AvBuyer Magazine May 2018

Jetcraft FC May 2018.qxp_FC December 06 25/04/2018 12:42 Page 1

May 2018

™

B U S I N E S S

A V I A T I O N

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

Jetcraft is pleased to present exceptional Gulfstream G650 sale and lease opportunities:

2014 Gulfstream G650 S/N 6079 2012 Gulfstream G650 S/N 6013 Additional off market options available, inquire for details

See pages 22 - 23 & 164 (BC) for further details

THIS MONTH Aircraft Comparative Analysis: Falcon 2000LX Aircraft Finance: Which Aircraft are Most Likely to Qualify?

Flight Planning: What are the Five Most Difficult Business Destinations? www.AVBUYER.com

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Project2_Layout 1 26/04/2018 14:45 Page 1

Editor Welcome May18.qxp_JMesingerNov06 24/04/2018 12:10 Page 1

Guest Editor’s VIEWPOINT

Paul Cardarelli

Utilization is Gaining Altitude

O

ptimism abounds for a robust used jet market, the likes of which we have not seen in years. And why not? It’s overdue. Since the recession of 2008 Business Aviation has endured a deflation in metrics of all variety: New jet deliveries in the 600s; residual values in free fall; a spike in used inventory; and a sharp reduction in business aircraft operations.

That last one really hurts because in many ways it drives the others. When airplanes are parked, owners become inclined to sell - not always with plans for a replacement. The used market becomes bloated with inventory without congruent demand for shiny new planes. As the market moves into over-supply aircraft values decline yielding a widened chasm between the value of old planes and the sticker price of new models, translating into decreased demand for new aircraft and thereby pressurizing OEMs to discount. It’s a vicious circle.

But let us not fixate on the past. Better to look to the future, albeit with a cautionary eye on the recent past. JETNET iQ, the Business Aviation forecast service of JETNET and Rolland Vincent Associates, watches a variety of industry indicators. Among those are business jet cycles.

The table below depicts business jet cycles in the US going back to 2001, relative to US GDP. Evident is a pronounced change in behavior by operators pre- and post-recession.

• Pre-Recession (2001-2007): USD GDP and business jets cycles were in a coupled relationship and both increasing sharply (~17% for GDP and ~27% for cycles).

• Recession (2008-2009): The relationship fully disintegrates. A ~3% reduction in US GDP yields a ~30% reduction in business jet cycles.

• Post-Recession (2010-2018): GDP and jet cycles recouple, but

cycles are now on a considerably more conservative trajectory.

Through Year-End 2017, US GDP growth exceeded $17tn (16% above the pre-recession high). US jet cycles, meanwhile, recover to ~4.5m (also a 16% increase, but far from the 27% recorded previously – and 8% below the pre-recession high of >4.8m.

And then there is this: A fleet of 13,000 US registered jets flew those 4.5m cycles in 2017. Now go back to 2003 when a similar number of cycles were recorded and consider that the US installed business jet fleet then was roughly 7,000. Statically speaking; a business jet in the US fleet today flies about half as much as it did in 2003.

Of course, fleet composition must be considered too: The US fleet today is aging. 32% of in-service business jets are 20 years old or more. Some of those fly very little, meaning the newer equipment accounts for a larger share of the total annual cycles.

But still, the trend of cycles under-performing fleet growth makes for a sobering statement about declining utilization.

But let’s return to the optimism of spring, because the reasons are genuine.

In 2017 JETNET reported used retail sales were up more than 7% over 2016. There is no compelling reason why that rate of activity should not continue in 2018 with the current US Tax Cuts and Jobs Act offering 100% bonus depreciation for new and used aircraft. There’s a replacement cycle due for the light and medium class jets. And overall optimism prevails for operators, especially those in Europe (as recorded in JETNET iQ).

So embrace this good fortune envisioned for the year ahead.

And then, as a strategic goal, seek ways to get your airplanes flying more. When we have accomplished that, we’ll have secured our industry’s future for the long-term. T

Paul Cardarelli has been with JETNET from its 1988 inception. He participated in the launch of the JETNET iQ, and is also JETNET's delegate to the NBAA Leadership Council, a member of the Business Aviation Subcommittee of the Transportation Research Board of the National Academies and the Associate Members’ Advisory Council subcommittee for Sales and Acquisitions for EBAA. More from www.jetnet.com Sources: U.S. BEA, U.S. FAA; Cycles data for latest year are YTD on a Trailing Twelve Months (TIM) basis for the most recent period available

4

AVBUYER MAGAZINE – May 2018

www.AVBUYER.com

Aircraft Index see Page 161

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19.04.2018 18:32:08

Contents Layout MAY18.qxp 25/04/2018 14:13 Page 1

Volume 22, Issue 5

May 2018

Contents

BizAv Intelligence

16

40

Business Aviation Market Summary: Market trends, indicators, assessments and forecasts, introduced by Rollie Vincent 2018 European BizAv Fleet Report: As eyes turn to Geneva for EBACE2018, what is the health of the European Business Aviation fleet right now?

Ownership

46

52

58

64

68

72 76

Is Whole Aircraft Ownership Right for You? When does wholeownership of a business aircraft make the best sense? David Wyndham explores…

How do Airplane Upgrades Impact an Offer? Is it better to buy a project, or a ready-upgraded aircraft? How does this impact the price? Jet Tolbert discusses Why Your Broker Must be Present at Pre-Buy: Insights into the added value to buyers of having their broker present at the pre-buy inspection How to Understand Europe’s Aircraft Finance Market: What are the trends for financing in Europe, and how should lenders and borrowers read these?

Financing: Which Aircraft are Most Likely to Qualify? Is the goal of getting financing for used aircraft really so difficult in today’s market?

Global Jet Capital offers insights Retail Price Guide: 20-year Large jet price guide from The Aircraft Bluebook Aircraft Comparative Analysis – Falcon 2000LX: How does the Dassault Falcon 2000LX compare against Bombardier’s Challenger 605? Find out here…

Operating

86

96

98

102

108

112

118

120

What’s the Short-Term Impact of UAS on BizAv? Ken Elliott discusses Unmanned Aircraft Systems and how they impact Business and General Aviation Cabin Connectivity for Smaller Aircraft: Do smaller business jet and turboprop owners suffer in terms of having connectivity needs met?

Airtext’s David Gray assesses…

Best Tips for Flying Within Europe: What does and international operator need to know before flying into Europe? Dave Higdon reflects…

Five Most Difficult Business Destinations: Jetex identifies five attractive, yet difficult business destinations and provides tips on how to plan flights there Tips to Negotiate a Maintenance Event: They’re inevitable, but the quality of your next maintenance shop experience will depend on your management of the event…

Five Popular Business Jet Mods in 2018: Dave Higdon discusses the popular upgrades and modifications for business aircraft this year How to Transition Aircraft Safely: There’s more to phasing in or phasing out an aircraft from the Flight Department than meets the eye. What are the considerations for a safe transition?

Specifications: Large jet performance and specifications comparisons for aircraft aged 20 years and younger…

Community News

128 BizAv Review: OEM News and

Industry Appointments from around the BizAv Community

Visit the AvBuyer team at EBACE Booth W51 12

AVBUYER MAGAZINE – May 2018

www.AVBUYER.com

EDITORIAL Commissioning Editor Matthew Harris +44 (0)20 8939 7722 Editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell +44 (0)20 8255 4000 Sean@avbuyer.com ADVERTISING Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com Lise Margin (USA Sales) 1-703 818 1024 Lise@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price +44 (0)20 8255 4700 Karen@avbuyer.com Liam Robinson (Digital Solutions Manager) +44 (0)20 8939 7720 Liam@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams +44 (0)20 8939 7726 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Sue Brennan +44 (0)20 8255 4409 Sue@avbuyer.com AVBUYER.COM Jayne Jackson Jayne@avbuyer.com Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan +44 (0)20 8255 4229 John@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE AvBuyer House, 34A High Street, Thames Ditton, Surrey KT7 0RY, UK +44 (0)20 8255 4000 Freephone from USA: 1- 800 620 8801 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055 Aircraft Index see Page 161

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MarketIndicators MAY18.qxp_Layout 1 25/04/2018 10:34 Page 1

BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Overview

With ‘For Sale’ inventory levels across all business jet categories continuing to slide lower, the used business aircraft marketplace is shifting from what has been an extended buyer’s market into a more balanced situation. Rollie Vincent elaborates… nventory levels for aircraft that are less than ten years old have been combed thin by savvy buyers seeking what have been historically attractive values. With the US economy now expected to expand at a rate of 2.8% in 2018 (fueled in part by business- and wealth-friendly tax reforms) conditions are improving, and should favor additional business aircraft sales this year.

Meanwhile, the Euro Area continues to rebound at a steady, albeit more modest pace, with the latest economic forecast indicating a 2.4% GDP growth rate for 2018.

As has been the pattern for much of the period since the 2008 financial crisis, just a handful of countries where the highest concentration of business jets can be found have economies that are growing at 3% or more per year.

Collectively, India, China, Turkey and Malta represent just 4% of the world’s bizjet fleet.

Encouragingly, the US is inching towards an annual growth rate of 3%, although current forecasts are that both the US and Euro Area economies will slow from their 2018 pace next year.

I

16

AVBUYER MAGAZINE – May 2018

Talent Shortage

With the unemployment rate in the US hovering near 4.1%, businesses across the country are under increasing stress to find and nurture the talent they need.

Within the Business Aviation community, more than half the aircraft owners and operators who responded to the recently published JETNET iQ Q4 2017 Survey indicated that they are having difficulty recruiting and retaining pilots with the desired credentials. The long-awaited talent shortage in aviation (certainly in Business Aviation) appears to be finally upon us relating to pilots, technicians and other professionals.

As in other industries vying for the best and brightest talent, the competitive pressures will ultimately drive up wages on a real (after-inflation) basis, a welcome development for many.

Flight Operations

Business jet flight operations continue their slow and steady climb-out from a 2009 post-crisis trench. Bizjet cycles (one aircraft and one landing) in FAA-controlled airspace reached 4.5 million on a

www.AVBUYER.com

Aircraft Index see Page 161

MarketIndicators MAY18.qxp_Layout 1 25/04/2018 10:35 Page 2

Rollie Vincent is President of Rolland Vincent Associates. His aviation market analysis is second to none, and he is the creator/director of the JETNET iQ program. With a solid background in market research, economics and statistics, he has more than 30 years of experience in business, regional and international aviation, including positions with Bombardier, Cessna, Learjet, Flexjet, and ICAO. Contact him via rvincent@rollandvincent.com

trailing twelve months (TTM) basis at the end of February 2018, up 3.3% year-over-year (YoY).

Cycle activity was led by US domestic flying, which was up 3.6% YoY. On an encouraging and steadily upward trend, US business jet flight cycles have yet to recover to the levels achieved in 2004, despite an almost 50% increase in the US-based fleet.

This is a reflection both of just how much flying was being done in the “good ‘ol days” prior to 2008, and the sharp reaction to the 2008 financial crisis, with cycles dropping almost 30% from the 2007 peak to the 2009 trough.

In Europe, business jet flight cycles were up 3.5% through the end of March 2018 on a similar TTM YoY basis to 529,000, based on the latest available Eurocontrol data. European turboprop flight cycles were also up by 3.0%, TTM YoY, representing more than 165,000 flights.

Used Aircraft Prices Firming…

Mostly anecdotal evidence to date points to a firming-up of aircraft transaction prices in the used market, something that is to be expected given the limited availability of young, always-hangared, ‘only-flown-on-Sundays’ assets.

With a flock of new aircraft expected to certify

this year and next, additional trade-in inventory will begin to trickle into the market, providing additional product variety and choice for used jet buyers to choose from.

Of course, looming on the horizon is a compliance deadline for ADS-B Out that looks to be about as soft as granite bedrock. With a paucity of available slots at already-busy MROs around the industry, the time was probably yesterday to get in line for the necessary upgrades to keep aircraft compliant with new regulatory requirements.

Based on a recent JETNET iQ survey of more than 500 owners/operators, only 40% indicated that their fleets are fully compliant today, while almost a third said that none of their aircraft are compliant. As regards plans for non-compliant aircraft, only 31% of those surveyed said that they have even scheduled a shop visit. Discover more about the remainder on p24 of this edition…

So, what’s our prognosis? Unless some very lowcost solutions along with MRO capacity spring up quickly like weeds in a May garden, this is not going to end well for a swath of aircraft owners left with unsellable, immovable assets. It’s a sad way for an old, but capable airplane to die.

MI www.navigating360.com

continued on page 21



“Mostly anecdotal evidence to date points to a firming-up of aircraft transaction prices in the used market...”

Advertising Enquiries see Page 12

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May 2018 – AVBUYER MAGAZINE

17

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MARKET INDICATORS T BIZAV INTELLIGENCE

Flight Activity - North America TRAQPak’s review of Year-over-Year (YoY) flight activity indicates that March 2018 recorded an increase over March 2017.

March Business Aviation flight activity posted an expected Month-over-Month increase to finish up over February…

YoY, the results by operational category were mixed with Part 135 activity, once again, producing the largest yearly gain.

Fractional activity recorded a slight rise while Part 91 activity dipped into the red.

