this mode of flight is to carry people and cargo in urban environments, albeit mostly below 4,000ft of altitude.

• • •

The Internet of Things

Unmanned aircraft eVTOL (manned and unmanned) Airliners and business jets (along with some military applications that may trickle down).

When you carry people and cargo, you incur additional scrutiny from regulators and that implies extremely reliable and capable technological applications.

Within the unmanned world and, to a lesser extent, the emerging eVTOL market, there are innovative commercial off-the-shelf (COTS) technologies in play. But once you need to carry people or cargo or operate above 4,000ft, these less robust flight solutions don’t cut it.

You need only sit through a day at the ‘RTCA SC228 Minimum Operational Performance Standards for Unmanned Aircraft’ sub-committee and follow-up with a visit to an unmanned aircraft convention to realize the ocean of differences between the standards that each of these aviation communities promotes.

As a group, eVTOL seems to have a more realistic approach that brings together elements of

One major societal development that will facilitate a rapid transition to meet the anticipated future is the Internet of Things (IoT). This is where connectivity occurs super-fast and at extremely high rates of data. The Cloud, associated with IoT, is a virtual sorting center that – for avionics – becomes a substitute for all those onboard avionics boxes carried today.

Airborne sensors will still be required, but with information converted into transferable raw data at the sensor. The data collected by all the sensors is grouped at zonal nodes before being passed to a central node for onward transfer to a dedicated Cloud site.

Equally, but in reverse, the same dedicated Cloud site will, in turn, transfer command information back to the node. This central node then parses out the relevant bytes of data and operates the mechanisms that steer the aircraft.

Figure A (above) demonstrates the difference between the present and a future where communication, navigation and surveillance (CNS), now within the piloted aircraft, will give-way to a

Fig B: Creating Redundancy in Aviation Space AUDIO & VISUAL TO THE PILOT (S)

CONTINUAL SENSING AND COMMANDING

STATUS OF ONBOARD SYSTEMS & THE AIRCRAFT

VISUAL & AUDIO AWARENESS OF EXTERNAL HAZARDS

HUNDREDS OF ONBOARD SENSORS

ATC & OTHER AIRCRAFT SENSE & COMMAND

SENSE & FEEDBACK

VISUAL PRESENTATION OF FLIGHT

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Fig C: The Triad of Players Involved in Flight AIRCRAFT

AIRCRAFT ONE COMPLEX COMMAND WORD IN

PILOT(S)

ATC & OTHER TRAFFIC

ONE COMPLEX SENSING WORD OUT

REMOTE ATC

CLOUD OTHER TRAFFIC

MULTIPLE SOURCES OF INPUT AND OUTPUT

complex single 4D trajectory word.

This word, as a command, originates from a ‘super-site remote ATC’ (probably unmanned) and transmitted to a non-piloted aircraft.

How to Create Redundancy in the Aviation Space

Airlines have an edge on business jet operators when it comes to analyzing the status of their aircraft during flight.

While there is some catch-up going on, because they operate larger fleets the airlines have a solid business case to keep a close eye on the performance of their aircraft. Today, using satellites, modern airliners use onboard sensors that send status data back to airline operations centers.

Taking this to the next level, and beyond maintenance/reliability tracking, this data can be used as the feedback loop in a perfect circle of data command and monitoring in future aircraft.

This feedback informs a new command sent back to the aircraft to correct for any difference in actual versus desired flight.

Figure B (left) shows the audio-visual tactile world of today’s pilot, monitoring the status of an aircraft in flight. This is compared to a future where hundreds of minute sensors, each mounted at the source, provide a combined set of data out. Future

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SINGLE SOURCE OF INPUT AND OUTPUT

monitoring and decision-making are completed outside of the aircraft.

Not shown and mounted with the sensors (or part of them) are the servo mechanisms needed to transfer data into physical movement. Autopilots use a similar process today.

Redundancy is achieved by replacing the need for onboard audio-visual alerts with virtual Cloudbased instructions derived from the source of these alerts. The future alerts become the impetus for a constantly-adjusted remote command to an unmanned vehicle.

Today an aircraft is bombarded with data, including recently-introduced ATC datalink in place of existing voice communications. The data originates from its onboard sensors, other aircraft, ATC and via satellites or ground stations.

In effect, these sources form a triad of players involved in any flight. From a purely aircraft perspective, a future platform may receive one complex word as a digital command, and in turn transmit another as feedback. Blended with the back-and-forth-data will be other aircraft and ATC datalinks, sent via dedicated Cloud channels.

Figure C (above) shows the simplicity of a ‘single complex word’ data transaction. Because of its simplicity, both speed and the density of data can be increased between the anticipated increase in aircraft traffic volume.

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AVIONICS Fig D: From Pilot to No Onboard Pilot

FUTURE

TO/Climb/TOC

Cruise

TOD/TD/Flare/Land

TO/Climb/TOC

Cruise

TOD/TD/Flare/Land

TO/Climb/TOC

Cruise

TOD/TD/Flare/Land

TO/Climb/TOC

Cruise

TOD/TD/Flare/Land

TODAY Pilot(s) onboard

A Cautious Approach to the Future

Because of the crucial need for safety – and in turn reliability – many baby-steps must be taken between our current now and the ‘now of the future’.

The now of the future assumes an absence of onboard pilots. It assumes a completely autonomous aircraft that carries people, cargo or mission sensors. This flying machine will operate in all axes, changing its state of flight in an instant.

So, viewing the evolution of aircraft backwards, it is likely we will have allowed fully-autonomous flight, after deliberative trial and error. For quite some time ahead, active manned flights will be necessary for take-off and landing, at a minimum.

After a lengthy period of onboard pilots in a monitoring role, remote pilots will eventually take over.

Figure D (above) shows simplistically h ow, viewed in reverse, the pilot gradually assumes less of a hands-on role.

Truly Outside the Box (but Not Really)

Going outside the box of traditional aircraft designs and their performance, we need to envision and assume that future flight platforms will be closer to the flying saucer than the flying tubes and rotorcraft of today. Again, unmanned and eVTOL are leading the way in how this may all transpire.

Given the assumed exceptional maneuverability

of future aircraft, this allows for a much greater responsiveness to trajectory commands. It assumes aircraft can fly inside a virtual ‘globe of defined airspace’. Here is where, if commanded, it can maneuver anywhere within that space, equidistant from other traffic.

Interestingly, the virtual inside-surface of the sphere is to be a time-shaped structure. ATC will require aircraft to arrive at specific points in a defined 3D spatial area at specific times. Each aircraft’s trajectory commands will therefore be constantly adjusted to allow the aircraft to remain inside its ‘bubble’.

Factors such as weather, air mass conditions, aircraft weight and balance, etc., will pull and stretch the virtual globe, defining its actual shape as anything from a misshapen mes s to a perfect sphere. The complete amended airspace model, created for each aircraft, also is representative of predictive flight, a powerful tool in aviation’s future.

Furthermore, an internal, secondary ‘globe of space’ may act as a protective bubble for each aircraft while in flight. This is the bubble that no other traffic may penetrate, and each aircraft will have its own.

Anything that could potenti ally enter the protective bubble of this airspace globe will be closely monitored and, just like with TCAS 7.1 today, each vehicle will be commanded to avoid the other.

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AVBUYER.com Fig E: Maneuverability in a 4D Airspace

An ability to fly equidistantly with respect to other traffic within a 3D sphere of space in a constantly adjusted, real-time 4D trajectory maneuver.

Maneuvered by a single complex word command that has no latency and is adjusted constantly: A dynamic 4D steering command with variable rate and speed control.

An aircraft platform that can maneuver with 4 dimensions (3D space + time).

Figure E (above) outlines maneuverability within 4D airspace, using a trajectory command that is dynamic in direction, speed and ‘rate of change’.

Modern autopilots use a combined steering command that uses both vertical and roll instructions, varying at a rate necessary to satisfy the difference between the command and positional feedback from the auto-flight servo.

In essence, we already have the future now, but it is immature and bulky, just like the avionics of earlier days, when vacuum tubes and clunky moving parts were employed. Figure E does not show the secondary protective bubble because it lies somewhere within the primary predictive flightsphere that is shown.

Ten Demands on Avionics

In future articles the various demands on avionics to meet its future will be explored. This will be in the context of what we have available to us today.

There are at least ten demands, as follows: 1. Minimal latency (time delay in sending and receipt of data).

2. No RF Interference.

3. Tamper/hack-proofing.

4. Ability to handle huge amounts of data simultaneously.

5. Subject to wide-scope system safety analysis.

6. Subject to broad function hazard analysis.

GOAL - To arrive at fixed 3D point in space at a specific time, constantly adjusted for nearby traffic, weather and other predictive factors.

There are multiple 3D target points along the flight path.

7. Interoperability.

8. Redundancy.

9. Not reliant on single data sources (such as satellites).

10. Complex command and feedback algorithms.

All of these are important and apply at different levels of the wider aviation community.

One demand, ‘Redundancy’, refers to a need for back-up systems. It will take intense scrutiny of both functional hazards and systems safety to mitigate the need for back-up in tomorrow’s complex aircraft. This is especially so when applied to aircraft operating as ‘carriage for reward’.

In a similar vein, the reliance on single technologies and signal sources is of increasing concern. These and other demands are the factors that need resolution. How that evolves will determine the actual date for the ‘future now’ to arrive. ❚

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

Avionics - with AvBuyer www.AVBUYER.com

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OEM Bites

Airbus presented the CityAirbus eVTOL to members of the German government and the public in March.

The aircraft has subsequently made its first flight – consisting of a tethered “jump” – conducted at the Airbus flight test facility in Donauwörth. www.airbus.com

Cirrus SF50 Vision Jets Grounded by FAA

The US Federal Aviation Administration (FAA) has grounded the worldwide fleet of Cirrus SF50 Vision Jets, following reported issues with the aircraft’s angle of attack (AoA) sensors.

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ccording to an emergency airworthiness directive (AD) issued by the FAA on April 18, three separate incidents involving the SF50’s stall warning and protection system (SWPS) or electronic stability and protection (ESP) system, were automatically triggered at the wrong time, causing the aircraft to pitch downwards.

The incidents all occurred between November 2018 and April 2019. In each of the three reported cases, the FAA says that the pilots flying the aircraft during the time of the incidents received stall warnings, as well as stick shaker and

other associated alerts.

Aerosonic, the manufacturer of the AoA sensors, alongside Cirrus have identified a possible cause of the malfunction, saying that two sets of screws could be at fault. The FAA says that until the AoA sensors are replaced with improved AoA sensors, all SF50s are grounded.

Operators that need to fly their aircraft to be repaired will need to apply for a special flight permit. At the time of going to press AvBuyer had no updated information. Worldwide, there are over 100 Vision Jets in service.

More information from www.cirrusaircraft.com

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Bombardier is to sell its aerostructures businesses in Belfast and Morocco as part of consolidating its aerospace enterprise into a “single, streamlined and fully integrated” unit located at sites in Montreal, Mexico and Texas.

In other Bombardier news, the company announced that an undisclosed customer has purchased five Learjet 75 aircraft in a transaction valued at approximately US$69m. www.businessaircraft.bombardier.com

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Dassault’s Falcon 8X carrying four passengers and 200lbs of baggage took just four hours and 28 minutes to fly from Santa Monica Airport, California (SMO) to Teterboro, New Jersey (TEB), setting a new speed record. The flight, with almost no tailwind, beat the previous record by a full 24 minutes. www.dassaultfalcon.com

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Join over 23,000 industry professionals for the most important three days of business aviation, with 1,000 exhibitors, 2 static displays of aircraft – one inside the exhibit hall and the other outside at Henderson Executive Airport, and more than 50 education opportunities. Save the date and visit the NBAA-BACE website to learn more.

www.nbaa.org/2019

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OEM Bites

Dornier Seawings has announced the introduction of the Orca, a multi-engine amphibious aircraft based on the company’s Seastar CD2 design.

Intended for government operations, the Orca can be outfitted for security, search and rescue, and environmental monitoring missions. www.dornierseawings.com

Piaggio Aerospace (in Extraordinary Receivership since last December) recently published a notice in a selected number of financial newspapers after authorization from the Ministry of Economic Development. The goal of this action is to better understand who the interested buyers are to evaluate their characteristics in order to maintain business continuity for Piaggio Aerospace, thus moving forward with subsequent initiatives. www.piaggioaeroas.it

Textron Aviation president and CEO Ron Draper told the company’s annual customer conference in Wichita that the company hired 1,000 workers last year and will do the same this year as the market has improved for Cessna and Beechcraft airplanes. www.txtav.com 114 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

Embraer’s Praetor 600 Over-Performs The new Embraer Praetor 600 jet was granted its Type Certificate by Brazil’s Civil Aviation Authority (ANAC—Agência Nacional de Aviação Civil).

According to the company, its newly certified airpalane is the best performing Super Mid-size Jet developed…

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urpassing all its main design goals and becoming capable of flying beyond 4,000nm at longrange cruise or beyond 3,700nm at Mach 0.80 from runways shorter than 4,500ft, the Praetor 600 also offers outstanding payload capability.

Embraer points out that the Praetor 600 becomes the farthest-flying Super Mid-size Jet and is capable of non-stop flights between London and New York; São Paulo and Miami; Dubai and London.

The Praetor 600 has also become the

first Super-Mid-size Jet with full fly-bywire technology, which powers the Active Turbulence Reduction that not only makes every flight the smoothest but also the most efficient possible.

2019 Starts Well for Embraer Meanwhile, Embraer delivered a total of 22 jets in Q1 2019, 11 of which were executive jets (eight Light and three Large Jets).

More information from www.executive.embraer.com

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AVBUYER.com Maria Della Posta has been named as the new president of Pratt & Whitney Canada, effective June 1. Della Posta succeeds John Saabas, who has announced his retirement.

Paul Dollman has been appointed as non-executive director of Air Partner plc.

Johnny Gantt

Don Campion

Maria Della Posta

Jeff Schipper

Jeremie Caillet has been appointed vice president, VIP completion programs, Jet Aviation effective immediately, and succeeds Neil Boyle SVP global completions, who has retired.

Don Campion, president, Banyan Air Service has been honoured as this year’s recipient of NATA’s Distinguished Service Award. The award recognizes individuals or organizations, for ongoing outstanding service and contributions to the aviation industry.

Matthew Cram has been named deputy general counsel, supporting Aerion’s development of the AS2 supersonic business jet.

Joe Cugnetti has joined the Duncan Aviation aircraft service sales team as a Bombardier service sales representative.

Johnny Gantt, founder of Texas-based Gantt Aviation has sadly passed away. As was recently said of him, he was a trusted and loyal friend, a devoted husband, dad, and grandfather, a teacher, coach and mentor to so many in and around Georgetown.

Johnny’s legacy will be marked by inspiration to others.

Michael Graham, director of flight operations safety, security and standardization at Textron Aviation and a nominee to the US NTSB, has been honored with Flight Safety Foundation’s Business Aviation Meritorious Service Award.

Kevin Macnaughton has been appointed managing director, charter, Air Partner plc with immediate effect.

Jeff Schipper has accepted the manager of modifications position at the newest Duncan Aviation full-service facility, which is located in Provo, Utah.

Steve Timm has taken over as president, Collins Aerospace avionics business unit just five months after the company merged with UTC Aerospace Systems.

Shane Wehunt was recently hired by leading on-location aircraft, avionics, safety and professional development training provider, GLOBALJET Services, Inc. as professional development program manager.

BizAv Events 2019 The Business of Business Aviation Jun 3 – 7 Daytona Beach, FL, USA www.mentegroup.com

Global Connected Aircraft Summit Jun 11- 13 Torrey Pines, CA, USA www.gcasummit.com

JETNET iQ Summit Jun 4 - 5 White Plains, NY, USA www.jetnet.com/summit

Corporate Jet Investor Asia Jun 12-13 Singapore www.corporatejetinvestor.com

NBAA: Regional Forum Jun 6 White Plains, NY, USA www.nbaa.org

Paris Air Show Jun 17 – 23 Le Bourget, France www.siae.fr

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

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

AOPA Fly-IN Jun 21 – 22 Livermore, CA, USA www.aopa.org

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

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

France Air Expo Jun 13 – 15 Lyon-Bron, France www.airexpo.aero

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

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

Rotor Connect Summit Jun 10 Torrey Pines, CA, USA www.accessintel.com

AeroExpo UK Jun 13 – 15 Wycombe Air Park, Bucks, UK www.aeroexpo.co.uk

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

NBAA: Security Conference Jun 10-11 Bellevue, WA, USA www.nbaa.org

Heli UK Expo Jun 13 – 15 Wycombe Air Park, Bucks, UK www.heliukexpo.co.uk

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

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Aviation Expo China Sep 18 – 20 Beijing, China www.cpbjif.com Revolution.Aero San Francisco Sep 23 – 24 San Francisco, CA, USA www.revolution.aero Global Business Aviation Workshop Oct 3 – 4 Montreal, Canada www. aeropodium.com ❚

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PRODUCTS & SERVICES Global Jet Achieving Ultimate Perfection

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n all aspects of Business Aviation operations, Global Jet continues to offer the highest levels of service and satisfaction to its discerning clients, from their strategically positioned locations throughout Europe.

In 2017 Global Jet opened its offices in Madrid Barajas airport.

Additionally, the Global Jet office in Paris is achieving growth not only by increasing its Fleet, but also by moving into a new modern facility at the airport “Le Bourget”. Finally, in 2018 the Group successfully opened a new Charter Flight department in Monaco in order to meet the demands of its booming activity on the Côte d’Azur.

Charter: Since the beginning of the year, Global Jet announced three new additions to the charter fleet including an exceptional Legacy 650, a Citation CJ2 and a Falcon 2000S that is being refitted.

Sales & Acquisitions: Aircraft sales have been extremely successful for the company in the past few months. Two Gulfstream 550’s, a Global 5000, Global 6000, Global Express, Falcon 7X and a Falcon 2000LX. Global Jet has managed to achieve several new sale mandates including the most recent one, a Phenom 300. An exceptional 2011 EASA compliant aircraft with only 2736 hours and with engines enrolled on JSSI.