The aircraft categories were all positive with Large jets posting the largest gain over March 2017. Mid-size jets followed, while both Light jets and Turboprops posted increases.

Month-Over-Month

Results by operational category were all positive for the month, with the Fractional segment posting the largest monthly increase.

Aircraft categories were positive with Light jets leading the way. All other categories posted increases over the previous month.

April Activity Forecast

Looking ahead to April’s activity, TRAQPak analysts estimate there will be a 2.8% increase in overall flight activity YoY. MI www.argus.aero

MARCH 2018 vs MARCH 2017 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

-1.2%

6.4%

-1.2%

1.8%

LIGHT JET

-1.4%

4.4%

-4.7%

0.2%

MID-SIZE JET

-1.6%

8.4%

9.7%

4.4%

4.5%

15.1%

-20.5%

4.7%

-0.4%

7.7%

0.6%

2.6%

LARGE CABIN JET

ALL

MARCH 2018 vs FEBRUARY 2018 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

14.8%

9.9%

14.7%

12.8%

LIGHT JET

14.6%

11.7%

13.0%

13.4%

MID-SIZE JET

12.5%

11.7%

16.4%

13.1%

LARGE CABIN JET

10.0%

11.9%

1.7%

9.8%

ALL

13.3%

11.1%

13.4%

12.5%

Flight Activity – Europe

WingX noted a decline in YoY Business Aviation flights from Europe in March 2018, with 3.6% fewer departures than in March 2017. AOC/Charter saw gains of 6%, offsetting a 10% drop in Private flights.

Compared to March 2017, most of the biggest markets were down in March, with Germany, Italy and the UK seeing the largest falls. Spain was an exception with 2.6% YoY growth. Apart from the UK, all the top European markets are still up YTD in 2018.

In the smaller markets, activity dropped off by 11% in Belgium and 18% in Turkey and Ireland. Russia’s outbound activity was flat, and there was >10% growth from Greece and Poland.

International activity was also largely down this month, with flights from Europe to North America falling 7%, and down 5% for departures to Asia-Pacific.

Flights from Europe to the Middle East were up by 2% YoY, and up by 4% to Africa.

At the aggregate level, declines this month came from Private flights, down by 10% YoY (the biggest monthly drop since 2016). This heavy decline in ownerflying was reflected across Italy, Germany, Spain, Switzerland, France and the UK. AOC/Charter activity was up by 2% YoY, a slowdown in the recent growth trend, but maintaining monthly increases since 2016. Growth in these flights exceeded 5% in France, Switzerland and Spain, although some decline was found in Germany and UK. “The fall-off in activity this month bucks the recent growth trend,” Richard Koe, Managing Director of WingX Advance, summarized. “This may reflect some wavering in the economic outlook, especially in the UK, but it may also be a specific effect such as the earlier Easter holiday this year.”

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



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

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

Advertising Enquiries see Page 12

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BIZAV INTELLIGENCE T MARKET INDICATORS

NARA Links Market Rebound With Tax Law

Brian Proctor

The recently enacted bonus depreciation tax treatment in the US for new and used aircraft will help the Business Aviation industry turn the corner in 2018, according to the National Aircraft Resale Association (NARA)….

“Business aircraft sales have been down so long it will take us a while to relearn how to navigate an up-market,” said NARA Chairman Brian Proctor. “But this should be a better ride than we have had in a long time.”

NARA credits the potential turnaround to the 2017 Tax Cuts and Jobs Act, which provides for 100% bonus depreciation, allowing taxpayers immediate deduction of the cost of a new or used business aircraft acquired and placed in service by January 1, 2027. Tax reform is driving aircraft values used for business, with lower corporate and effective rate passthrough rates combined with 100% depreciation.

"While political and economic developments around the world can influence the market, now is a great time to buy an aircraft before prices increase," Proctor said. He notes that used aircraft in excellent condition are selling at a faster pace than in years past.

ADS-B Compliance Not up to Speed At the recent GAMA State of the Industry conference, it was noted that the owners and operators of about 100,000 of the 160,000 General and Business Aviation aircraft in the US are still expected to upgrade with ADS-B equipment.

Wipaire President Chuck Wiplinger noted during the event that owners have been hesitating and shop availability is tightening. About half of the piston and turboprop aircraft have been equipped, but only about 20% of the business jets have been.

“People are waiting too long, for whatever reason, to equip their aircraft,” Pete Bunce, GAMA president, warned after the event.

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

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MI www.naraaircraft.com

ADS-B Will Bring Used Jet ‘Reckoning’ At the recent NBAA Business Aircraft Finance, Registration, and Legal Conference, co-presenter and JETNET iQ managing director Rolland Vincent noted that one-third of the in-service business jet fleet currently have no ADS-B upgrade plan in place. So what’s the impact…?

Vincent estimates that 25-30% of these jets are in line for retirement when the January 1, 2020 ADS-B compliance date rolls around. Of those operators with no plans yet in place, per JETNET iQ data:

As many as 46% of the business jets on the used market are now more than 20 years old, Vincent noted, adding that the cost to install ADS-B equipment on aging aircraft is likely to be prohibitive, accelerating their obsolescence. “After about year 25, the inventory will get cleaned-up,” he projects. continued on page 29  MI www.navigating360.com or www.nbaa.org

• 36.5% intend to visit a shop to upgrade, but have not yet done so; • 7.7% expect to replace their aircraft with one already upgraded; • 6.3% said they will sell their nonupgraded aircraft; • 13.3% have not yet decided; and • 2.6% believe the FAA will delay the compliance deadline (despite the agency’s repeated statements otherwise).

24

AVBUYER MAGAZINE – May 2018

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Aircraft Index see Page 161

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MARKET INDICATORS T BIZAV INTELLIGENCE

FAA Forecasts Mixed Performance for US Business and GA Fleets A recent report in Flight International, highlights that business jets are set to outperform all other certificated General Aviation (GA) types in the US over the next 20 years, according to a Federal Aviation Administration forecast...

The forecast predicts that although the average annual growth rate for the whole GA sector (including traditional business jets, turboprops, fixed-wing piston aircraft and helicopters) will remain flat in the period to 2038, the business jet fleet will grow at an average rate of 2.2%.

The overall fleet and business jet totals are forecast to reach 214,100 and 22,200, respectively. Turbine aircraft as a whole will also perform better than piston types with the US inventory expected to climb from 23,600 units in 2018 to more than 35,000 in 20 years (an average annual increase of 2%).

Turboprops will grow by a more modest 1.7% per year, with the fleet forecast to total 12,600 in 2038.

The FAA's upbeat prediction is based on anticipated growth in the US economy, and expanding corporate profits – key ingredients for a thriving business aircraft market.

By contrast, the US’s fleet of fixedwing, certificated piston-singles is expected to shrink over the forecast period by 23,750 aircraft – an average annual decline of 0.9% – to around

119,650 in 2038. The agency attributes this gloomy outlook to “pilot demographics, overall increasing costs of aircraft ownership, and new aircraft deliveries not keeping pace with retirements of the ageing fleet”.

The outlook for flying hours across the sectors is expected to stay in step with the change in fleet size.

MI www.faa.gov

AMSTAT Reveals Uptick in Aircraft Values •

• •

•

According to the AMSTAT Aircraft Valuation Tool (AVT), the average estimated values for four of the five major business aircraft segments have risen since the start of Q4 2017…

The latest AVT Aircraft Value Report notes: • In the Heavy Jet segment, the average estimated value is up 7.8% since October 2017 from $14.1m to $15.2m. The

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same metric is down 7.3% Year-over-Year (YoY) and up just 0.5% Year-to-Date (YTD).

In the Medium Jet segment, the average estimated value trend has remained relatively flat compared to other segments. The average estimated value in this segment is up just 0.4% since the start of Q4 2017 to $3.1m. YoY this metric is up just 1.4% and YTD is up just 0.8%.

In the Super-Mid Jet segment, the average estimated value is up 23.7% from $5.7m to $7m since October 2017. The same metric is down 5.1% YoY, and up 7.1% YTD. In the Light Jet segment, the average estimated value is up 6.9% since October 2017 from $2.3m to $2.4m. The average estimated value in this segment is up 12.7% YoY, and up 0.7% YTD. In the Turboprop segment, the average estimated value is up 18.8% from $2.2m to $2.6m since October 2017. YoY this metric is up 0.9%, and YTD it is up 8.2%.

“By looking at normalized data we can do a proper comparison of values over time,” said Andrew Young, AMSTAT General Manager. “The increase in estimated values reflects recent increases in market demand and a tightening market with fewer options for buyers”.

MI www.amstatcorp.com

www.AVBUYER.com

continued on page 32

May 2018 – AVBUYER MAGAZINE



29

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BIZAV INTELLIGENCE T MARKET INDICATORS

Asia-Pacific: Seller’s Market Gets a Grip Asian Sky Group (ASG) released its Q1 2018 Asian Sky Quarterly, complete with an updated forecast on the business jet and civil helicopter markets throughout the Asia-Pacific region…

“For this quarter’s edition of Asian Sky Quarterly, there seems to be two stories unfolding. From our ‘Market Dynamics’ section, we are seeing the market cheer as we move further and further into a seller’s territory with the percent of the fleet ‘For Sale’ decreasing and prices rising,” says ASG Managing Director Jeffrey Lowe.

“But our ‘Mood & Intentions’ survey highlights optimism flattening out and purchase intention subsequently diminishing, although it frankly couldn’t climb much higher after being on the rise since Q2/Q3 2016, and purchase intentions are changing only minimally.”

Oversupply Evaporating

“The oversupply that existed in the market is getting burned down further now – good aircraft at good prices are selling – and with less supply, asking prices are firming up and even increasing,” Lowe adds.

“Consequently, we are moving deeper into seller’s territory, as seen from our ‘Market Trend’ lines, and sellers are hanging on to their aircraft longer, waiting for that better deal (i.e. days on market are rising).”

MI www.asianskygroup.com

Chinese Tariffs Threat to BizJet OEMs

As reported in The Weekly of Business Aviation, a proposed Chinese import tariff on US-built, Large-Cabin business jets is hitting the industry just as it emerges from extended economic doldrums, Sen. Jerry Moran (R-Kan.) said early last month…

The industry has seen difficult times and was on a better path, Moran said, however, “That can disappear pretty quickly with the loss of the opportunity to export and sell around the globe.”

GAMA President Pete Bunce said his organization is assessing the situation to understand all its nuances and resulting impact before it takes a stance.

China’s proposed imposition of an additional 25% tariff on aircraft takes in larger business jets, including bizliners and large-cabin aircraft.

The announcement of retaliatory tariffs from China was not unexpected, but the scope was surprising, said Fairmont Consulting Group officials. Included on the list of 106 products were aircraft with operating empty weights between 15,000kg and 45,000kg.

None of the proposed tariffs take effect immediately, allowing the countries as many as six months to hammer out some kind of an agreement, which US Commerce Secretary Wilbur Ross indicated was the goal.

MI www.aviationweek.com/weekly-business-aviation continued on page 34



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BIZAV INTELLIGENCE T MARKET INDICATORS

In-Service Aircraft Values & Maintenance Condition

Asset Insight’s market analysis of March 29, 2018 covering 92 fixed-wing models and 1,657 aircraft listed ‘For Sale’ revealed a thirty unit reduction to its tracked fleet, with inventory decreases in all four aircraft groups…

Large Jets led the way with a 4.1% decrease, Medium Jets were next (-1.3%), Small Jets were close behind (-1.2%), and Turboprop inventory decreased 0.7%.

The tracked fleet’s average Ask Price decreased 0.7% in March to register a second consecutive record low monthly figure, and a total decrease of 1.5% during Q1. A detailed examination of the data reveals that prices are stabilizing, though, and are even increasing among preferred, higher quality assets.

Large jet prices posted a 1.8% increase in March (2.8% during Q1); Medium jets rose 1.6% during Q1; Small jets dropped -0.9% (5.1% during Q1); and Turboprops remained virtually unchanged, posting a 2.3% reduction during Q1.

Inventory Fleet Maintenance Condition

Large and Medium jet asset quality improved each month during Q1, while Small jet and Turboprop asset quality decreased from the figures these two groups posted in January.

The tracked fleet maintained its ‘Very Good’ Quality Rating, remaining virtually unchanged at 5.219 versus February’s 5.220, on Asset Insight’s scale of -2.5 to 10.

The tracked inventory’s average Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) decreased 5.3% from February’s 12month high (worst) figure, to $1.391m.

Exposure to Ask Price (ETP) Ratio

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

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

As Q1 closed, over 51% of all models and 62% of all units posted an ETP Ratio above 40%, and the average Days on Market were 61% greater for aircraft whose ETP Ratio exceeded 40% (189 versus 303 days).

The tracked fleet’s ETP Ratio fell to 63% in March, not an impressive showing by any means, but better than February’s twelvemonth high/worst figure of 66.9%.

Turboprops once again posted the lowest (best) ETP Ratio at 52.2%, although the figure was a twelve month high.

Large jets followed at 56.3%, their best (lowest) figure since October, while the 63.3% posted by Medium jets virtually matched the group’s twelve month average. Small jets registered 73.8%, their best ETP Ratio since last September 2017.