AAS Meets Canadian Requirements

Atlas Air Service is now also certified as a maintenance facility by the Canadian Aviation Authority TCCA. As an EASA Part-145 company, the MRO specialist already has approvals from the aviation authorities of Russia, Ukraine, Bermuda and the USA. The country-specific maintenance approvals relate to aircraft types of various manufacturers in which Atlas Air Service is specialized in. Particularly, business jets from Embraer, Cessna, Beechcraft, Hawker and Saab which are serviced by Atlas Air Service according to aviation maintenance regulations www.aas.ag

HOT-STOP ‘L’ Fire Containment Doubles Fireproof Standard

Baker Aviation, the master distributor for the HOT-STOP ’L’ Fire Containment Kits, has released successful test results of the high intensity flame powerplant fire penetration test (FAA AC 20-135) of 30-minutes,

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Aircraft Management: Their aircraft under management include very new types such as the Falcon 8X, the Legacy 650 and the Boeing 787.

With a fleet comprising over 30 aircraft types (for a total of 70+ aircraft) and extensive knowledge for each one, they guarantee for their clients the top-level of safety, experienced crews on board and the most cost efficient operation. Global Jet is one of the largest Gulfstream 650 operators in the aviation industry.

Completion Turn key Projects: Global Jet has been selected to supervise the outfitting of two VVIP Boeing 787 aircraft, confirming the company’s leading position in the wide- body completion management sector. Global Jet manages the entire project from selecting the aircraft, choosing the design agency suitable to their customer’s needs, from deciding on the adequate materials, selecting the completion center, while supervising the entire project to point of delivery.

From the company’s perspective, nothing is left to chance. Global Jet’s growth does not stop here, 2019 is filled with new and very interesting projects. www.globaljetconcept.com

twice the required time to be considered FIREPROOF, as defined by the Code of Federal Regulations 14 CFR 1.1.

Ray Goyco, Jr., President, and COO for Baker explains, “This is an intense powerplant flame penetration test that aircraft OEMs perform with FAA-Registered laboratories. This test is typically a maximum of 15-minutes and is used for official fireproof or fire resistance designations by the CFR www.baker-aviation.com

Soleil Lighting for Global 7500

Bombardier has unveiled the Soleil lighting system, the industry’s most advanced cabin lighting technology, on the Global 7500.

Designed and developed exclusively for the Global 7500, the innovative Soleil lighting system is aviation’s first circadian rhythm-based cabin lighting technology fully integrated with the Flight Management System, and it introduces the revolutionary Dynamic Daylight Simulation feature, which can help combat jet lag.

The Soleil lighting system’s Dynamic Daylight Simulation uses specific combinations of red and blue light wavelengths that studies have shown to help stimulate or suppress the production of melatonin – which assists in regulating the sleepwake cycle and can help contribute to synchronizing passengers’ circadian rhythms to the time at their destination www.businessaircraft.bombardier.com www.AVBUYER.com

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PRODUCTS & SERVICES DC Aviation Al-Futtaim Receives IS-BAH Accreditation

DC Aviation Al-Futtaim (DCAF), a joint venture between Stuttgart-based DC Aviation GmbH and Dubai-based AlFuttaim, has attained the International Standard for Business Aircraft Handling (IS-BAH) Stage 1 accreditation for its Fixed Base Operations (FBO) located at Dubai South.

IS-BAH is the global industry standard on safety management and risk mitigation for business aviation handlers and meets the forthcoming safety management system (SMS) requirements. The audit was conducted by an independent auditor from the International Business Aviation Council (IBAC) www.dc-aviation.ae

FAI Technik Receives FAA Approval

FAI Technik GmbH, the maintenance division of Germany’s FAI Aviation Group, has now received FAA approval for its EASA Part 145 licence. With the certificate in place, the company is fully authorized to perform maintenance, repair and overhaul on US registered business aviation aircraft at its Albrecht Duerer Airport headquarters in Nuremberg. This latest licence follows similar approvals from the Nigerian authorities in October 2018 and from the Cayman Islands and Bermuda in 2017 www.fai-technik.com

FlightSafety Expands Master Tech Program

The new Master Technician Cabin Systems program from FlightSafety International offers a progressive curriculum that follows a five step process. It is designed to provide technicians with the skills required to service and maintain the cabin of the aircraft they support at the highest level.In order to complete the Cabin Systems program technicians must complete five courses. They include Avionics Standard Practices, aeroIT, Cabin Connectivity, Integrated Cabin Management Systems and Cabin Systems Operational Maintenance Program (OMP) www.flightsafety.com www.AVBUYER.com

Flying Colours Renews Seletar Contract with Bombardier

Flying Colours, the North American maintenance, repair, overhaul and completions business confirmed renewal of its agreement with Bombardier Business Aircraft’s Service Centre at Seletar Airport to provide interior services at the OEM’s Singapore facility. The renewed relationship between the two Canadian companies confirms that Flying Colours will continue delivering the full-service interiors offering, including preliminary inspections, repair work, modifications and refurbishments, to complement Bombardier’s comprehensive line and heavy maintenance services www.flyingcolourscorp.com

Garmin Updates G1000 NXi on King Air’s

Garmin announced that a Supplemental Type Certificate (STC) makes many operators of King Air series aircraft, King Air 200/250/300/350, eligible to upgrade their aircraft cockpits to an updated version of the G1000 NXi integrated flight deck.

One feature, a Bluetooth-enabled audio panel for the G1000 NXi, offers an expanded feature set alongside innovative sound quality. Garmin says the new audio panel is a slide-in replacement requiring minor wiring modifications. It includes a 3D audio processing reflecting how people naturally process sound and conversation, differentiating audio sources by their unique locations or seat position www.garmin.com

Gogo AVANCE L3 Now Option for PC-12 NGPilatus

Has selected Gogo Business Aviation’s latest inflight connectivity technology, Gogo AVANCE L3, as a factory option on new production PC-12 NG aircraft.The PC-12 NG becomes the first single-engine turboprop to have the L3 system installed at the factory and because the L3 includes Gogo Vision, it marks the first time passengers on a PC-12 NG will have access to Gogo Vision’s extensive list of features, including movies and television programs www.gogoair.com AVBUYER MAGAZINE ❘ Vol 23 Issue 6 2019 ❘

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PRODUCTS & SERVICES Jet Aviation Stake in Scottsdale

Jet Aviation has acquired a stake in Scottsdale Jet Center, with the intent to build and operate a new, state-of-the-art Jet Aviation branded FBO and tenant hangar by late 2020. The new facility will complement existing tenant facilities at Scottsdale Airport, a top 15 US Business Aviation market wwwjetaviation.com

Jet Aviation & Hawker Pacific Integrated

Jet Aviation has finished integrating its Hawker Pacific operations at Seletar Airport (WSSL) in Singapore, which now runs under the Jet Aviation brand. Jet Aviation acquired Hawker Pacific in May 2018. The two physically adjacent companies each operated MRO and FBO facilities in Singapore wwwjetaviation.com

London Biggin Hill Airport Joins CBAA

London Biggin Hill Airport, UK, has joined the Canadian Business Aviation Association (CBAA).

Andy Patsalides, marketing manager at London Biggin Hill Airport says: “We are proud to be joining the CBAA, Canada’s leading voice for business aviation. Our airport has experienced a significant rise in the number of ultra-longrange jet movements, as more customers from North America choose us as the gateway to London www.bigginhillairport.com

London Oxford Airport in Top Five

London Oxford Airport retained its position in the top five UK business aviation airports during 2018 with some 5,500 business aviation movements logged and a 20% increase in 118 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

passengers in the last year. Its Oxford Jet facility, now into its 11th year, continues to handle more and more medium and large cabin jets, from as far afield as Tokyo www.londonoxfordairport.com

Raisbeck Appoints Baker Aviation

Raisbeck Engineering, a leading provider of performance enhancement systems for business and commercial aircraft, has announced the appointment Fort Worth–based Baker Aviation to its global network of Authorized Dealers.

“As our King Air business continues to grow here in Fort Worth, we believe this new dealership is the right direction for our company,” said Stan Baker, III, Baker Aviation President.

“We look forward to offering more performance enhancing options to our King Air clients and I am confident that this is the beginning of a long and productive relationship with Raisbeck.” www.baker-aviation.com

Rolls-Royce Expands Services Infrastructure for BizAv

Rolls-Royce announced that it is further strengthening its global network of Authorized Service Centers (ASC) for CorporateCare customers.

The global ASC network forms an essential component of Rolls-Royce’s services portfolio for business aircraft and adds to its existing global aftermarket capabilities. Rolls-Royce has 76 ASCs with key maintenance providers worldwide allowing for rapid response times to meet its customers’ needs.

The latest member of the ASC network is Bombardier’s Tianjin Service Center, supporting the BR710A2 engines, which power the Bombardier Global Express, Global Express XRS, Global 5000 and Global 6000 aircraft.

"As the leading engine supplier in business aviation we power more than 3,000 aircraft worldwide, of which more than 400 are based in the Asia-Pacific region. Our powerful network of strategically placed Authorized Service Centers worldwide ensures we deliver outstanding levels of in-service support," said Andy Robinson, Rolls-Royce, SVP Services - Business Aviation.