Market Summary Large Jets: Units of mixed asset quality

34

AVBUYER MAGAZINE – May 2018

traded during the first two months of Q1, while mostly lower asset quality aircraft transacted in March, thereby lowering the group’s Maintenance Exposure figure. The tracked fleet decreased by 15 units, while the inventory maintained its ‘Excellent’ Quality Rating for the tenth consecutive month by increasing to 5.358.

March’s Ask Price increase worked in concert with a 2.6% Maintenance Exposure decrease and improved the group’s ETP Ratio to 56.3%, the lowest figure posted during the past four months. Asset Insight advised in February’s report this market sector is stabilizing, but with pricing still at the lower end of its historical range good values are still available.

Medium Jets: Ask Price remained virtually unchanged during the last two months of Q1, but Medium jet Maintenance Exposure dropped a walloping 6.3% in March to improve the ETP Ratio to 63.3% from February’s record high (worst) figure, and bring it more in line with the 12 month average.

The Quality Rating has risen during each of the past four months, maintaining a ‘Very Good’ figure for the past eleven months, and finishing Q1 with the best figure since August, at 5.212. What might be this group’s weakness is that 10.5% of the tracked fleet (31 models) is listed ‘For Sale’. However, March showed some improvement as inventory decreased by seven units.

Small Jets: Inventory decreased by six units during March, although 10.1% of the active fleet is still listed. Buyers focused their attention on aircraft with fewer upcoming maintenance events, dropping March’s Quality Rating to ‘Very Good’ but, in view of the 8.0% drop in Maintenance Exposure, they acquired aircraft harboring higher-cost individual events.

We can hope that they accounted for this expense through their purchase price, but that may not have been the case for many transactions, since Ask Price posted a new record low figure, as higher priced aircraft were primarily the ones that traded. What does this mean? Good values are definitely available.

Turboprops: The group narrowly maintained its ‘Very Good’ Quality Rating at 5.025. At the same time, Maintenance Exposure worsened by 5.5%, while Ask Price remained relatively unchanged at a twelvemonth low figure, and their combined impact worsened the ETP Ratio by 6.1%.

This group’s dynamics are those of a stable environment, with inventory decreasing by only two units and with the percentage of the fleet listed ‘For Sale’ at 8.1%. The one issue probably haunting sellers is that Turboprops continue to record the highest Days on Market, which is surprising given the group’s other statistics.

MI www.assetinsight.com T www.AVBUYER.com

Chart A

Fleet Maintenance Condition 5.40

$ Million

$1.50

5.30

$1.39

$1.45 $1.40

5.20 5.219

5.10 A

M

J

Quality Rating

J

A

S

O

N

Maintenance Exposure

D

J

F

$1.35 $1.30

M

Quality Rating Trendline

Chart B LOW RISK AIRCRAFT MODEL ETP RATIO

HIGH RISK AIRCRAFT MODEL ETP RATIO

G650 3.2% Boeing BBJ 6.5% 6.9% F900LX 11.2% F2000LX Phenom 300 11.3% Citation CJ4 525C 11.8% 12.0% F900EX EASy G150 13.5% Falcon2000EX EASy 15.1% Pilatus PC-12 15.4% CL-605 16.2% Learjet 45XR 16.4% Piper Meridian 18.0% Citation Sovereign 680 18.0% G 450 18.9% Citation XLS (MSG3) 19.1% Citation CJ3 20.7% Hawker 900XP 21.6% Citation CJ2+ 525A 22.1% F900DX 22.8% Citation Encore 23.2% KingAir 350 - Post-2000 24.6% Challenger 300 24.8% G550 25.1% Citation XLS 26.4% Phenom 100 27.2% KingAir B-200 - Post-2000 27.4% Falcon 50EX 28.0% Global XRS 28.7% Learjet 60XR 29.7% F900B 32.4% F900EX 32.6% Citation CJ2 32.7% Citation CJ1+ 33.0% Citation Mustang 510 33.7% KingAir 350 - Pre-2001 35.0% Citation X (MSG3) 37.7% Citation Excel 560XL 38.2% Hawker 400XP 38.6%

40.0% Embraer Legacy 600 CL-604 40.0% Global 5000 41.2% 42.2% GV 42.6% Hawker 850XP Hawker Beechjet 400A 43.7% KingAir B-200 - Pre-2001 43.7% Citation Bravo 44.4% G200 44.6% Learjet 45 48.0% F900 50.4% Piaggio P-180 II 50.4% Premier 1A 51.7% Citation V Ultra 53.1% Falcon 2000 58.2% KingAir 300 59.4% Hawker 800XP 60.5% Citation V 560 62.4% Premier 1 62.7% GIV-SP 67.2% Beech B-1900C 75.9% Falcon 50 80.3% Piaggio P-180 82.8% Hawker 1000A 87.7% Global Express 94.2% GIV-SP (MSG3) 95.4% Learjet 60 98.5% Citation VI 104.4% GIV 112.1% KingAir C90 114.9% Citation II 119.8% Hawker Beechjet 400 128.9% Hawker 800A 131.6% Citation ISP 132.8% Learjet 31 145.3% CL-601-3R 153.0% CL-601-3A 168.5% Learjet 35A 170.6% CL-601-1A 199.6% Learjet 55 202.9% Falcon 20-5 278.7%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of March 29, 2018 Source: AMSTAT (www.amstatcorp.com) Asset Insight, LLC (www.assetinsight.com) Aircraft Index see Page 161

MarketIndicators MAY18.qxp_Layout 1 25/04/2018 10:38 Page 8

Ask Price vs. Maintenance Exposure *

Asset Quality Rating Scale -2.500 to 10.000

Turboprops

Small Jets

Medium Jets

Large Jets

$ Millions

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

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European Fleet Summary May.qxp_Layout 1 24/04/2018 14:07 Page 1

BIZAV INTELLIGENCE T FLEET REVIEW

2018 European BizAv Fleet Report This month as eyes turn to Geneva, Switzerland for EBACE2018, Mike Chase assesses the health of the European Business Aviation fleet… t has been 61 years since, in 1957, the Treaties of Rome established the European Economic Community (EEC).

Reviewing the EEC Winter 2018 report, Europe’s recovery from the financial crisis has been relatively slow and the overview title of this year’s EEC report is ‘Navigating Through Choppy Waters’.

Euro area recovery continues, but is surrounded by heightened uncertainty.

Europe’s economy appears to have so far weathered the recent deterioration in external conditions. The Euro-area and EU GDP are both estimated to have grown by 2.4% in 2017 (the fastest pace in a decade) and is forecast to expand by 2.3% in 2018 before easing back to 2.0% in 2019.

Global GDP growth is expected to have reached a low point in 2016. Growth outside the EU is projected to pick up gradually from 3.2% in 2016, to 3.7% in 2017 and 3.9% in 2018.

I

To mention just a few current concerns and challenges within Europe are exceptionally weak world trade, terror attacks in some Member States and neighboring countries, and the UK's vote to leave the EU and uncertain outcome of those negotiations. US policy uncertainty has raised the possibility of isolationist and protectionist policies that would hurt the global and European economy, should they be enacted. Recent news indicates that the trade war is starting.

Following, we’ll reflect on the current European business jet and turboprop fleet from several views.

Europe’s BizAv Fleet (Global Perspective)

At the end of March 2018, Europe accounted for 2,481 (12%) of the global wholly-owned in-operation business jet fleet, and 1,264 (9%) of the total business turboprop fleet (see Table A, below). That represents eight more business jets in Europe in

TABLE A - WORLD FLEET OF BUSINESS JETS & TURBOPROPS

WHOLLY-OWNED - IN OPERATION AIRCRAFT BY CONTINENT (Based-In) MARCH 2018

AFRICA

ASIA

AUSTRALIA OCEANIA

EUROPE

NORTH AMERICA

SOUTH AMERICA

TOTAL

JETS

453

1,557

220

2,481

13,756

1,387

19,854

Percentage

2%

8%

1%

12%

69%

7%

100%

TURBOPROPS

864

957

530

1,264

9,069

1,945

14,629

Percentage

6%

7%

4%

9%

62%

13%

100%

Source: JETNET

40

AVBUYER MAGAZINE – May 2018

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European Fleet Summary May.qxp_Layout 1 24/04/2018 14:07 Page 2

TABLE B - EUROPE’S TOP TEN BUSINESS JETS (BASED-IN) WHOLLY-OWNED - IN OPERATION, ALL JETS - BASED-IN (as of 03/31/18)

MAKE

#

MODEL

EUROPE

WORLDWIDE

% IN EUROPE

7X

99

275

36%

MUSTANG

90

478

19%

6000

90

263

34%

EMBRAER

PHENOM 300

72

439

16%

4

CITATION

525

64

347

18%

-

CITATION

XLS

64

328

20%

5

CHALLENGER

604

61

360

17%

-

CITATION

XLS+

61

242

25%

6

GULFSTREAM

G550

60

551

11%

7

CITATION

CJ2+

59

225

26%

8

EMBRAER

LEGACY 600

50

174

29%

9

CITATION

II

49

538

9%

-

GLOBAL

5000

49

218

22%

CJ3

47

412

11%

1

FALCON

2

CITATION

-

GLOBAL

3

10

CITATION

Source: JETNET

2018 compared to 2017, while business turboprops increased by 57 aircraft Year-over-Year. Europe still ranks a distant second regionally for the total number of business jets (behind North America), and third for the total number of business turboprops (behind North and South America).

Business jets based in Europe reached their peak in 2011 (2,714 units), but over the last seven years there has been a decline of 233 jets. Since reaching a peak in 2014 (1,236 units) business turboprops have increased by 28 units in Europe to record a new high in 2018.

The ADS-B Out 2020 mandate has created very interesting circumstances and conditions that our industry is working feverishly to navigate. However, this is not just a US issue; Australia was the first to require full ADS-B Out coverage, and Europe will require it on used aircraft by June 7, 2020. (June 8, 2016 saw Europe’s mandate for new aircraft come into effect).

The European fleet percentages of ADS-B Out compliant aircraft are 75% of business jets and 42% of business turboprops (per the JETNET Evolution database, 03/31/18).

Europe’s Top Ten Models

Tables B and C (above and below) show that the Dassault Falcon 7X (99 units) and Pilatus PC-12 NG (129 units) lead the ‘Top Ten’ popular business jet and business turboprop models in Europe, respectively.

Included are the worldwide fleet totals for each model along with the European fleet percentage. The Falcon 7X (36%) and Bombardier Global 6000 (34%) have over one-third of their worldwide fleets based in Europe.

The Piaggio Avanti II (39%) and Avanti P180 (44%) turboprops have over one-third of their worldwide fleet based in Europe, meanwhile. 

TABLE C - EUROPE’S TOP TEN BUSINESS TURBOPROPS (BASED-IN) WHOLLY-OWNED - IN OPERATION, ALL TURBOPROPS - BASED-IN (as of 03/31/18)

MAKE

#

MODEL

EUROPE

WORLDWIDE

% IN EUROPE

1

PILATUS

PC-12 NG

129

753

17%

2

KING AIR

B200

91

1,075

8%

-

CARAVAN

208B

91

1,584

6%

3

PIPER

MERIDI A N

83

546

15%

4

PIPER

MA LIBU JET P R OP

63

277

23%

5

KING AIR

200

48

665

7%

-

AVANTI

II

48

124

39%

6

DAHER

TBM-85 0

44

329

13%

7

CARAVAN

208

42

467

9%

8

AVANTI

P180

40

91

44%

9

PILATUS

PC-12/ 4 5

38

560

7%

10

CHEYENNE

II

37

325

11%

Source: JETNET

Advertising Enquiries see Page 12

www.AVBUYER.com

May 2018 – AVBUYER MAGAZINE

41

European Fleet Summary May.qxp_Layout 1 25/04/2018 11:23 Page 3

BIZAV INTELLIGENCE T FLEET REVIEW CHART A BUSINESS JETS IN EUROPE (MARCH 2018)

Embraer 206 8% Gulfstream 195 8%

CHART B BUSINESS TURBOPROPS IN EUROPE (MARCH 2018)

Other 24 1% Textron

Avanti 94 7%

Bombardier Textron 1,031 42%

Falcon 430 17%

Gulfstream

Other

Total: 2,481

Source: JETNET

Textron (Cessna and Hawker) lead the manufacturers of business jets in operation in Europe, as depicted in Chart A (top, left), followed by Bombardier and Dassault Falcon.

These ‘Top Three’ OEMs account for 83% of the 2,481 business jets in Europe.

Of the Turboprop OEMs, again Textron leads the way in Europe with 41% of the total 1,264 units in operation. Piper and Pilatus also comprise the Top Three OEMs that hold a 73% share of the in operation business turboprops in Europe (see Chart B, top right).

Top Ten European Nations

The nations featured in Table D (Top Ten Operating Countries, Jets) and Table E (Top Ten Operating Countries, Turboprops) show Germany has the largest number of business jets and business turboprops in Europe.

Portugal (77 business jets) and the UK (1) are the only countries with jets registered in Fractional Ownership programs within Europe, while Luxembourg (17) and France (1) are the only countries with turboprops in Fractional Ownership. T

Mike Chase’s analytical and consultancy services are highly valued within the Business Aviation industry.

He is founder and president of Chase & Associates, and works closely with several respected sources to compile his unique Aircraft Analysis features.

Contact Mike via mike@avbuyer.com

Daher Avanti

Piper 236 18%

Other

Total: 1,264

Source: JETNET

Business Jets & Turboprops (By OEM)

Pilatus

Textron 529 41%

Pilatus 180 14%

Embraer

Textron Piper

Daher 118 9%

Falcon

Bombardier 595 24%

Other 107 11%

TABLE D - TOP TEN OPERATING COUNTRIES, JETS

EUROPEAN BUSINESS JETS (as of March 2018) BASE AIRPORT COUNTRY

#

TOTAL

WHOLLY OWNED

SHARED

1

Germany

466

465

1

2

United Kingdom

335

331

3

3

France

233

227

6

4

Switzerland

159

159

5

Russian Federation

155

155

6

Austria

152

152

7

Malta

118

118

8

Portugal

116

38

9

Spain

103

103

10

Italy

99

99

1

FRACTIONAL

1

77

Source: JETNET

TABLE E - TOP TEN OPERATING COUNTRIES, TURBOPROPS

EUROPEAN BUSINESS TURBOPROPS (as of March 2018) BASE AIRPORT COUNTRY

#

TOTAL

WHOLLY OWNED

SHARED

1

Germany

262

259

3

2

France

202

192

9

3

United Kingdom

158

154

4

4

Switzerland

92

92

5

Italy

69

69

6

Luxembourg

41

24

-

Belgium

41

40

-

Sweden

41

41

7

Netherlands

40

40

8

Spain

39

39

9

Austria

38

38

10

Czech Republic

36

36

FRACTIONAL

1

17 1

Source: JETNET

42

AVBUYER MAGAZINE – May 2018

www.AVBUYER.com

Aircraft Index see Page 161

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Whole Ownership May.qxp_Finance 24/04/2018 14:20 Page 1

OWNERSHIP T WHOLE-OWNERSHIP

Is Whole Aircraft Ownership Right For You? If control over your company’s transportation is paramount, sole ownership of a business aircraft is particularly attractive. With high enough utilization, it is also very cost effective. David Wyndham highlights…

A

s a generalization, when your flying needs come close to (or exceed 200 annual hours), whole aircraft ownership can be more cost effective than fractional, charter or membership programs. Whole aircraft ownership offers the following benefits.

Freedom: With whole aircraft ownership a company has the freedom to select the best aircraft to satisfy its needs. Within safety and operating regulations, that aircraft can be operated as the owner requires.

Customization: When a company acquires its own aircraft, the outfitting of the aircraft can be done to suit its operational and travel requirements.

Options for colors, seating, carpeting materials (and more) are able to be matched to your needs and preferences. The larger the cabin size, the more flexibility there is in how the interior can be configured.

Service Levels: The aviation department personnel are the owning company’s employees. Not only is that company able to shape their training and manage their competence, it can affect how they interface personally with passengers.

The ability to hire the employees that fit the organization can be invaluable, and this service level generates a rapport that is effortless and comforting.

46

AVBUYER MAGAZINE – May 2018

Control: In the US, Federal Aviation Regulations (FARs) allow the most flexibility and opportunity for control to not-for-hire operations flown on behalf of the aircraft owner. A companyowned aircraft that is used in support of the business of the company falls under these rules.

While all aircraft must be operated safely, the sole owner of a business aircraft has greater influence over operations than either a charter customer or a fractional owner. Factors influencing safety and security are within the operator’s control.

A whole-aircraft owner has the highest levels of privacy, and you can discuss sensitive business, or leave important corporate documents and personal items on board the aircraft.

Responsibility: With this high degree of control comes an equally high level of responsibility. While the FARs state that the pilot in command is the ultimate person responsible for the safe operation of the aircraft, the owner is responsible for the hiring and training of that pilot. The owner has liability for the actions of its employees, and this extends to the aircraft operation.

The owner can manage this risk via high-quality training and insurance. The crew should be trained to the highest appropriate levels of competence. Maintenance engineers (if applicable) also require regular training. An individual or company owning or leasing their own hangar is also responsible for ground safety. The owner shares the risk by

www.AVBUYER.com

Aircraft Index see Page 161

Whole Ownership May.qxp_Finance 24/04/2018 14:21 Page 2

David Wyndham is co-owner & president of Conklin & de Decker 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

properly insuring the aircraft and crew.

Managing and directing the detailed operation of aviation activities requires individuals versed in management and Business Aviation - a skillset commonly accomplished either by having an in-house aviation manager/director, or by contracting the management of the aviation operation to a management company.

The Role of Management Companies

A management company can offer a turn-key approach of contracting the function and oversight of the aviation operation. These companies specialize in flight operations.

For a first-time owner of a business aircraft, we usually recommend contracted management for starting the aviation operation. In additional to providing flight crews and functional oversight, the management company can provide economic benefits as well: ● Fuel can be purchased in bulk on behalf of multiple aircraft owners; ● Discounts can extend to maintenance (the management company with multiple aircraft should be able to negotiate discounts for spare parts); ● The management company can purchase insurance for its group of owners at rates that can be lower than for a single aircraft.

While management companies tailor their services to meet an owner’s unique requirements, they typically offer the following oversight: ● Hangaring the aircraft ● Managing the aircraft records ● Hiring and training the flight crews ● Managing the maintenance of the aircraft ● Handling the billing and verification of all variable operating Advertising Enquiries see Page 12

● ● ●

expenses (including fuel, maintenance, etc.)

Ensuring that all regulatory requirements are met by the aircraft and crew Refueling the aircraft Cleaning and cosmetic upkeep of the managed aircraft.

Offsetting the Costs of Whole Ownership

If you, as the owner, desire to further reduce your total costs, a management company can charter the aircraft when you’re not using it, provided the firm has authorization under FAA Part 135 (or its equivalent in non US countries).

This relationship is complicated as there are regulatory restrictions governing operational control of any aircraft used for commercial service. The general terms are as follows: ● The aircraft owner pays all the operating costs (fuel, maintenance and other aircraft operating expenses). ● The crew may be billed as salaries or as an hourly fee. ● The aircraft owner gets a set percentage of the charter revenue.

The charter revenue the owner receives should be more than enough to cover the operating costs, but will not be enough to cover all of the fixed expenses, debt service and depreciation.

The charter revenue is shared between the charter operator and aircraft owner. Rarely, however, does a chartering arrangement with a management company produce a profit for the aircraft owner.

The relationship with the management company is as much a personal relationship as a business relationship.

Communication and shared goals are important. If you want control, fly enough hours and accept the responsibility, whole aircraft ownership can be very rewarding. T

www.AVBUYER.com

Are you looking for more BizAv Ownership articles?

Visit www.avbuyer.com/articles/ownership May 2018 – AVBUYER MAGAZINE

47

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3’793 TT, MNPS, RNP 5, RNP 10, 8-RNAV, JSSI, 9 Pax.

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Make Offer

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

Make Offer

Deal Pending 1979 CESSNA CITATION I S/N 500-0392 13’748 TT, EASA, CESCOM, Refurbished in 2014, 6 Pax.

Deal Pending

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

Make Offer

2008 AGUSTA A109E POWER S/N 11728 217 TT, EASA, Engines PW206C

Make Offer

2003 BELL 427 S/N 56039

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

$1’550’000

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Buying & Selling 1 MAY.qxp_Finance 24/04/2018 14:24 Page 1

OWNERSHIP T BUYING & SELLING

How Do Airplane Upgrades Impact an Offer?

Is it better to buy a project? Or is it best to purchase an aircraft that’s already been upgraded?

How do the variables affect the price a buyer should pay? Jet Tolbert provides some insights… urrently there is a smorgasbord of upgrade options available to aircraft owners, so when considering your next aircraft purchase it’s important to begin to understand how they might impact an offer.

In today’s market many sellers are willing to hold out for top dollar to recuperate any investments they may have made to upgrade their aircraft with the latest amenities and avionics.

This may be acceptable to the buyer if the aircraft’s value is in keeping with current market conditions. But buyers need to assess whether they’re paying a higher price for an airplane that has upgrades they don’t necessarily need or want. Similarly, will the upgrades retain some of their value when time comes to resell the jet?

Some aircraft upgrades are a little more ‘subjective’ in their nature, offering no guarantee the buyer will recover the additional cost when they eventually come to sell.

Some buyers simply prefer to purchase an airplane for less, taking the time to install required updates as they need them and ensuring they only pay extra for what is absolutely necessary to their own mission requirements. 

C

52

AVBUYER MAGAZINE – May 2018

www.AVBUYER.com

Aircraft Index see Page 161

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1999 CITATION EXCEL • 560-5022

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1998 CITATION CJ • 525-0326

2007 PIPER MERIDIAN • 4697318

2008 CIRRUS SR22 GTS • 3221

2006 COLUMBIA 400SLX • 41669

2011 CESSNA T206H • T20608997

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Buying & Selling 1 MAY.qxp_Finance 24/04/2018 14:24 Page 2

OWNERSHIP T BUYING & SELLING

So how can a buyer determine a fair aircraft value in relation to required or existing upgrades?

Following are some pointers intended to help answer some of the questions…

Advice on Turn-Key Airplanes

While it’s true that last month’s sales are old news and that the aircraft currently available ‘For Sale’ are more representative of today’s market, there is still much to be learned from the recent transactions.

Often, recent sales history can tell much about the buying trends towards certain upgrades, and their impact on resale value.

For example, does that brand new Wi-Fi system add value to a Light jet? Is a complete avionics retrofit a driver to sales activity on a specific LongRange model? What are the other trending buyer preferences?

Prices and the unique circumstances of an aircraft sale are not generally to be found in the public domain, but a well-connected broker should be able to help shed some light on the details of recent activity, advising on the current market trends, and help distinguish ‘best-value’ from unreasonable expectation that could cause a buyer to miss out on a great deal.

Advice on Buying a Project

Usually sellers will not discount the price of their aircraft to account for every upgrade that a buyer wants in order to customize the airplane. If, as a buyer, you are seeking for upgrades to be made to a preferred purchase option, you can probably expect to buy a ‘project’ airplane nearly dollar-fordollar less than the cost of mandated avionics upgrades (where required).

However, the avionics and cabin upgrades that are a buyer preference (as opposed to an FAA mandate) would need to be valued on a case-by54

AVBUYER MAGAZINE – May 2018

case basis. Usually, sought-after upgrades not mandated by an aviation authority, but considered necessary by buyers (i.e. Wi-Fi) will mean less in terms of an aircraft’s value.

As an example, fewer Light jet owners would be willing to pay an extra $4k/month for Wi-Fi that would only be used on relatively short trips, so state-of-the-art Wi-Fi installed on a Light jet will naturally be seen as less important than it would for a longer-range aircraft.

Thus, larger jets not equipped with Wi-Fi are more likely to see a deduction in value equivalent to the cost of Wi-Fi installation, whereas for the Light jet a deduction in value is less likely. Different items differ from market-to-market. Wi-Fi is only the tip of the iceberg.

Structuring the Purchase

Buyers must be realistic. Although for many years, the market has been stacked in the buyer’s favor, those expecting to make an offer whereby a seller includes new paint, interior and other upgrades are often disappointed. Aircraft sellers tend not to seriously engage on such ‘desired’ terms.

Nevertheless, an experienced purchase team with a deep understanding of both the buyer’s needs and the seller’s expectations will be able to help negotiate and structure a deal that will get the aircraft sold, and into operation in the shortest time, helping the buyer decide whether the turnkey aircraft or project aircraft is the better option, and why… T

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, Latin America sales team and a partner office in Zurich, Switzerland, American Aircraft Sales is an active NBAA, IBAC, EBAA & ABAA member.

Aircraft Index see Page 161

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Jeteffect 8 aircraft May.qxp 26/04/2018 10:13 Page 1

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Buying & Selling 2 May.qxp_Finance 24/04/2018 14:35 Page 1

OWNERSHIP T BUYING & SELLING

Why Your Broker Must Be Present At Pre-Buy… Jeremy Cox offers insights

highlighting the added value to buyers of having their broker

present at the pre-buy inspection…

T

he only scenario worse than not having someone representing you in person at the pre-buy inspection that you are paying for, is to buy a friend’s aircraft over dinner and not have the pre-buy inspection performed at all.

Why spend a significant amount of money on the aircraft, the pre-buy inspection and the related costs without being represented? The sole purpose of undertaking a pre-buy inspection prior to closing a transaction is to protect your (the aircraft buyer’s) interests.

By the time you reach the pre-buy inspection you will have definite expectations regarding the aircraft you’re purchasing and the representations made about it. Before releasing the balance you agreed to pay for the aircraft, now is the time for those expectations to be evaluated on your behalf by an independent party that you selected to perform the inspection.

At the very minimum, the independent inspection should accomplish all of the following: 58

AVBUYER MAGAZINE – May 2018

• • • • • •

•

Verify that the aircraft matches the sales specification (including times, cycles, equipment, status, programs and condition).

Confirm the existence, completeness, readability (English) and consecutiveness of all Logbooks and other required documentation.