“The newly introduced CorporateCare Enhanced aftermarket service covers an even wider range of support items for our engines, including maintenance for the nacelle, engine build-up and thrust reverser unit-related services for the Pearl15, BR710 and BR725,” he said www.rolls-royce.com www.AVBUYER.com

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PRODUCTS & SERVICES SR Technics Breaks Ground on Malta Center

SR Technics, a world leading MRO service provider, announced the ground breaking of the new six-bay hangar including significant back-shop facilities for its center of excellence (CoE) for aircraft maintenance in Malta www.srtechnics.com

New HQ in Dubai for Success Aviation

In response to the growing demand for safe, efficient and comfortable air travel experiences, international trip support provider Success Aviation Services has recently opened its regional headquarters in the world-class Dubai Silicon Oasis.

Success Aviation’s new hub boasts a modern Operations Room which provides 24/7 over watch and flight support to clients through the Dispatch Centre Team www.success.aero

Tag Completes 60Month Check on Global 6000

TAG Aviation’s Maintenance Services Centre in Geneva has completed its first 60month check on a Bombardier Global 6000 aircraft. The aircraft which is owned by a private customer underwent its first heavy maintenance check which included routine inspections and repairs, as well as a deep clean of the aircraft’s cabin www.tagaviation.com

Tamarack Active Winglets AD

European regulators issued an emergency airworthiness directive requiring Tamarack’s active winglets, installed as a retrofit on nearly 100 Cessna Citation jets, to be deactivated before further flight, though the FAA did not immediately follow suit. A fix has already been approved, and the company is covering the cost. The European Union Aviation Safety Agency (EASA) emergency airworthiness directive cited flight crew reports that the active load alleviation www.AVBUYER.com

system (ATLAS) installed with Tamarack winglets malfunctioned, causing “upset events where, in some cases, the pilots had difficulty to recover the airplane to safe flight.” www.tamarackaero.com

Universal Avionics Reveals Advanced Flight Deck

Universal Avionics (UA) returned to EBACE last month, where they presented a hands-on demonstration of the ClearVision Enhanced Flight Vision System (EFVS) with SkyLens Head-Wearable Display (HWD) and InSight Display System.

The ClearVision EFVS solution with SkyLens HWD is a costeffective and more modern alternative to a traditional fixed Head-Up Display (HUD). The SkyLens high-transparency visor presents high-resolution symbology/imagery, including Enhanced Vision System (EVS), Synthetic Vision System (SVS), and Combined Vision System (CVS) for superior see-through transmission in all weather conditions, day and night www.uasc.com

Universal Aviation Celebrates New BizAv Centre

Universal Aviation Singapore celebrated the official inauguration of the new Seletar Business Aviation Centre (SBAC) and its new operations offices.

“The official grand opening of the new SBAC is a historic moment in the history of business aviation in Singapore and will elevate the experience of private operators to Seletar Airport (WSSL),” said Greg Evans, Chairma www.universalaviation.aero

VistaJet Launches VistaPet

VistaJet, a leading global business jet charter operator, recently launched VistaPet, which they say is the most comprehensive program designed to ensure all passengers, even those with four legs, feel welcome.

The company says it has seen a 104% increase in animals flown in the last two years and that a quarter of all its passengers fly with their loyal companions.

VistaJet say most pet owners distrust airline care of their pets, and so, VistaPet was conceived in collaboration with experienced veterinary practitioners, groomers, and dietitians to respond to the need and challenges when traveling with animals. This new offering includes care kits, sleep mats and balanced menus www.vistajet.com AVBUYER MAGAZINE ❘ Vol 23 Issue 6 2019 ❘

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Jetsense Aviation 1998 Citation X June.qxp_Empyrean 21/05/2019 10:34 Page 1

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Call for Pricing 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

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Jetsense Aviation CJ3 June.qxp_Empyrean 21/05/2019 10:35 Page 1

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Price: $3,475,000 2006 Citation CJ3 Serial Number: 525B-119 Registration: SE-RMB Airframe TT: 4797.5 Landings: 4070 ! ADS-B Out/WAAS/LPV per Textron Cessna SB (2020 Compliant) ! TAP Blue ! ProParts ! Dual Collins 3000 FMS ! TCAS II version 7.1 ! EASA DFDR, CVR, and Class A EGPWS ! Option to change the large bar to an extra side-facing seat for an 8th passenger ($140k USD Upgrade) ! XM Weather ! EU OPS 1 ! Recent Doc 16 (Gear) Engines Left engine Right engine Description: Williams FJ44-3A Williams FJ44-3A S/N: 1412453 141246 THSN: 4719.6 Hours 4770.1 Hours TCSN: 4021 Cycles 4049 Cycles TSO: 228.7 Hours 849.9 Hours Program: TAP Blue TAP Blue Avionics COLLINS PROLINE 21 • WX-1000E Lightning Detection • TTR-4000 TCAS II • Electronic Charts • Dual Collins FMS-3000 • Mark VIII EGPWS • HF-9000 (Provisions Only)

• Cockpit Voice Recorder • JAA Flight Data Recorder • Voice Annunciator • XM Weather Interior • Seven (7) Passenger Interior, including Belted Lav Seat • Aft Lav (Belted) and Forward RH Galley • Option to change the large bar to an extra side-facing seat for an 8th passenger ($140k USD Upgrade) Exterior Base Paint Color Matterhorn White Stripe Colors Phantom Gray Metallic General specifications Seating 2/7 Baggage (CuFt Ext/Int) 65/0 Cabin Height (Ft) 4’9” Cabin Width (Ft) 4’10” Cabin Volume (CuFt) 359.68 Seats Full Range (NM) 1,340 Balance Field Length (Ft) 3,354 Landing Distance (Ft) 3,210.03 Average Block Speed (Kts) 403 Normal Cruise Speed (Kts) 403 Long Range Cruise Speed (Kts) 342 Fuel Usage (Gal/Hr) 166 Service Ceiling (Ft) 45,000 Useful Payload with Fuel (Lbs) 756 Max Take Off Weight (Lbs) 13,870 Max Landing Weight (Lbs) 12,750 Basic Empty Weight (Lbs) 8,370 Max Fuel Weight (Lbs) 4,592

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 6 2019 ❘

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Jetsense Aviation G200 June.qxp_Empyrean 21/05/2019 10:36 Page 1

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Call for Pricing 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

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Jetsense Aviation Hawker 400XP June.qxp_Empyrean 21/05/2019 10:37 Page 1

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Call for Pricing 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 Long Range Cruise Speed (Kts) 400 Fuel Usage (Gal/Hr) 214 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

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 6 2019 ❘

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Jetsense Aviation King Air 350 June.qxp_Empyrean 21/05/2019 10:38 Page 1

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Price: $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

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Jetsense Aviation King Air B200 June.qxp_Empyrean 21/05/2019 10:39 Page 1

S H O W C A S E

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 www.AVBUYER.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com AVBUYER MAGAZINE ❘ Vol 23 Issue 6 2019 ❘

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Jet HQ Citation Latitude June.qxp_Empyrean 21/05/2019 10:59 Page 1

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New to Market - MAKE OFFER

2015 Citation Latitude Serial Number: Airframe TT: Landings:

0018 1,153 845

! ADS-B Out Equipped ! Garmin 5000 Avionics ! One Owner – Low Hours ! EASA Certified Airframe PW306D1 Left Eng. Right Eng. S/N: CN0031 CN0032 Total Hours: 1,153 1,153 Total Cycles: 845 845 APU Serial Number: P677 Total Hours: 652 Engines Maintenance Tracking CESCOM Avionics Garmin 5000 with Four 14” Landscape Color Touchscreen LCD Control Panels Dual VHF Communication and Navigation Transceivers Dual Distance Measuring Equipment (DME 4000) Dual Mode S Diversity Transponders with ADS-B Out Dual Integrated Flight Management System (FMS) with GNSS/SBAS Synthetic Vision Technology (SVT) Integrated Class A Terrain Awareness Warning System (TAWS) Dual Attitude Heading Reference (AHRS) Automatic Flight Control System (AFCS)

Full Flight Regime Auto Throttles Dual Flight Management SystemsLNAV/VNAV/LPV Artex 406 MHz Emergency Locator Transmitter (ELT) Dual Global Positioning System-GPS/WAAS/VHF Electronic Standby Flight Display- VOR/ILS Single Channel Garmin Iridium SatCom System Cockpit Voice Recorder (CVR) GRA 5500 Radar Altimeter (TCAS/TAWS) GTS 8000 TCAS II- Compliant with Change 7.1 GWX Weather Radar System (WATCH) AirCell Aviator 300. Single Radio ALT Interior Number of Passengers: Nine (9) Passengers Cabin Configuration: Two (2) Place Divan Followed by a Double Club Seating Arrangement with Two Forward Facing Seats in the back of the Cabin Lavatory Locations: Aft; Belted Seat; Vanity Cabinet; Temp Controlled Water; Additional Storage Refreshment Center: Left-Hand; Hot and Cold Beverage Capacity; Ice Drawer; Numerous Storage Areas; Provisions for Catering; Microwave Other Notable Features: Side Ledges with Multipurpose Areas for Personal Electronic Devices; Flat Floor; Cabin Management System includes One iPad with CMS Installed; Four Individual 220V AC Outlets; Eight Individual USB Charging Ports Exterior Base Paint: Overall Snow White. Stripe Colors: Blue, Dark Blue and Grey Multiple Metallic Aircraft Location: Istanbul, Turkey