Confirm there is no hidden damage, unsafe, or future expense condition existing that is otherwise unknown to you.

Confirm that there is either no damage history discernable from the records, or evident by inspection of the aircraft.

If damage history has been disclosed, confirm it has not been understated by the seller.

Confirm that everything agreed between you and the seller as ‘working and operating correctly’ is indeed working and operating correctly.

Assess and confirm that the aircraft is in an airworthy condition (or at the very least determine and report what must be accomplished to make it airworthy).

www.AVBUYER.com

Aircraft Index see Page 161

Buying & Selling 2 May.qxp_Finance 24/04/2018 14:36 Page 2

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

Contact him via jcox@jetbrokers.com

• •

Confirm that the aircraft is eligible to be operated under the flight rules that you intend to use it for (i.e. Part 91, 121, 125 or 135).

Report what items may need refurbishment or replacement, and the projected life remaining (i.e. condition of brakes, tires, woodwork, leather, fabrics, etc.).

Buyer Beware

An honest, completely independent party should be up to the task in providing a detailed report on all of the items listed above. However, buyers should be aware that while the majority operating within this industry are honest and reputable, it is possible for a chosen party not to be as independent or as reliable as expected, and this is where having a broker on the team can help greatly.

For example, you should avoid selecting an MRO/Inspector which has an existing, long-term relationship with the seller (creating a potential conflict of interests, even though you are technically (and financially) their current client).

Advertising Enquiries see Page 12

Although most MRO/Inspectors are reputable, a broker on the team removes the chance of an unscrupulous MRO/Inspector with a number of high value replacement components or parts for the same make/model using the pre-buy as an opportunity to use some of these items.

Assuming you researched the MRO/Inspector and are satisfied that no conflict of interest applies to your pre-buy inspection, it is also assumed you are confident the people that will perform the independent inspection offer great expertise and are extremely knowledgeable of the aircraft make/model to be inspected.

If this is the case, you are ready to proceed with the inspection.

Obviously, any opportunity to mitigate risk and additional expense (or discount on the agreed price of the aircraft) is definitely in the interest of the aircraft seller. This desire can be realized if the seller ensures that he/she has a personal representative in attendance, on-site, throughout the pre-buy inspection. 

www.AVBUYER.com

May 2018 – AVBUYER MAGAZINE

59

Buying & Selling 2 May.qxp_Finance 25/04/2018 11:17 Page 3

OWNERSHIP T BUYING & SELLING

This representative is the seller’s ‘eyes, and ears’, as well as their spokesperson. Why let them out-maneuver you by not hiring your own representative for this important event?

Perhaps you planned on sending your Director of Maintenance (DoM) to oversee the pre-buy inspection. This ‘representative’ is indeed somewhat capable of the task assigned to them, but they may well be deficient in several areas that only a broker can provide for. Thus you are advised to also have a broker at the pre-buy on your behalf.

Why Add a Broker to the Team?

The first argument in favor of having a broker on your representative team is experience. Your DoM, may only have been involved in a handful of prebuy inspections, whereas a broker likely has overseen dozens, if not hundreds.

Next, although your DoM may have read the purchase agreement executed between you and the seller, your broker was involved in the crafting and refinement of that agreement and offers deep knowledge and understanding of the terms, and the agreed process.

Furthermore, the buyer and seller might be likened to two steel plates. If they interact without a broker (akin to the grease that’s necessary to separate the plates) sparks will fly. The aircraft transaction can be fraught with emotional, reactionary opinions. The pre-buy inspection 60

AVBUYER MAGAZINE – May 2018

represents the culmination of the process. Instead of an amicable, fair transaction reaching a successful conclusion the deal could actually fall apart.

In addition to keeping the MRO/Inspector objective, a broker should also ensure the workscope moves along promptly, and the report is delivered on-time as promised. In short, the Broker has been there many times before.

At the very minimum, ensuring that your broker is present at the pre-buy inspection should enable you to accomplish the following: • Ensure the MRO/Inspector maintains impartiality and perspective on the overall project.

• Filter and explain the discrepancies and squawks before they are entered into the report in a way that may ignite anger by either party.

• Help keep the MRO/Inspector ‘on-track’ and ’on-schedule’.

• Help speed communications between all parties.

• Ensure that the terms of the executed aircraft purchase agreement are all met and accomplished in a timely manner (i.e. performance clauses).

• Suggest lower-cost or better solutions to repair defects and squawks.

• Ensure that the best approach to repairs affecting value (diminution) will be handled and documented in the least-harmful way possible (in terms of safety and value).

www.AVBUYER.com



Aircraft Index see Page 161

ABS Jets - advertorial May.qxp_Layout 1 24/04/2018 10:36 Page 1

ADVERTORIAL

The role of CAMO for aircraft owners – get the insight of a certified CAMO provider As a business jet owner, you quickly become accustomed to the feeling of freedom and comfort it provides, although responsibilities come with ownership. One of those responsibilities is covered by CAMO to help you to keep your aircraft in top condition at all times. What is CAMO and how does it benefit you? Jana Mohauptova, spokesperson for ABS Jets, a business jets operator, MRO and authorised CAMO provider, discussed these questions in an interview with experienced CAMO Manager Stanislav Kucera (ABS Jets).

Mohauptova: What aircraft types do you look after under your CAMO? Kucera: We started with the Legacy 600 and Cessna Citation Bravo, but our experience began earlier with Fokker F27 when no regulations for CAMO had yet been established. We’ve gradually increased our capabilities for Learjet 60XR, Phenom 100, Phenom 300, Gulfstream G550 and G650 jets.

Mohauptova: What is CAMO?

Mohauptova: How hard is it to adapt to and look after new aircraft types?

Kucera: CAMO means Continuing Airworthiness Maintenance Organisation. It follows EASA requirements, and only authorised organisations may provide the service. All complex aircraft, meaning aircraft over 5700 kg, or with more than 19 pax, certified for multicrew operation, equipped with a single turbo engine or more than one turboprop engine must have CAMO to administrate its technical records. In fact, CAMO will soon be mandatory for almost all aircraft types in Europe.

Kucera: It depends. If it’s a new type from the same manufacturer, it isn’t so hard and we only have to study the new technical parameters. When it’s from a different manufacturer, it’s more complicated. First, we have to study the philosophy behind the aircraft and then understand the technical publication scheme to create a proper Maintenance Program and MEL (Minimum Equipment List).

Mohauptova: What does CAMO involve daily?

Kucera: The task of CAMO is continuous observation and checking to keep an aircraft airworthy. At ABS Jets CAMO department, we look after an aircraft’s technical record history and set up the tracking database according to the manufacturer’s and CAA requirements. We communicate with crew and technicians during line maintenance and in the field. We make certain all jobs are performed by properly trained technicians and according to the maintenance procedure. We also check the Airworthiness Directive issued by the authority and Service Bulletins issued by manufacturers. All this information must be kept current in our system to let us determine the course of action for the next base maintenance. CAMO is therefore an important and essential part of aircraft management.

Mohauptova: How do you cooperate with other units at ABS Jets?

Kucera: Main cooperation is with our technical services department. The ABS Jets technical services department is an Embraer Authorized Maintenance Centre. We can see our whole maintenance schedule directly in the hangar downstairs and we communicate with the technicians daily. We use this experience to schedule tasks accordingly, some to be performed in advance once the area is open to reduce ground time in the future, or we adjust the maintenance plan according to recommendations directly from the hangar. This is one of our major benefits. ABS Jet’s CAMO is not only the office for CAMO, we’re right in the middle of the action.

Mohauptova: What other benefits do your clients have?

Kucera: CAMO is mandatory by regulation, but from my experience I think that for aircraft owners it’s not only important to have the aircraft flawlessly maintained, which I would say is standard, but to have a personal approach to each aircraft. Each owner is individual, and we have clients all over the world. They expect only the best, and we are well-trained and strive to exceed their expectations.

Mohauptova: Will you be at EBACE? Kucera: Of course! Each year this is a great opportunity to catch up with business partners and for our potential clients to discuss their needs personally.

More about ABS Jet’s CAMO services to be found at www.absjets.com

We look forward to welcoming you to our booth #S99 at EBACE Advertising Enquiries see Page 12

www.AVBUYER.com

May 2018 – AVBUYER MAGAZINE 61

Buying & Selling 2 May.qxp_Finance 24/04/2018 14:37 Page 4

OWNERSHIP T BUYING & SELLING

“ Today, the buyer is trying to sue the seller for the cost of upgrades that should never have been done in the first place.”

•

•

Advise on which refurbishment and upgrade items make the best sense to meet the buyers’ needs, at the lowest cost but with the highest returns possible.

Expedite the approval of the squawks (in the case of the seller) as they are found, thus ensuring an ‘on time’ closing.

The Cost of Scrimping

We’ll close out this article with some insight into actual events that have occurred to other buyers (and sellers) who chose not have their broker at the pre-buy inspection.

•

•

The aircraft buyer, not fully understanding the terms of the contract as they applied to the pre-buy, walked away from the deal early (before the report had been issued) and was sued for breach of contract.

Another buyer, believing they had a deal, authorized the MRO/Inspector to accomplish upgrade work on the aircraft before they had technically accepted it. The seller, decided not to counter-sign the technical acceptance because they were more willing to lose the sale rather than have the MRO/Inspector repair the discrepancies found (they chose to fix the aircraft in-house). Today, the buyer is trying to

•

•

•

Hopefully the case for your broker to be present throughout the pre-buy inspection process is clear.

With the time and money invested in an aircraft transaction, why scrimp at this crucial stage at a cost of experience, good communication and in-depth understanding? T

Are you looking for more BizAv Ownership articles?

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AVBUYER MAGAZINE – May 2018

sue the seller for the cost of upgrades that should never have been done in the first place.

A seller’s DoM was left insulted and angry at the discrepancies found by the MRO/Inspector and convinced the seller the MRO/Inspector was incompetent. The pre-buy findings were thrown out, leaving the buyer in a very difficult position: Accept; walk-away; go elsewhere; and/or litigate.

One buyer, not understanding the concept of ‘Airworthy’ and ‘not’, demanded that all discrepancies, including cosmetic issues, all be paid-for by the seller. The seller understandably refused and both parties walked away. Time and money were wasted, and the buyer lost their deposit.

An MRO/Inspector recommended an exchange part to cure a discrepancy when in reality there was plenty of time available at the stage of rectification for an overhauled part to be bought instead, at a much lower cost.

Visit www.avbuyer.com/articles/ownership

www.AVBUYER.com

Aircraft Index see Page 161

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Finance 2 May18.qxp_Layout 1 24/04/2018 14:44 Page 1

OWNERSHIP T FINANCE

How to Understand Europe’s Aircraft Finance Market What are the trends for financing in Europe at this time, and how should borrowers and lenders read these? FlyFunder’s Paul Sykes shares his thoughts and observations with AvBuyer… t a time eyes turn to the European Business Aviation market with EBACE coming up, AvBuyer spoke with FlyFunder’s Paul Sykes to get his insights into the European borrowing and lending market.

Having amassed several years’ experience as an aircraft financier with AirFinance, GE Capital and RBS Aviation Capital (among others), Sykes and a team of experienced financiers recently launched FlyFunder, an online platform connecting prospective borrowers and lenders around the world.

Designed to facilitate, expand and revolutionize the interaction between General Aviation buyers and financiers, FlyFunder fills a perceived communication and connection void between specialist aviation financiers, the buyers of aircraft, the Original Equipment Manufacturers (OEMs), and the sales agents who want to sell their aircraft.

A

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AVBUYER MAGAZINE – May 2018

Of the European aircraft financing market, Sykes had the following to tell us…

AvBuyer: What are some of the unique characteristics of aircraft financing within Europe, both from a lender’s and a borrower’s point of view?

Sykes: Europe is a highly fragmented market, with a broad mix of very high income, developed and financially astute markets and others that are less so. Western Europe – particularly the UK, France and Germany – are well-served by local and international lenders while others (Eastern Europe and the Balkan states) rely more on local lenders and export credit.

Scandinavia, while much smaller in terms of a business aircraft population, is very well served thanks to some extremely strong local lenders and niche financiers.

www.AVBUYER.com

Aircraft Index see Page 161

Finance 2 May18.qxp_Layout 1 24/04/2018 14:44 Page 2

What makes Europe a unique – and occasionally complex – environment for lenders compared to the US is that almost every deal has a cross-border element. There is of course a mix of local currencies, tax regimes and legal systems that can add some complexity when lending, too.

Borrowers will note that lenders tend to prefer to lend in USD (aircraft are valued across the board in USD), and this has some impact on their own balance sheet risk. Hedging strategies are occasionally required to offset potential issues.

AvBuyer: Traditionally, Europe is the second largest Business Aviation marketplace in the world. Does this reflect in terms of general access to aircraft financing?

Sykes: Very much so. As mentioned, some markets are very well served and in Europe there are a vast Advertising Enquiries see Page 12

number of lenders with varying appetites for credit and asset risk.

If a borrower is a poor credit in a less developed part of Europe they are going to struggle to find financing. But poor credit is a major problem wherever you are now as the swing in recent years has predominantly been from an asset-based to creditbased lending environment.

AvBuyer: What are the traditional preferences in Europe regarding aircraft financing? What types of financing are popular, and are these likely to shift at any time in the foreseeable future?

Sykes: There is a time and a place for all financing solutions within the European space. Leasing appears to be back in a way that has not been seen for many years, although it is fair to say this is predominantly in the Long Range and Large Cabin

www.AVBUYER.com

May 2018 – AVBUYER MAGAZINE

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Finance 2 May18.qxp_Layout 1 24/04/2018 14:45 Page 3

OWNERSHIP T FINANCE

“We have seen a sizeable uplift in applications across all business aircraft asset types.”

jets rather than smaller aircraft that took the biggest depreciation hits through the last decade.

Export credit still has an important part to play in the less well-served areas, although the restrictions at US Ex-Im bank (sub $10m and no more than seven years) make it harder to fund US-built assets until that political situation has been resolved.

Luckily there are some creative export credit agencies that have been able to plug some of the gaps, and more often than not buyers are able to obtain a solution that works for them.

In the future, some of the larger lenders that pulled out of the market should return. Healthy OEMs, financiers and operators are needed to get anywhere near to where we were at the start of the century. It will take longer to get to that point in Europe than it will in the US. Arguably Europe may not return to that level, although I hope to be proved wrong. Ultimately, we can look to the future with cautious optimism…

That may have led to some delay in buyers purchasing USdenominated assets rather than complete postponement.

AvBuyer: We’ve been seeing more than a year’s worth of growth in flight hours within Europe. Has this reflected in applications for aircraft financing within the continent?

AvBuyer: How does a prospective borrower enhance their chance of doing business within the European marketplace in 2018?

Sykes: This is definitely the case from where I’m standing. We have seen a sizeable uplift in applications across all business aircraft asset types. With the depreciation rules in the US encouraging the purchase of aircraft, inventories have been reducing and prices hardening up to a good extent in Europe, although admittedly less so than stateside.

As always, there are some markets that are still being held up by macro-economic factors (such as the drag on the helicopter market driven by the oil and gas prices, issues relating to the CHC chapter 11, and SuperPuma crashes leading to problems with that aircraft family).

While one might expect something negative to be said about Brexit at this stage, I’ve not seen anything that has had a critical impact on the market apart from the devaluation of the pound.

Sykes: It is useful to be able to understand all of the options before making a decision. If, as a prospective borrower, you have a very specific requirement, the number of lenders you can deal with will be limited and you’ll potentially pay a higher rate.

Be open-minded with the solutions available and base the decision on having the best rate and most flexibility. If you are not sure what you would like, there are many finance brokers who can help identify the positives and negatives of each solution.

Be as transparent with lenders as you can be. If having a Non-Disclosure Agreement in place before speaking with lenders is preferable then always ask for this. Most lenders would be willing to enter into these documents. T More information from www.flyfunder.com

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AVBUYER MAGAZINE – May 2018

AvBuyer: So are there any reasons for borrowers and/or lenders to be cautious in the European Business Aviation marketplace at this time?

Sykes: There has been more of a cultural shift in Europe, and not in a positive way. A lot of the European media highlights Business Aviation as a sign of over-indulgence in the corporate environment, with some high-profile companies feeling compelled to sell, or significantly downsize their aircraft use under shareholder pressure.

This has made buyers more cautious and users more secretive in a way that they should not have to be. Business Aviation is just what it says on the tin: a business tool, with sizeable advantages for senior management teams and individuals globally.

www.AVBUYER.com

Aircraft Index see Page 161

Bank of Ozarks April.qxp_Layout 1 23/04/2018 14:25 Page 1

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Finance 1 May18.qxp_Layout 1 25/04/2018 11:15 Page 1

OWNERSHIP T FINANCE

Financing: Which Aircraft are Most Likely to Qualify?

Is the goal of getting financing for a used aircraft really so difficult in today’s Business Aviation marketplace? Global Jet Capital’s Vivek Kaushal discusses, offering tips on ways to maximize your chances when selecting your next aircraft…

I

f you’re thinking about financing an aircraft, you’ve probably heard that it’s relatively easy to obtain funds for a new aircraft but that financing used jets is a thornier proposition.

That’s mostly true, but even for a new aircraft, there is no guarantee of securing funding.

It’s important to remember that not all new aircraft are created equal. Lenders will always wait for a new model to prove its performance and demonstrate some trading history before going ‘allin’. Existing models with a solid installed base and performance history are usually acceptable, with a few exceptions.

While it’s mostly true that financing for new aircraft can be more easily obtained than for used, within the used realm there’s significant variation in what lenders look for and what kinds of risk they’ll tolerate. Generally speaking, a used aircraft can indeed be trickier to finance.

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AVBUYER MAGAZINE – May 2018

Some lenders, especially those that don’t specialize in aviation financing, won’t finance aircraft over five years old, while for others, ten years is the cut-off. These are largely arbitrary numbers, and experienced aviation lenders know that there are more important considerations than arithmetic based on model year.

Useful or not, some banks rely on these simple weeding-out measures because they’re constrained by conservative credit risk policies or by a lack of knowledge. Neither is conducive to a holistic approach to used aircraft financing.

Thus, if you’ve got your eye on a used aircraft that’s got a little more history between its wings than some lenders are comfortable with, don’t despair.

Older aircraft can qualify for financing, but obtaining it would typically mean engaging a specialized aviation financing partner who can work with you and navigate some of the industry particulars.

www.AVBUYER.com

Aircraft Index see Page 161

Finance 1 May18.qxp_Layout 1 24/04/2018 14:51 Page 2

Vivek Kaushal, Chief Risk Officer, Global Jet Capital, has over 25 years of leadership experience in Credit and Risk Management, including multiple Chief Risk Officer roles spanning several GE Capital businesses/geographies.

Most recently, he was the CRO of the Corporate Aviation Finance business in GE Capital, Americas.

More from www.globaljetcapital.com

Following are three major factors that will make a difference as to whether a specific used aircraft qualifies for financing or not…

1. A Robust Installed Base/Model Performance History

The more performance history that’s available for an aircraft model, the better. Models that have been well-accepted in the market will almost always be more likely to qualify for financing.

For each cabin class, some models demonstrate better-than-usual value retention. These will typically have been in production at a high volume and will boast a well-documented operational and financial track record.

Models with short production runs and low trading volume may be viewed more cautiously as collateral for financing. Data on a model’s installed base and recent trading history (number of preowned aircraft on the market/average days to trade) is typically available on AMSTAT or JETNET.

2. Fleet Average Usage Levels

An aircraft is more likely to qualify for financing if it’s at or below fleet average usage for its make and model. Bluebook and other guides can provide this information, which is a key indicator of how much service life an aircraft has left.

Advertising Enquiries see Page 12

If the aircraft’s usage level is significantly higher than average, lenders may get concerned about the aircraft’s remaining useful life because of heavy usage. A heavily used aircraft will tend to sell more slowly.

3. Airworthiness is Non-Negotiable Maintenance Status Matters

To qualify for financing, an aircraft must be in very good operational condition with no history of material damage. Damage to the aircraft will be assumed to affect its reliability and value, regardless of how comprehensive the repairs. All avionics have to be up to date, with no doubt over airworthiness. All technical upgrades must be in place as well.

One major maintenance-related consideration that may affect a lender’s decision is whether the engine is cared for under a power-by-the-hour (PBH) program or not. Most lenders consider PBH programs to be a favorable approach to mitigate the risk of expensive engine repair costs.

Another consideration is when the next major inspection is going to take place. An airframe inspection can be expensive and take a significant amount of time. A thorough review of the aircraft’s logs and maintenance history will help to flag such issues.

www.AVBUYER.com

May 2018 – AVBUYER MAGAZINE

 69

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OWNERSHIP T FINANCE

“Someone with domain knowledge can engage with the industry’s complexity and structure a transaction that works for the aircraft, even helping clients navigate the inspection process.”

The Real Issue With Used Aircraft Financing

In a nutshell, the main obstacle to financing used aircraft is the complexity of the deals themselves. Some lenders struggle with the complex considerations that go into evaluating the risk of financing a used aircraft, especially if they don’t have robust aviation knowledge.

Those that rely on a simple exclusionary process may rule out perfectly airworthy and viable aircraft in favor of preserving a cautious risk posture. All too often, a traditional lender will ask for other forms of collateral, such as significant amounts of assets under management which it has a right of set off, rather than rely on the value of the asset or the credit of the borrower’s business.

Someone with domain knowledge can engage with the industry’s complexity and structure a transaction that works for the aircraft, even helping clients navigate the inspection process.

As an example, Global Jet Capital was about to close on financing an operating lease for a ten-year old Bombardier Challenger 605 when a problem was identified with the aircraft’s APU requiring it to be sent to Honeywell for an estimated eight-week repair.

A lender unfamiliar with aviation might have considered this a “red flag,” and its policies may have also precluded it from holding its financing commitment for that length of time, leading to an end to the deal and possibly a lost deposit if the right contingencies weren’t in place.

Instead, our understanding of the space meant we understood the need for the repair and were able to work through the delay seamlessly. Once the overhauled APU was installed, the deal closed successfully.

In Summary…

So which jets are most likely to qualify for aircraft finance? A lot is possible when you find the right partner for your Business Aviation financing and understand what matters to lenders.

Used aircraft continue to represent terrific value for savvy buyers. Keeping in mind the three major considerations relating to a used aircraft’s finance-worthiness, you should be able to find a used aircraft that suits your business goals and save yourself the disappointment of a rejection. T More information from www.globaljetcapital.com

Are you looking for more Business Aircraft Finance articles?

Visit www.avbuyer.com/articles/finance-biz-av 70

AVBUYER MAGAZINE – May 2018

www.AVBUYER.com

Aircraft Index see Page 161

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Values Intro.qxp_Finance 24/04/2018 16:53 Page 1

OWNERSHIP T RETAIL PRICE GUIDE

Business Aircraft Values: The Large Cabin Choice There are occasions when the operator’s mission dictates an aircraft of larger capacity. This month our value study focuses on our definition of Large Cabin and Ultra-Long-Range business jets.

T

he average Large Cabin and Ultra-Long-Range jets share more in common than they differ, with similar cabin sizes and comparable cruise speeds ranging roughly between 450-500kts. For the purpose of this month’s focus, we’ll categorise Large Cabin and Ultra-Long-Range jets under the generic category of ‘Large Cabin jets’, on the basis of their shared characteristics, and MTOWs that generally range between 38,000-100,000 pounds.

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

One disadvantage the Large Cabin jets have over their Small and Medium jet kin is their need for runways longer than 6,000ft, which restricts the number of airports they can use by comparison. Nevertheless, for the trans-oceanic traveller, the advantages offered by these airplanes far outweigh the negatives.

Where the Large Cabin airplanes really excel (as the name would suggest) is in their cabin capacities. A cabin will typically stretch from 30-40 feet or more, enabling operators to enjoy a wider array of finishing options and office capabilities than jets in the smaller segments can provide. Cabin heights in excess of six feet guarantees stand-up cabin comfort, while seating capacity of 8-18 is typical.

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AVBUYER MAGAZINE – May 2018

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

Large Cabin Jet Price Guide

The following Large Cabin jets’ Average Retail Price Guide represents current values published in the Aircraft Bluebook– Price Digest. The study spans model years from 1999 through Spring 2018. Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year.

For example, the Bombardier Global 5000 values reported in the Spring 2018 edition of the Bluebook show $27m for a 2013 model, $24m for a 2012 model and so forth. Aircraft are listed alphabetically. With the reader’s knowledge of aircraft, equipment, range and performance, the following Guide allows the reader to determine the best value aircraft for consideration.