Jet HQ Rebecca Johnson, Sales Director Contact sales@jethq.com for additional info

126 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

Tel: +41 78 924 14 20 Email: sales@jethq.com

www.AVBUYER.com

Jet HQ King Air 350i June.qxp_Empyrean 21/05/2019 11:00 Page 1

S H O W C A S E

MAKE OFFER

2016 King Air 350i Serial Number: Airframe TT: Landings:

FL-1040 911 739

! ADS-B Out ! Aircell ATG-5000 WIFI ! Low Hours- 911 Since New ! Collins Pro Line Fusion ! Fresh Textron Pre-Buy Assurance Program Inspections Airframe Maintenance Tracking: Traxxall Engines PT6A-60A Left Eng. Right Eng. S/N: PCE-PK 2093 PCE-PK 2091 Total Hours: 911 Hours 911 Hours Total Cycles: 739 Cycles 739 Cycles Engine Program: Power Advantage Propellers Hartzell 4 Blade Composite Props Left Eng. Right Eng. S/N: FWA 5865 FWA 5843 Total Hours: 911 Hours 911 Hours Avionics Collins Pro Line Fusion Three 14 inch touch screen displays Synthetic Vision System (SVS) Graphical Flight Planning Integrated Charts and Maps Engine-indicating and crew alerting system (EICAS)

Full Multi-sensor Flight Management System (FMS Multi Scan Weather Radar (Collins XMWR-1000) Integrated Terrain Awareness and warning system iTAWS) Traffic Alert and Collision Avoidance System (TCAS II) w/ Ch. 7.1 Automatic Flight Guidance System (AFGS) DO-260B compliant ADS-B SBAS-capable GNSS Localizer Performance and Vertical Guidance (LPV) approaches Radius-to-Fix (RF) Legs Artex ELT C406-N Interior Nine (9) passenger interior configuration including an aft jump seat.

Double Club Executive Seating with Fold Out Tables Electronic Window Shades Soundproofing and Smart Noise Cancelling Technology Exterior Matterhorn white w/black & platinum stripes; black wing lockers & engine nacelles Additional Equipment/ Cabin Electronics Aircell ATG 5000 WiFI XM Radio Belted LAV Dual Aft Body Strakes Raisbeck Nacelle Wing Locker

Jet HQ Garett Jerde, Sales Director Contact sales@jethq.com for additional info

www.AVBUYER.com

Email: sales@jethq.com

AVBUYER MAGAZINE ❘ Vol 23 Issue 6 2019 ❘

127

Mesotis June.qxp 21/05/2019 15:19 Page 1

S H O W C A S E

Cessna Citation Bravo Serial Number: Registration: Airframe TT: Landings:

550B-0865 OM-ATS 6703 6238

EU-OPS 1 Compliant • Engines on Power Advantage • Airframe on ProParts • On Cescom • New carpet • Interior partly refurbished • Paint touch-up • New de-icing boots • Universal UNS-1LW with LV/LPW monitor • Lifeport stretchers and oxygen distribution system

Engines Engines 1 / 2: 6393 / 6196.1 Cycles 1 / 2: 5991 / 5825 Avionics & Connectivity Honeywell Avionics Suite • COM 1 & 2 Honeywell KY196B • NAV 1 & 2 GS 1 & 2 Bendix-King KN53 • ADF Bendix-King KR87 • DME 1 & 2 DM441B • Marker KMR675 • FMS GNS-XLS • XPDR Mode S EHS MST67A • ENCODER 1 & 2 AZ850 • Radio Altimeter Collins ALT55B • Wx-Radar Honeywell Primus 660 • Autopilot IC 600 • TCAS II change 7 TPU 67A

• EGPWS Honeywell Mk. VII • SSFDR Fairchild 980-4700-025 • CVR L3 Communications A 200S • ELT Artex C406-2 • Audio Intercom AvTech 5636-1 • EFIS / FMS Honeywell Primus 1000 Suite • FLT- & MFD Display Honeywell DU-870 Interior & Entertainment EXTRAORDINARY CABIN DESIGN Eight seats configuration: • One forward rear facing seat • Four place forward club • Two facing single seats • One belted lavatory seat Make Offer

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

60-302 ES-PVP 5711 3288

EU-OPS 1 Compliant • ESP Gold • On CAMP • Airshow 400 • 15.1“ & 10,4“ TV Monitors • DVD & CD Player • Microwave oven • Irridium Phone System • Fresh 12 years inspection

Engines Engine #1. Model PW305A Total Time 5559. Cycles 3194 Engine #2. Model PW305A Total Time 5559. Cycles 3194 Avionics & Connectivity Rockwell Collins Pro-Line 4 EFIS including: FMS Universal UNS-1 E GPS Universal UNS-1 E NAV 2 Rockwell Collins VIR-432 with FM Immunity DME Rockwell CoIlins DME-442 ADF Rockwell CoIlins ADF-462 AFCS APG FCC-85OA Autopilot APG FCC-85OA VHF COM Rockwell Collins VHF-422C HF COM Honeywell KTR-953 SATCOM Iridium ICS-200

Mesotis Jets Thomas Thums Fleischmarkt 7/3 1010 Vienna Austria

128 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

SELCAL JETCAll-5 RADAR RTA-854 RADAR ALT Rockwell Collins ALT-4000 XPNDR Rockwell Collins TDR-940 Mode S EGWPS Honeywell Mark V TCAS II Rockwell Colllns TTR-4000 with Change 7.1 CVR Universal CVR-120 FDR L3 Communications FA-2100 Lightning Sensor L3 Communications WX-1000E ELT Artex C406-2 with NAV interface Interior & Entertainment Eight (7+1) seats: Fwd 2 place seating RH 3 place divan 2 place club seating 1 belted toilet seat Make Offer

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

www.AVBUYER.com

AirGo May.qxp 21/05/2019 15:21 Page 1

NEW AVANTI EVO

AirGO AOC Package

©PiaggioAerospace

German AOC operation by most experienced Avanti operator with the largest Avanti fleet in Europe. Fast and easy enrolment: • No enrolment cost • Increased Engine TBO interval to 4100 h in AirGO operation only • Experienced pilots… Just buy and fly!

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

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

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

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

2018 AVANTI EVO

Sold with 5-years warranty on airframe, engines, avionics, operated by AirGO with charter income. No enrolment fee. Experienced pilots – Just buy and fly!

75 h SNEW / Increased Engine TBO interval to 4100 h in AirGO operation only Demonstrator sold by Piaggioaero / ADSB out & LPV / polished leading edges Proline 21 with Electronic Charts and Maps Overlay Paperless Cockpit & London City Steep Approach approved Second GPS Garmin 400 / Satellite Phone / USB power outlets CABIN • VIP 7 seat cabin arrangement with 4 single passenger seats in club arrangement with dual executive tables, 1 forward-facing club seat, two-place divan • Refreshment center, additional cabinets & under seat stowage floor drawers • Zinc Grey leather upholstering, wood medium-brown wenge, power outlets • Fully enclosed lavatory and wardrobe

Special Deal Please Call

Avionics: Collins Pro-Line 21 with IFIS-5000 EFIS w/ EIS: Three Collins AFD-3010 w/ Dual DCP-3030, Single CCP-3000 RMS: Collins RTU-4200, CDU-3000 COM: Dual Collins VHF-4000 Transceiver 8.33kHz NAV 1: Collins NAV-4000 VOR/ILS/MKR/ADF NAV 2: Collins NAV-4500 VOR/ILS/MKR DME: Collins DME-4000 (3-Channel)TRANS: Dual Collins TDR-94D Mode-S Flight ID Diversity Transponder / Dual Baker B1045 / ADS: Dual Collins ADC-3000 XPDR: Collins RTA-852 Color Turbulence Detection Radar w/ 12" Antenna FMS: Collins FMC-3000, CDU-3000, DBU-5000 / GPS: Collins GPS-4000S FGS: Dual Collins FGC-3003, Three SVO-3000 Servos, Single FGP-3000 FGP AUDIO: AHRS: Dual Collins AHC-3000 and FDU-3000 DIAGNOSTIC: Collins MDC-3110 / DATA CONCENTRATOR UNIT: Collins DCU-3001 STANDBY INSTRMENT CLUSTER: L-3 Communications GH-3100 ELT: Artex C406 (3 Frequency) / HEADSET: Dual Telex 850 ANR w/ Boom & Mic TCAS: Collins TTR-4000 TCAS II w/ Dual Collins TRE-920 Antennae RVSM and CAT II Compliant AirGO Private Airline GmbH Am Finther Wald 5833 D-55126 Mainz / Germany