Note: We have included 43 aircraft models in the following Large Cabin 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 120

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Aircraft Index see Page 161

1st Source Bank January.qxp_Layout 1 23/04/2018 14:25 Page 1

Retail Values.qxp_RPG 25/04/2018 11:25 Page 1

OWNERSHIP T RETAIL PRICE GUIDE

Large Cabin Jets: Average Retail Price Guide MODEL YEAR $

2018 US$M

2017 US$M

2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

2009 US$M

14.0

----

----

13.0

12.0

11.0

10.0

13.250

11.750

10.5

9.750

9.250

10.650

9.650

9.150

MODEL BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 650

32.350

26.0

23.0

BOMBARDIER CHALLENGER 605

19.0 16.0

15.0

17.0

16.0

BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350

26.673

20.0

18.0

BOMBARDIER CHALLENGER 300

13.4

12.650

11.650

BOMBARDIER GLOBAL 6000

62.310

51.0

43.0

38.0

35.0

32.0

29.0

BOMBARDIER GLOBAL 5000

50.441

41.0

35.5

33.0

30.0

27.0

BOMBARDIER GLOBAL EXP XRS

24.0

21.0

19.0

17.0

24.5

22.5

20.5

19.5

24.0

22.0

19.0

17.0

17.5

15.5

BOMBARDIER GLOBAL EXP DASSAULT FALCON 8X

59.3

56.0

48.0

DASSAULT FALCON 7X

53.8

52.0

40.0

33.0

29.0

27.0

DASSAULT FALCON 2000LXS

35.1

33.0

27.0

22.5

21.5

19.0

29.950

28.0

23.5

19.5

17.0

16.0

DASSAULT FALCON2000S

13.5

12.5

DASSAULT FALCON 2000DX EASy

DASSAULT FALCON 2000LX

19.0

12.0

10.0

DASSAULT FALCON 2000EX EASy

12.0

11.5

DASSAULT FALCON 2000EX DASSAULT FALCON 2000 DASSAULT FALCON 900LX

44.8

42.0

35.0

30.0

25.0

23.0

22.0

21.0

19.0

DASSAULT FALCON 900DX

15.0

14.0

DASSAULT FALCON 900EX EASy

17.2

16.2

20.0

DASSAULT FALCON 900EX DASSAULT FALCON 900C DASSAULT FALCON900B EMBRAER LINEAGE 1000E

51.0

42.0

32.0

29.0

EMBRAER LINEAGE 1000 EMBRAER LEGACY 650-135BJ

27.0 24.0

19.250

EMBRAER LEGACY 600-135BJ

26.0

24.0

22.0

11.250

10.250

16.250

15.250

14.250

13.250

13.8

12.250

11.250

9.5

----

8.0

7.250

EMBRAER LEGACY135BJ EMBRAER LEGACY 500

19.0

17.0

16.0

EMBRAER LEGACY 450

16.0

14.5

13.5

60.0

55.0

53.0

51.0

48.0

38.0

35.0

32.0

30.0

27.0

25.0

23.0

21.0

21.0

19.0

18.0

17.0

17.0

15.0

14.0

13.0

13.0

11.0

10.0

9.0

GULFSTREAM G650ER

69.0

GULFSTREAM G600

56.2

GULFSTREAM G550

49.0

15.0

GULFSTREAM G500 GULFSTREAM G450

26.0

23.0

21.0

19.0

GULFSTREAM G400 GULFSTREAM G350 GULFSTREAM G300 GULFSTREAMG280

20.0

18.0

16.0

15.0

14.0

13.0

GULFSTREAM GV GULFSTREAM G1V-SP AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM

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AVBUYER MAGAZINE – May 2018

www.AVBUYER.com

Aircraft Index see Page 161

Retail Values.qxp_RPG 25/04/2018 11:26 Page 2

RETAIL PRICE GUIDE T OWNERSHIP

What your money buys today

Spring 2018 2008 US$M

2007 US$M

2006 US$M

9.0

8.0

7.0

8.250

7.750

2005 US$M

2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

MODEL YEAR $ MODEL BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 650 BOMBARDIER CHALLENGER 605

6.4

6.1

5.8

5.5

5.1

7.5

7.1

6.7

6.4

6.1

4.8

4.5

4.3

4.1

BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350

8.3

BOMBARDIER CHALLENGER 300 BOMBARDIER GLOBAL 6000

15.0

14.0

13.0

12.0

18.5

17.5

16.5

15.5 13.750

BOMBARDIER GLOBAL 5000 BOMBARDIER GLOBAL EXP XRS 12.750

11.750

10.750

9.750

8.750

7.750

BOMBARDIER GLOBAL EXP DASSAULT FALCON 8X

16.0

15.0

DASSAULT FALCON 7X DASSAULT FALCON 2000LXS DASSAULT FALCON 2000S

11.5

10.5

DASSAULT FALCON 2000LX

9.5 11.0

DASSAULT FALCON 2000DX EASy 10.0

9.2

8.7

7.5

7.0

6.4

13.0

12.0

11.0

10.0

15.2

14.2

13.2

11.9

8.2

DASSAULT FALCON 2000EX EASy

7.5

6.8

5.9

5.2

DASSAULT FALCON 2000EX 4.9

4.5

3.9

3.7

DASSAULT FALCON 2000 DASSAULT FALCON 900LX

8.7

DASSAULT FALCON 900DX 11.0 8.0

10.5

DASSAULT FALCON 900EX EASy

8.8

8.3

7.9

7.2

6.7

DASSAULT FALCON 900EX

7.2

7.0

6.4

6.3

6.1

DASSAULT FALCON 900C

6.0

5.8

DASSAULT FALCON 900B EMBRAER LINEAGE 1000E EMBRAER LINEAGE 1000 EMBRAER LEGACY 650-135BJ

6.750

6.0 5.5

EMBRAER LEGACY 600-135BJ 5.0

4.5

4.2

4.0

EMBRAER LEGACY 135BJ EMBRAER LEGACY 500 EMBRAER LEGACY450 GULFSTREAM G650ER GULFSTREAM G600

19.0

17.0

16.0

15.0

14.0

13.0

GULFSTREAM G550

15.5

14.5

12.5

10.5

9.5

8.5

GULFSTREAM G500

12.0

11.0

9.2

8.0 7.5

7.0

GULFSTREAM G400

8.0

7.2

5.5

GULFSTREAM G450

5.0

GULFSTREAM G350 4.5

4.0

GULFSTREAM G300 GULFSTREAM G280 12.0

11.0

10.5

10.0

GULFSTREAM GV

7.0

6.5

6.1

5.8

GULFSTREAM G1V-SP

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

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75

AirCompAnalysis April18.qxp_ACAn 25/04/2018 10:19 Page 1

OWNERSHIP T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis

Dassault Falcon 2000LX vs Bombardier Challenger 605 In this month’s Aircraft Comparative Analysis, Mike Chase provides information on a pair of popular business jets for the purpose of valuing Dassault’s Falcon 2000LX. ow does the Dassault Falcon 2000LX compare in the market today? Over the following paragraphs, we’ll consider productivity parameters (payload, range, speed and cabin size) and cover current market values.

The field in this study includes the Bombardier Challenger 605.

Dassault introduced the original twin-engine Falcon 2000 as the Falcon X in 1989. First flight came in 1993 and two years later in 1995 the Falcon 2000 entered service. The Falcon 2000 offers transcontinental range and features a large stand-up cabin, two CFE-738-1-1B engines (each offering 5,918lbst) and a Rockwell Collins Pro Line 4 integrated avionics suite.

Following on from the Falcon 2000, the Falcon 2000EX took its maiden flight in October 2001 and entered service in May 2003 offering 25% greater range (over 4,000nm) with six-passengers. The improvements in performance were due to new powerplants (two 6,945lbst PW308C jets) and increased fuel capacity.

Next came the Falcon 2000EX EASy - offering the new EASy flight deck, based on the Primus Epic system. US and European certification was awarded in June 2004. Then in October 2005, Dassault announced yet another development on the original Falcon 2000 with the Falcon 2000DX, which offered a 9.9% range improvement.

By May 2006, Dassault announced the Falcon 2000LX (incorporating Aviation Partners blended winglets that offer increased

H

76

AVBUYER MAGAZINE – May 2018

fuel efficiency). The 2000LX replaced the Falcon 2000EX from 2010, though the model was produced from 2007 to 2014.

Today, the Falcon 2000LX has been replaced on the production line by the Falcon 2000LXS, which offers improved short-field capability along with full-length inboard slats on the wing. The 2000LXS also boasts increased payload capability.

Worldwide Appeal

A total of 131 Falcon 2000LX aircraft were manufactured, and today all 131 remain in operation globally. Of those, 129 are wholly-owned with two are in shared ownership.

By continent, North America has the largest Falcon 2000LX fleet percentage (59%), followed by Europe (21%), accounting for a combined 80% of the world’s fleet. Almost one-fifth of the Falcon 2000LX jets in operation today are in fleet ownership with the largest fleet operator having four aircraft. Currently, 17.6% of the Falcon 2000LX fleet are leased.

As of March 2018, the Falcon 2000LX fleet is comprised of 46% being operated by the same owner since new and 54% having been sold on the used aircraft market.

The percentage ‘For Sale’ as of this writing is 3.1%, all of which are under an exclusive broker agreement. The average days on the market is 131 days.

Status of ADS B-Out Equipage

Of the 131 Falcon 2000LX business jets based worldwide, 58 (44%) are ADS-B Out compliant, leaving 56% of the fleet yet to be equipped. The FAA has mandated that all US-operated business jets must comply with this new requirement by January 1, 2020.

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Aircraft Index see Page 161

AirCompAnalysis April18.qxp_ACAn 25/04/2018 10:20 Page 2

HOW MANY

EXECUTIVE SEATS

DASSAULT Falcon 2000LX

10

$19 Million

vs.

(2013 Model)

BOMBARDIER

Challenger 605

10

$13.25 Million (2013 Model)

WHICH OF THESE LARGE JETS WILL COME OUT ON TOP HOW MUCH

Boeing Falcon BBJ2 2000LX

DO I NEED?

Challenger 605

RUNWAY

(Balanced field length, ft)

1000

HOW FAR

2000

3000

4000

CAN WE TAKE?

4,143 4,125

(Lbs)

4,950

Falcon 2000LX Challenger 605

4,850

HOW MANY

HOW MANY

OPERATION?

EACH MONTH?

UNITS IN 131 286

NEW/USED SOLD

5 (4.2%)

6000

5000

7000

WHAT’S THE

HOW MUCH

(Nautical Miles. 4 Pax)

Challenger 605

5,950

PAYLOAD

CAN WE GO?

Falcon 2000LX

5,761

LONG RANGE CRUISING SPEED?

(Knots)

441

Falcon 2000LX Challenger 605

425

WHAT’S THE

COST PER HOUR?

3 (3.1%)

6 (5.5%)

Falcon 2000LX Challenger 300

$2,829 $2,866

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



Sources used: Conklin & de Decker, JETNET, Aircraft Bluebook.

Advertising Enquiries see Page 12

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77

AirCompAnalysis April18.qxp_ACAn 25/04/2018 11:27 Page 3

OWNERSHIP T AIRCRAFT COMPARATIVE

Table A - Payload & Range

Payload & Range

As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor.

Depicted in Table A (left), the Falcon 2000LX ‘Available Payload with Maximum Fuel’ (990lbs) is less than that offered by the Challenger 605 (1,298lbs).

Falcon 2000LX Challenger 605

42,200 48,200

16,660 19,852

MTOW (lb)

Max Fuel (lb)

4,950

4,850

Max Payload (lb)

990

1,298

Avail Payload w/Max Fuel (lb)

4,950

4,850

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

Source: Conklin & de Decker.

Chart A - Cabin Cross-Section Dassault Falcon 2000LX

Bombardier Challenger 605

Cabin Cross-Section Views

Chart A (left) shows a cabin cross-section comparison with the Falcon 2000LX offering less width (7.7ft) than the Challenger 605 (8.17ft), but greater height (6.2ft versus 6.08ft).

In addition, the Falcon 2000LX cabin length is greater (31ft) compared to the Challenger 605 cabin (28ft).

Nevertheless, according to Conklin & de Decker, the Falcon 2000LX has a smaller cabin volume at 1,028 cubic feet compared to the Challenger 605 at 1,146 cubic feet. The Falcon 2000LX offers greater internal baggage volume, however, at 131cu.ft versus the Challenger 605’s 115cu.ft.

Range Comparison

Source: UPCAST JETBOOK

Chart B - Range Comparison

F2000LX CL605

4,145 nm (w/4Pax) 4,123 nm (w/4Pax)

As depicted by Chart B (left) using Little Rock, Arkansas as the origin point, the Falcon 2000LX (4,145nm) shows slightly more range coverage than the Challenger 605 (4,123nm). Each business jets, range covers all of North America, Central America, the northern part of South America and the western fringe of Europe.

Note: For jets and turboprops, ‘four passengers with available fuel’ represents the maximum IFR range of the aircraft at Long-Range Cruise with four passenger seats occupied. NBAA IFR fuel reserve calculation for a 200nm alternate is assumed. The lines depicted do not include winds aloft or any other weather-related obstacles.

Powerplant Details

The Falcon 2000LX is powered by two Pratt & Whitney Canada PW308C turbofan engines each with 7,000lbst. The Challenger 605 is powered by two General

78

AVBUYER MAGAZINE – May 2018

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

Aircraft Index see Page 161

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HIGHLIGHTS

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AirCompAnalysis April18.qxp_ACAn 25/04/2018 11:32 Page 4

OWNERSHIP T AIRCRAFT COMPARATIVE

Chart C – Variable Cost Falcon 2000LX

Electric CF34-3B turbofan engines offering more power at 8,729lbst each.

Total Variable Cost

$2,829

The ‘Total Variable Hourly Cost’, sourced from Conklin & de Decker and illustrated in Chart C (right), is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense.

The Total Variable Cost for the Falcon 2000LX computes at $2,829 per hour, which is slightly less than the Challenger 605 ($2,866 per hour).

$2,866

Challenger 605 US $ per hour $0

$2,000

$4,000

Source: Conklin & de Decker

Table B - Aircraft Comparison Table

Aircraft Comparison Table

Falcon 2000LX Challenger 605

441

425

Long Range Cruise Speed (Kts)

1,028

1,146

4,145

4,123

$19.750 $13.000

4 Pax w/available Fuel IFR Range (nm)

Cabin Volume Cu Ft

Used 2013 Vref Price $USm

131

286

3.1%

4.2%

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

Chart D - Maximum Scheduled Maintenance Equity Falcon 2000LX

Assumed Annual Utilization: 400 Flight Hours Average Maximum Maintenance Equity: $3,596,697

80%

Pct of Max Mtnc Equity

70%

60%

50%

40%

30%

20%

6

7

8

9

10

11

Source: Asset Insight (www.assetinsight.com)

80

AVBUYER MAGAZINE – May 2018

12

13

14

15

16

17

18

Aircraft Age (Years)

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Maximum Scheduled Maintenance Equity

Chart D (right) depicts/projects the Maximum Maintenance Equity of the Falcon 2000LX, based on its age. The Maximum Maintenance Equity figure was achieved the day the aircraft came off the production line (since it had not accumulated any utilization toward any maintenance events).