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

Fly smart – Fly Avanti www.AVBUYER.com

AVBUYER MAGAZINE ❘ Vol 23 Issue 6 2019 ❘

129

S H O W C A S E

Aero-Dienst GmbH June.qxp_Empyrean 21/05/2019 11:17 Page 1

S H O W C A S E

1980 Learjet 35A Serial Number: 341 Registration: M-EASY Airframe: 6546:15 Landings: 4805 • Low time • Engines on MSP Gold • Raisbeck ZR Lite and Aft Body Locker • Spectrum ambulance provisions • Mid-cabin configuration with Cargo Door • Cabin refurbished 2011 • TCAS II 7.1, FDR, CVR-120, TAWS, Dual FMS, Dual EHSI, Dual Mode S, MFD, HF, ELT C406-2 • Hangared at Home Base • Aero-Dienst CAMO & Maintenance • CAMP Maintenance Tracking • Phase C completed in April 2019 • RVSM, MNPS, B-RNAV, RNP-5 approved • Delivered ADS-B out (V2) & P-RNAV compliant Engines Engine 1 Model Honeywell TFE-731-2-2B. Serial No. P-74924 Maintenance Service Plan Honeywell MSP Gold Total Time 6370:34 hrs. Cycles 4674 Engine 2 Model Honeywell TFE-731-2-2B Serial No. P-74897 Maintenance Service Plan Honeywell MSP Gold Total Time 6324:26 hrs. Cycles 4672 Avionics and other features • Collins Pro Line II Avionics • Dual VHF-22C COMMs with 8.33 kHz Spacing

• Dual VIR-32 NAVs /LOC/GS/MKR with CTL32 Control Units • Dual DME-42 DMEs with CTL-32 Control Units • Dual TDR-94D Mode S Transponders w/ Enhanced Surveillance • Dual ADF-60A with CTL-62 and CAD-62 • Collins ALT-50A Radio Altimeter • Collins WXT-250A Weather Radar • Universal MFD 640 w/ WX Controller RP-1008 Additional Equipment • Raisbeck ZR LiteDrag Reduction Kit • Raisbeck Aft Body Stowage Locker • Honeywell Digital Electronic Engine Controls (DEEC) • Center pedestal enlargement Interior • The executive 8-place mid-cabin passenger configuration features an aft three place divan, four individual swivel seats and a belted forward LH lavatory seat with privacy curtain.

• Mid-cabin cabinet with liquid dispenser and storage drawers.

• Overhead panels w/ reading light, air vents, indirect lightning and oxygen masks.

• Large baggage compartment (40 cu.-ft) behind aft divan • Cabin seats, armrest ledges and Dadopanels finalized in beige leather Exterior • Overall white with one grey and two blue accent stripes from nose to tail.

• Good condition Asking Price: $995,000 net

Aero-Dienst GmbH Andreas Strabel Flughafenstrasse100, 90411 Nuremberg, Germany

130 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

Tel: +49 911 93 56-121 Email: andreas.strabel@aero-dienst.de www.aero-dienst.de

www.AVBUYER.com

Sky Service May.qxp_Empyrean 21/05/2019 15:22 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.fourcart@skyservice.be

AVBUYER MAGAZINE ❘ Vol 23 Issue 6 2019 ❘

131

Air Fleet Leasing and Management June.qxp_Heeren Cit Ultra sep 23/05/2019 09:56 Page 1

S H O W C A S E

Boeing 727-100REW “Super 27” Executive PRICE REDUCED! PLEASE INQUIRE FOR DETAILS • Trans-oceanic Navigation Systems FANS – CPDLC CERTIFIED • Engines JT8D-217C; JT8D-9A • Centurion Maintenance Program • FAA Certified Long-range Fuel Tanks • TURNKEY – IMMEDIATELY READY FOR SERVICE

For further details please contact: Daniel E. Boyajian

132 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

Air Fleet Leasing and Management Company, Inc. 1209 Ward Avenue – Suite 100 West Chester, PA 19380

Tel: +1 (610)-436-4875 Fax: +1 (610)-436-1185 E-mail: DEB@airfleetsales.com

www.AVBUYER.com

P133-136.qxp 21/05/2019 16:20 Page 1

Bombardier Global 5500

Milcham Aviation Price:

$12,900,000

Year:

2020

S/N:

TBD

Reg:

N-TBD

TTAF:

-

Location: USA

Bombardier Challenger 650

Price:

$8,900,000

Year:

2019

S/N:

61XX

Reg:

N-TBD

TTAF:

00

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

Milcham Aviation Price:

$3,990,000

Year:

2019

S/N:

207XX

Reg:

TBD

TTAF:

00

Location: USA

Bombardier Learjet 40XR

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

Milcham Aviation

Location: USA

Bombardier Challenger 350

M A R K E Tel: +1 (305) 452 62610 T E-mail: sales@milcham.lu P L BRAND NEW BOMBARDIER GLOBAL 5500 DELIVERY 2020 A FRACTIONNAL OWNERSHIP 1/4 AT 12.900.000,00 USD. C FULL OPERATION INCLUDED. UNDER PUBLIC TRANSPORTATION COMPANY. ANNUAL OPERATION FEES 1.300.000,00 USD PER E

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

Tel: +1 (918) 292 8490 E-mail: mcantrell@flyomni.com

Mallory Cantrell Price:

$2,195,000

ADS-B

Year:

2008

UNS-1Ew (GPS/WAAS/LPV)

S/N:

2095

Wi-Fi GoGo AVANCE L3 Max

Reg:

N27AX

TTAF:

6767

MSP Fresh A-D Inspection by Duncan Aviation U.S. Pedigree Since New

Location: USA

Beechcraft King Air 350

Tel: +1 (918) 292 8490 E-mail: mcantrell@flyomni.com

Mallory Cantrell Price:

Please Call

Year:

1990

S/N:

FL-4

Reg:

N10K

Thorough and extensive maintenance since new

TTAF:

7112

Dual Aft Strakes

Two U.S. operators since new (Florida ‘90 - ’96 & Oklahoma ‘96 - present) Engines with less than 600 hours since overhaul Immaculate paint & interior

Location: USA

www.AVBUYER.com

AVBUYER MAGAZINE ❘ Vol 23 Issue 6 2019 ❘

133

P133-136.qxp 21/05/2019 16:20 Page 2

M A R K E T P L A C E

Bombardier Challenger 604

Richard Arredondo Price:

Please Call

Year:

2003

S/N:

5568

Reg:

N456HK

TTAF:

4747.2

Location: USA

Zaher Deir

Boeing 737

Price:

Please Call

Year:

1981

S/N:

22431

Reg:

VP-CAQ

TTAF:

9674

Location: UK

Gulfstream G450

Sally Obrien

Tel: +1 (832) 577 9396 E-mail: arredondo.tavaero@gmail.com 12 Passenger Configuration. FANS 1/A+ CDPLC (Installed 03/2019].

TCAS II 7.1. Precision Plus. Airframe: On SmartParts Plus Program.

Engine: Model CF-34-3B. Engine 1 & 2 TTSN: 4747.2. Engine 1 & 2 TCSN: 2671. GE OnPoint Program. Avionics: 6 TUBES EDS / COLLINS PROLINE 4 AVIONICS SUITE. Dual Collins FMS. Triple IRS. ADS-B, ADS-C. Interior installed 2003, twelve (12) place executive configuration. Cabin features four (4) oversized club seats with fold out tables. Aft four (4) place club seating with collapsible table, and four (4) place divan. Forward Galley, includes microwave, warming oven, coffeemaker, large ice draw, and sink with hot and cold water.

Ext: Overall white, brown & gold accent stripes. WAAS/LPV capability. Precision Plus. Pulse Lights.

Tel: +44 (0)771 180 6585 E-mail: zaher@jetconnections.co.uk BOEING 737-200 ADVANCED ----- VP-CAQ S/N 22431/803 This aircraft was purchased new from Boeing as a B737-200 Advanced, delivered from Boeing in October 1981 on the Swiss registry. The VIP Completion was facilitated by Air Research Aviation in Long Beach, California, for the installation of the 19 passenger (plus four flight attendants) corporate interior and auxiliary fuel tanks.

The final interior was completed in November 1982 and the aircraft entered service at that time. The original owner was owner operator

by Petrolair System S.A. until 1997 when it was purchased and operated by the world renowned mogul Wayne Huizenga.

Tel: +1 (603) 393 9665 E-mail: sallyobrien@nhbb.com

Price:

$23,750,000

Year:

2016

S/N:

4351

Aircraft Parking in Hanger always.

Reg:

N332MB

Please ask for Brochure for specific details or inquire

TTAF:

791.5

Aircraft in Excellent Condition, Low Hours, Low Airframe Landings.

Location: USA

Cessna Citation Bravo

Miroslav Gnamus Price:

$1,100,000

Year:

2001

S/N:

550-0972

Reg:

S5BBL

TTAF:

2970

Location: Slovenia

Hawker Beechcraft 850XP

Alexa Reisner Price:

$2,700,000

Year:

2006

S/N:

258800

Reg:

N269AA

TTAF:

2,385

Location: USA

134 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

Tel: +386 15 13 12 01 Cell: 386 41 66 29 35 E-mail: acmg@siol.net One of the lowest time EU-OPS compliant Citation Bravo on the market. Currently undergoing Phase 5 and other scheduled inspections, will come out completely clean in May 2019. Two operators since new, no programmes for engines or parts. Airframe: 2970 hours since new. Engines: Pratt & Whitney 350A. Avionics: EFIS: HONEYWELL PRIMUS 1000 3 TUBES. VHF: (DUAL) HONEYWELL KY196B. VOR: (DUAL) HONEYWELL KN 53. DME: (DUAL) HONEUWELL 441B. FMS/GPS: UNIVERSAL UNS 1K. ADF: (DUAL) HONEYWELL KR 87. Exterior: Overall white with blue and orange striping. Interior: 8 pax – Tan leather and dark carpet - 7 seats and aft belted lav – Fwd LH refreshment center – Heated Mapco – Cold drink storage - Monorail sunvisors – Cockpit muter switch

Tel: +1 (561) 948 2798 E-mail: alexa@ecsjets.com Airframe enrolled on Textron Pro Parts. Engines and APU enrolled on MSP Gold. Aircell ST-3100 Phone Equipped. Pulselight and Emergency Lighting Systems Equipped. Airframe: Total Landings Since New 1,475 Landings. Home Base West Palm Beach, FL. Maintenance Tracking Flight Docs. Certification Part 135. Avionics: The Hawker 850XP is equipped with an integrated, Pro Line 21 avionics suite. A general summary of this aircraft’s avionics suite is as follows (Unit Descriptions in bold indicate optional/added equipment). Entertainment: Display/ TV Monitor(s). Airshow System Cabin Audio/ Video System

www.AVBUYER.com

P133-136.qxp 21/05/2019 16:20 Page 3

Gulfstream V

Louis Steven Price:

$10,995,000

Year:

1998

S/N:

543

Reg:

N643GA

TTAF:

6,504

Location: UAE

Boeing 737

BA Amadou Price:

Make Offer

Year:

1990

S/N:

24673

Reg:

TT-EAZ

TTAF:

55393

Location: Africa, Chad

Bombardier Challenger 605

Andrew Starovoitov Price:

$10,950,000

Year:

2009

S/N:

5803

Reg:

RA-67227

TTAF:

3202

Location: Germany

Cessna Citation Bravo

Rene Schmid Price:

$1,480,000 No VAT

Year:

2000

S/N:

550-0946

Reg:

HB-VMX

TTAF:

10047

M A R K E Tel: +971 563 452 106 T E-mail: louis@wallanaviation.com P L - Excellent US histroy turn-key forward galley GV A - Spacious 14x pax cabin layout with crew rest C - Engines enrolled on Rolls Royce Corporate Care E - APU enrolled on MSP Gold - FANS 1/A, CPDLC, ADS-B Out upgrades - Primus Elite DU-885 - Enrolled on Honeywell HAPP - Enrolled on Honeywell MPP - Enrolled on Rockwell Collins CASP - SWIFT Broadband High Speed Data

Tel: +221 77 569 14 18 E-mail: aerotech@orange.sn NEXT DUE CHECKS B737-322 MSN 24673. TCSN = 38383.

Boeing Program: A Checks every 250 hours (A and Multiple A tasks).

C Checks every 4 000 hours ( C and Multiple C Tasks). Main Structural Inspection (HMV) 24 000 hours.Aircraft covered by Boeing MPD. Maintenance checks: NEXT DUE at 55 639.14 Hrs. REMAINING. Last "A" check Done "A4" 55 389.14. Juin 2014.

A5 at 250 hours 55 639.14 Hrs. 246 Hrs. Last "C" check Done "C2".

55 348 Hrs / Oct 2012. "C3" Check (Interval 4000 Hrs). 59348 Hrs. 3955 Hrs. Last "HMV" Check Done "H04". 49965 Hrs / 05 May 2008 "HMV5 (D5) check Interval24000 Hrs. 73965 Hrs. 18572 Hrs

Tel: +7 925 881 2209 E-mail: a.starovoytov@tiberagroup.com Airframe TT: 3202. Airframe Cycles: 1636. Engines CF34-3B. Engine # 1 TT: 3202. Engine # 1 Cycles: 1656.

Engine # 2 TT: 3202. Engine # 2 Cycles: 1661.

APU 3800804-1. APU TT: 4065.

48/96 months, OH of landing gears and factory OH of APU were completed in January 2019.

All SB's, scheduled maintenance, inspection performed by Lufthansa Bombardier Aviation Services (LBAS) due 22 Mar 2019. Price Reduced

Tel: +41 (0) 448 288 888 E-mail: r.schmid@lionsairgroup.com - Dual Cabin Layout: 8 PAX VIP or EMS single / dual stretcher configuration - Fresh 10'000 hrs / X-Ray inspection - Airframe on Manufacturers Pro Parts and Engine Power Advantage program - on CAMP - on EASA AOC and CAMO - considering trade-in Cheyenne III / 400 or King Air

Location: Switzerland

Pilatus PC-12/45

Dick Foreman Price:

Please Email

Year:

1995

S/N:

114

Reg:

N121RF

TTAF:

3735

Location: USA

www.AVBUYER.com

Tel: +1 (203) 327-2800 E-mail: raf@rafamedia.com SN#114 – 1995 (ORIGINAL owner) – PRICE - $1.995MM. TTAF: 3735– (215 SMOH - November 2017 by Vector [StandardAero]).

Annual completed - 1/2019. Prop due – 4/2019. Pitot/Static due – 11/2019. NDH. All maintenance thru Atlas Pilatus Service Center.

All Chapter 4 & 5 items completed (including 2-Wing Pulls).

AVIONICS: Garmin 650 (with NOS charts-safe taxi). Garmin 750 (with NOS charts-safe taxi). Garmin 350H audio panel/remote ATC replay.

Sandia Air Data Computer. EFIS 40/50 - dual. Dual AHRS. Ground Clearance Switch. Standby EPS. PNI 400 Flat Compass. OTHER: Survival 8-13-person raft (w/canopy). ACR PLB-375 406 beacon.

8 Life Vests. Main Door Winter Insulation Cover

AVBUYER MAGAZINE ❘ Vol 23 Issue 6 2019 ❘

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M A R K E T P L A C E

Tel: +1 (703) 917 9000, +1 (703) 568 9466 E-mail: sales@capitaljetgroup.com

Capital Jet Group, Inc

Pilatus PC-12/47

Price:

Please Call

Year:

-

S/N:

792

Reg:

N775CC

TTAF:

2547

Location: USA

Two owners since new. Garmin 750/650 WAAS LPV, ADS-B IN/OUT, Dual EFIS 50, 2nd AHRS, GMX 200, KMH 980, WX-500.

Supplemental A/C, 6+2 BMW Platinum interior, Pulse Recognition Lights, Pilatus maintained, fresh annual inspection & prop overhaul, ready to go for new owner. Airframe: Cycles: 1791. Engines: PT6A67B. Avionics: 5” Pilot and co-pilot EFIS 50. 2nd AHRS. Garmin GMX 200 with XM Weather. Garmin GTN 650/750 Nav/Com/GPS. GMA 340 Audio Panel. BMW Platinum Interior Upgrade. 6 Executive Sport + 2 Standard Seats in Aeronappa Warbler. Ext: Snow White Base.

Black Velvet Lower. Accent Stripes of Antique Silver and Gold

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

Alberth Air Parts

+1 832 934 0055

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

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Stronger Together

Models ranging

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Electric Towbarless Certified Easy to Use Universal Rugged Simple to Maintain www.

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Aero Dienst .........................................................130

Donath Aircraft Services ..................................107

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Aircraft BlueBook.................................................66

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

Mesotis Jets ........................................................128

Aircraft Finance Corporation................................9

Eagle Aviation........................................................11

NBAA-BACE ......................................................113

AirGo ....................................................................129

ElliottJets ...............................................................57

OGARAJETS...........................................1, 24 - 25

Airfleet Leasing & Management......................132

Engine Assurance Program ...............................75

Par Avion..............................................................105

AOPA ......................................................................65

Freestream Aircraft ..............................................43

Sky Aviation Holdings .........................................85

Aradian Aviation....................................................83

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AvBuyer.com .........................................................66

Global Jet Monaco .......................................... 5 - 8

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Avjet Global ................................................. 36 - 37

Hatt & Associates.................................................23

SmartSky Networks .............................................31

Avpro ..............................................................12 - 15

JetBrokers......................................................46 - 47

Sparfell & Partners ......................................32 - 33

Boutsen Aviation ..................................................53

Jetcraft Corporation ..........................28 - 29, 140

Textron Aviation Pre-Owned ..............................95

Central Business Jets .......................................139

Jeteffect .........................................................38 - 39

The Jet Business..........................................19 - 21

Conklin & de Decker............................................50

JetHQ ..........................................................126-127

The Private Jet Company....................................99

Corporate Concepts ..........................................51,

JETNET...................................................................56

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Dassault Falcon Jet ..................................2 - 3, 27

Jet Sense Aviation ..................................120 - 125

Wright Brothers Aircraft Title .............................67

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AvBuyer (USPS 014-911), June 2019, Vol 23 Issue No 6 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

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AVBUYER MAGAZINE ❘ Vol 23 Issue 6 2019 ❘

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Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRCRAFT

AIRBUS

60 . . . . . . . . . . . . 29, 45, 61, 99, 128, . . . . . . . . . . . . . . . 140 60SE . . . . . . . . . . 139 75. . . . . . . . . . . . . 14, 140

ACJ 318 . . . . . . . 21 A318 Elite . . . . . 5 ACJ319 . . . . . . . . 32, 53 A319 VIP . . . . . . 5 A380-800 . . . . . . 32

CESSNA Citation

AVANTI EVO . . . . . . . . . . . 129

BAE AVRO RJ70. . . . . 53

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 21 BBJ MAX 8 . . . . . 5 727-100REW . . . 132 737 . . . . . . . . . . . 51, 134, 135 737-300VIP . . . . 51 757 . . . . . . . . . . . 37 VIPB757-200ER. 37 787-9. . . . . . . . . . 29, 140

BOMBARDIER Global 5000 . . . . 28, 29, 33, 53, 140 Global 5500. . . . 133 Global 6000 . . . . 28, 33, 37, 140 Global 7500 . . . . 5 Global Express . 20, 28 Global Express XRS. . 5, 12, 29, 36, . . . . . . . . . . . . . . . 43, 105, 140

Challenger 300 . . . . . . . . . . . 13, 20, 24, 38, 101 350 . . . . . . . . . . . 13, 20, 28, 29, 133, . . . . . . . . . . . . . . . 140 604 . . . . . . . . . . . 134 605 . . . . . . . . . . . 37, 51, 101, 135 650 . . . . . . . . . . . 28, 29, 133, 140 850 . . . . . . . . . . . 140

Learjet 31A . . . . . . . . . . . 46, 47, 99 35A . . . . . . . . . . . 46, 130 36A . . . . . . . . . . . 136 40 . . . . . . . . . . . . 28 40XR . . . . . . . . . . 46 45 . . . . . . . . . . . . 28, 39 45XR . . . . . . . . . . 14, 133 55 . . . . . . . . . . . . 47

PAGE

II . . . . . . . . . . . . . 47 III . . . . . . . . . . . . . 46, 61 V. . . . . . . . . . . . . . 46, 47 VI . . . . . . . . . . . . . 47 X . . . . . . . . . . . . . 14, 39, 120, 139 XLS . . . . . . . . . . . 57 XLS+ . . . . . . . . . . . 101, 105 CJ+ . . . . . . . . . . . . 29, 140 CJ1. . . . . . . . . . . . . 57 CJ1+ . . . . . . . . . . . 61 CJ2. . . . . . . . . . . . . 11 CJ2+ . . . . . . . . . . . 53 CJ3. . . . . . . . . . . . 14, 39, 105, 121 Bravo . . . . . . . . . 128, 134, 135 Encore . . . . . . . . 14 Excel . . . . . . . . . . 57 Grand CaravanEX. 29, 140 Jet . . . . . . . . . . . . 14 Latitude . . . . . . . 126 Mustang. . . . . . . . 11, 44, 53 Sovereign. . . . . . 29 Sovereign+ . . . . 39 Ultra . . . . . . . . . . 29

Pistons T182T . . . . . . . . . . 11 T206H . . . . . . . . . 46

CIRRUS SR22Turbo G3 . 11

DAHER SOCATA TBM700A . . . . . . 53 TBM700B . . . . . . 11 TBM930 . . . . . . . 57 TBM940 . . . . . . . 57

AIRCRAFT

PAGE

50EX . . . . . . . . . . 14, 39, 45 900C . . . . . . . . . . 139 900DX. . . . . . . . . 2 900EX EASy . . . 13, 20, 139 900LX . . . . . . . . . 2, 5, 29, 140 2000 . . . . . . . . . . 3, 14, 45, 61, 101 2000EX. . . . . . . . 13 2000EX EASy . . 13 2000EX EASy II. 23 2000LX . . . . . . . . 3, 29, 131 2000LXS. . . . . . . 3

DORNIER 328-310 . . . . . . . 45

EMBRAER Legacy 500 . . . . 14, 21, 29, 44, 101, . . . . . . . . . . . . . . . 140 Legacy 600 . . . . 33 Legacy 650 . . . . 29, 47 Lineage 1000 . . 5, 7, 21, 32 Lineage 1000E . 139 Phenom 300 . . . 5, 8, 24, 32, 51, 53

GULFSTREAM IVSP . . . . . . . . . . 13, 38, 83, 99, 101 V. . . . . . . . . . . . . . 12, 21, 43, 83, 135 150 . . . . . . . . . . . 139 200 . . . . . . . . . . . 12, 29, 38, 45, 99, . . . . . . . . . . . . . . . 122 280 . . . . . . . . . . . 12, 23, 29 300 . . . . . . . . . . . 12 350 . . . . . . . . . . . 12 400 . . . . . . . . . . . 44 450 . . . . . . . . . . . 20, 29, 43, 83, 107, . . . . . . . . . . . . . . . 134 500 . . . . . . . . . . . 38 550 . . . . . . . . . . . 5, 12, 21, 29, 32, 38, . . . . . . . . . . . . . . . 43, 53, 83, 99, 140 650 . . . . . . . . . . . 12, 37 650ER. . . . . . . . . 140

HAWKER BEECHCRAFT

DASSAULT FALCON

King Air

7X . . . . . . . . . . . . 2, 5, 6, 13, 29, 43, . . . . . . . . . . . . . . . 139, 140 8X . . . . . . . . . . . . 13 20F . . . . . . . . . . . 46 50 . . . . . . . . . . . . 24, 45, 53, 139

200 . . . . . . . . . . . 46 250 . . . . . . . . . . . 140 350 . . . . . . . . . . . 23, 83, 124, 127, . . . . . . . . . . . . . . . 133 B200 . . . . . . . . . . 14, 57, 83, 125

AIRCRAFT

PAGE

B250 . . . . . . . . . . 29 C90 . . . . . . . . . . . 46, 83 C90B. . . . . . . . . . 46 E90 . . . . . . . . . . . 53

Beechcraft Premier I . . . . . . 28 Premier IA . . . . . 53, 83

Hawker 400A . . . . . . . . . . 46, 85 400XP . . . . . . . . . 46, 85, 99, 123 800A . . . . . . . . . . 46 800XP . . . . . . . . . 14, 24, 37, 44, 61, . . . . . . . . . . . . . . . 83 850XP. . . . . . . . . 134 900XP . . . . . . . . . 83

IAI Astra1125SP . . 139 AstraSPX . . . . . . 38 Westwind II . . . . 46

PILATUS PC12-45 . . . . . . . 135 PC12-47 . . . . . . . 136

PIPER Cheyenne IIIA . . 46 Cheyenne 400LS. 11 Comanche 250 . 11

HELICOPTERS

AIRBUS/ EUROCOPTER EC 145 . . . . . . . . 53 H125 . . . . . . . . . . 29, 140

AGUSTAWESTLAND AW109SP . . . . . . 45 AW109S Grand . 33 A119 Koala . . . . 29, 83, 140

BELL 212 . . . . . . . . . . . 136 412EP . . . . . . . . . 83 412EMS . . . . . . . 136

The best aircraft for sale search anywhere, everywhere - on pc, smartphone and tablet Copy date for the July 2019 Issue - Wednesday 12 June 2019 138 ❘ Vol 23 Issue 6 2019 ❘ AVBUYER MAGAZINE

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2015 Falcon 7X SN267

Embraer Lineage 1000E

8X Replacement makes this Aircraft Available Now, Will Deliver with United States C of A, Will Deliver with New Paint and Interior, Heads Up Display / Enhanced Vision / Synthetic Vision / Etc / Etc / Etc…

Only 1075 Hours and 450 Cycles Since New; Preferred 19 Passenger Interior, World Wide Ready, Transferrable Warranty and Maintenance Programs

2002 Falcon 900C SN 194 Single Owner, Recent “C” Paint/Interior By Dassault Wilmington, Preferred Fwd Crew Lav and Dual Aft Divan Configuration

2000 Citation X SN131

Single Corporate Owner Since New, New Paint (Duncan Feb 2019), ADS-B Out, FMS Version 6.1 (WAAS/LPV), Interior updated November 2012, FA2100 Flight Data Recorder

Falcon 50 SN163

MSP Gold on Engines, Enrolled on CASP Avionics Program, New Exterior Paint August 2018 at WestStar, New Carpet and seat conditioning September 2018

2005 Lear 60SE SN282

Artex 406 ELT w/ Nav Interface, WX 1000E Stormscope, Lightning Detection System, Ice Detection System, Extended baggage space, WAAS/LPV, Collins ADS-B Out

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Astra 1125SP SN048

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Exceptional Pedigree, Airshow 410, Extension Fuel Tanks, External Lav Service, Increased Gross Weight Mod, AirCellST3100 Iridium Radio Telephone

www.cbjets.com ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

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2015 DASSAULT FALCON

www.jetcraft.com I info@jetcraft.com I Headquarters 919-941-8400 900LX S/N+1 289 • 1,121 Hours; 493 Landings • Enrolled on Engine & APU Program • Swift Broadband & GoGo ATG-5000

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2018 EMBRAER LEGACY 500 S/N 55000086 • 99 Hours; 41 Landings • Engines & APU on JSSI Plus • One Owner Pilot Since New

• 6,091 Hours; 2,477 Landings • Engines on GE OnPoint • Fresh 96-MTH and Refurbishment

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• 2,249 Hours; 764 Landings • 14 Pax Interior Configuration • Crew Force Measuring System

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