The percent of the Maximum Maintenance Equity that an average aircraft will have available based on its age, assumes an average Falcon 2000LX annual utilization of 400 Flight Hours, and that all maintenance is completed when due.

Pct of Avg Max Mtnc Equity vs. Aircraft Age

5

5

Average Pre-owned Sold*

% For Sale

In Operation

3

Table C (right) contains the 2017 used prices (per Vref) for each aircraft. The average speeds and ranges are from Conklin & de Decker, while the number of aircraft in-operation, percentage ‘For Sale’ and average sold are as reported by JETNET. The Falcon 2000LX had 3.1% of its fleet ‘For Sale’ as of the end of March 2018 while 4.2% of the Challenger 605 fleet is currently ‘For Sale’. The average number of used jet transactions (sold) per month shows the Falcon 2000LX at three units compared to the Challenger 605 at five.

19

20

Depreciation Schedule

Aircraft that are owned and operated by businesses are often Aircraft Index see Page 161



Elliott Jets May.qxp_Layout 1 23/04/2018 14:30 Page 1

AirCompAnalysis April18.qxp_ACAn 25/04/2018 10:23 Page 5

OWNERSHIP T AIRCRAFT COMPARATIVE

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

1

2

3

4

5

6

20.0%

32.0%

19.20%

11.52%

11.52%

5.76%

MARS Schedule for PART 135 Year Deduction

1

2

3

4

5

6

7

8

14.29%

24.49%

17.49%

12.49%

8.93%

8.92%

8.93%

4.46%

Source: NBAA

Table D - MACRS Depreciation Schedule 2013 Dassault Falcon 2000LX - PRIVATE (PART 91) Full Retail Price - Million $19.750 1

2

3

4

5

6

20.0%

32.0%

19.2%

11.5%

11.5%

5.8%

Year Rate (%) Depreciation ($M)

$3.950

$6.320

$3.792

$2.275

$2.275

$1.138

Depreciation Value ($M)

$15.800

$9.480

$5.688

$3.413

$1.138

$0.000

Cum. Depreciation ($M)

$3.950

$10.270

$14.062

$16.337

$18.612

$19.750

2013 Dassault Falcon 2000LX - CHARTER (PART 135) Full Retail Price - Million $19.750 1

2

3

4

5

6

7

8

14.3%

24.5%

17.5%

12.5%

8.9%

8.9%

8.9%

4.5%

Year Rate (%) Depreciation ($M)

$2.822

$4.837

$3.454

$2.467

$1.764

$1.762

$1.764

$0.881

Depreciation Value ($M)

$16.928

$12.091

$8.637

$6.170

$4.406

$2.645

$0.881

$0.000

Cum. Depreciation ($M)

$2.822

$7.659

$11.113

$13.580

$15.344

$17.105

$18.869

$19.750

Source: Vref

82

AVBUYER MAGAZINE – May 2018

www.AVBUYER.com

depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table C).

In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year recovery period or under ADS using a twelve-year recovery period.

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

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

After December 31, 2022 the  Aircraft Index see Page 161

AirCompAnalysis April18.qxp_ACAn 25/04/2018 10:23 Page 6

AIRCRAFT COMPARATIVE T OWNERSHIP

Chart E - Productivity Comparison $30.0

Price (Millions)

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

TableD (previous page) depicts an example of using the MACRS schedule for a 2013 model Falcon 2000LX in private (Part 91) and charter (Part 135) operations over five- and seven-year periods, assuming a 2013 list price for a Falcon 2000LX at $19.75m (per Vref Pricing Guide).

Productivity Comparisons

The points in Chart E (above) are centered on the same aircraft.

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

$20.0

Falcon 2000LX (2013 Model)

$15.0

Challenger 605 (2013 Model)

$10.0 $5.0 1.5000

Asking Prices & Quantity

As of this writing, the used Dassault Falcon 2000LX market showed a total of four aircraft ‘For Sale’ with one displaying an asking price of $13.1m. We also reviewed the used Bombardier Challenger 605 market (13 ‘For Sale’) with five displaying asking prices that range from $11m to $14.25m.

According to Vref, the average ten-year-old Falcon 2000LX value has a depreciated to 44% of its new retail price in 2007.

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

$25.0

2.0000

2.5000

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

1. Four/Eight Passenger Range (nm) with available fuel; 2. The long range cruise speed flown to achieve that range; 3. The gross cabin volume available for passengers and amenities.

Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size, we conclude that the Falcon 2000LX displays a fair level of productivity within its field.

The Falcon 2000LX business jet is offered at a much higher used price with similar range and cabin volume compared to the Challenger 605, though it does offer a lower ‘Available Payload with Maximum Fuel’ number. Additionally, the Falcon 2000LX has a lower hourly variable cost compared to the Challenger 605.

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

Summary

Within the preceding paragraphs we have touched upon several of the attributes that business aircraft operators value. There are other qualities such as

airport performance, terminal area performance, and time to climb that might factor in a buying decision.

The Falcon 2000LX continues to be popular today, and operators in the market should find the preceding comparison useful. Our expectations are that the Falcon 2000LX and Challenger 605 will continue to do well in the used jets market for the foreseeable future.

Of course, if these aircraft are not outfitted with ADS-B Out, they cannot be placed in operation after December 31, 2019, as mandated by the FAA, and that should be a key consideration of any buyer today. T

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

Contact Mike via mike@avbuyer.com

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

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

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.COM May 2018 – AVBUYER MAGAZINE

83

Corporate Concepts LH page May.qxp 26/04/2018 10:15 Page 1

Falcon 900B – For Sale or Lease ■ ■ ■ ■

New Interior, New Paint and Major Upgrades in 2013 Extensive detail in new interior – Excellent Condition Engines and APU on Honeywell MSP Ovation Select CMS, Alto Sound System, SWIFT and ATG-5000 Broadband

■ Four Large Monitors and Individual Monitors for

Entertainment System ■ 14 Seats with Forward and Aft Lav. ■ Fresh Major Inspections, October 2017 ■ Current FAR Part 135 ■ For Sale – Long Term Lease – Trades Considered

Gulfstream G-V – For Sale – Motivated Seller ■ ■ ■ ■

Nineteen Passengers with Forward and Aft Lavs New Softgoods in August 2017 SWIFT Broadband and GoGo Biz Internet Vision and Talk & Text Options

■ Enrolled in Corporate Care, CASP and HAPP ■ Recent Inspections – Current FAR Part 135 ■ Sale - Trades Considered Gulfstream G-550 or

Global XRS

For full details and photos of these and other large VIP aircraft and helicopters please visit www.flycci.com Coming soon - Falcon 7X

Larry Wright +1 704 906 3755

Chris Zarnik +1 919 264 6212

Fernando Garcia +52 55 54077686

Dennis Blackburn +1 832 647 7581

Corporate Concepts RH page April.qxp 26/04/2018 10:16 Page 1

Corporate Concepts International, Inc. 2010 Falcon 900EX EASy II

■ Owner's New Aircraft Delivered - Motivated Seller -

■ Engines and APU on Honeywell MSP Gold - Airframe

Open to All Offers ■ Latest year model and highest serial number Falcon 900EX EASy on the market.

■ Fourteen passenger interior with forward and aft lavatorys ■ Swift Broadband and GoGo internet systems provide worldwide connectivity.

■ Full EASy II upgrades including FANS-1/A, ADS-B out, CPDLC, HUD and Synthetic Vision.

on Falcon Care ■ Satellite TV system with dual receivers ■ For Sale – Long term leasing also considered ■ This EX can be modified to be a LX with the addition of winglets for additional range and higher future residual value ■ Full details and photos available at www.flycci.com

See www.flycci.com for further details on this and other aircraft

Avionics May18.qxp_Finance 24/04/2018 15:49 Page 1

OPERATING T AIRSPACE

Ken Elliott is a highlyrespected industry authority on avionics as a member of the NextGen Advisory Council sub-committee and Technical Director, Avionics at Jetcraft.

Contact him via ken.elliott@jetcraft.com or www.jetcraft.com

What’s the Near-Term Impact of UAS on BizAv? Ken Elliott discusses Unmanned Aircraft Systems (UAS) and how they impact Business and General Aviation. In the second of a three-part series he considers near-term regulation, airspace operation and other related areas. ollowing, we will focus on the implementation of unmanned aircraft in the US. Nonetheless, it can be assumed that similar efforts are being explored globally.

ICAO has a dedicated drone guidance toolkit and in January 2018 Europe issued an Opinion Paper to guide the future regulation of drones weighing up to 25kg.

Several nations, including Australia and Canada have mature programs underway and, in some cases, are more liberal in their regulation and guidance, encouraging international unmanned OEMs to conduct airspace trials in places where the environment may appear to be friendlier.

Drones, the generally used term for Unmanned Aircraft Systems (UAS), are set to expand their footprint and operate more frequently in proximity to manned aircraft.

While many unmanned operations should not directly impact manned flights, understanding current and intended unmanned

F

86

AVBUYER MAGAZINE – May 2018

operations across the overall airspace should be helpful to Business Aviation flight departments.

Drone operations are mostly limited to daytime-only flights, below 400ft Above Ground Level (AGL), away from airports and always within the visual line of sight (VLOS) of the operator.

If used for recreational purposes, the operator is not required to have a pilot’s license and FAR Part 101, Section 333 rules apply. If used for commercial purposes, the operator is required to have a current and valid pilot’s license and FAR Part 107 rules apply.

Following is an outline of FAR Part 107 small UAS Rules, per the FAA: • • • • • • • •

Remote Pilot Certificate Required Operations in Controlled Airspace Require Authorization One UAS per Operator Registration Required for all UAS Must Yield Right-of-Way to Manned Aircraft Daylight or Civil Twilight Only Visual Line-of-Sight Only No Operations Over People

www.AVBUYER.com



Aircraft Index see Page 161

General Aviation May.qxp_Layout 1 23/04/2018 14:38 Page 1

Avionics May18.qxp_Finance 24/04/2018 15:50 Page 2

OPERATING T AIRSPACE TABLE A: Recent Estimates for Drone Registrations TOTAL REGISTRATIONS

947,970

Hobbyists

845,170

Non-Hobbyists

102,800

Courtesy of Guinn Partners 2018 Industr y Report

Any drone over 0.55lbs in weight must be registered and this can be completed at the FAA Drone Zone site (https://faadronezone.faa.gov/).

Commercial operators who want to fly missions outside of those ordinarily permitted under the FAR Part 107 Rule will require waivers. Operation aspects considered as deviations to the rule include: • • • • • •

After hours Over people Swarming drones In or near airports Flying Extended Visual Line of Sight (EVLOS) Outside of weather and visibility limitations

be tracked. There are many ways to achieve this and the FAA Aviation Rulemaking Committee has recently made its recommendations.

The current White House administration is also reluctant to engage in new regulation, while the FAA has its own budget constraint on how many regulations it can process each year. The result is a mixture of new programs and trials to gradually allow limited drone operations, pending flight ID, tracking and any other new regulation.

There is, however, a notice of proposed rulemaking (NPRM), due for release in May 2018 addressing operations over people (OOP).

BVLOS and UTM Introduction

Waivers are being fast tracked by FAA and handled separately to exemptions. Waivers normally apply to operation-related requests and exemptions pertain to an amended interpretation of an existing rule. Note: rules are Federal and may apply to all classification of aircraft, including unmanned. Waivers are also applied for via the FAA Drone Zone web portal.

Because of where they choose to fly, some operators are required to obtain exemptions from, or approvals to operate within State, Local and Municipal rules and statutes. These become more of an issue when operating in, or transitioning through, high density urban areas.

Drone regulations and guidance are mostly pending at this time, as the FAA wrestles with the requirement originating from other government agencies to ensure each drone has ID and can

Maintaining a visual line of sight (VLOS) is crucial for all operations unless otherwise approved (and even then only for designated portions of airspace).

The issue of Beyond Visual Line of Sight (BVLOS) is foundational, because it sets a precedent for remotely piloted (and later autonomous) vehicles to operate out of human sight range, relying on other means of maintaining situational awareness, and remain in control.

Drone pilots positioned at remote controls can make immediate judgement calls based on a live ‘out the window’ unfolding of events, set on a ground display. However, analyzing digital information after latency and signal conversion, and then taking corrective action is not quite the same as a pilot in the cockpit.

Initial BVLOS tests at FAA testing sites are using chase planes or ‘on the ground’ spotters to maintain the necessary real time visual 

TABLE B: Recent Estimates for FAA Waivers & Authorizations PART 107 WAIVERS ISSUED

1,208

TOP FIVE WAIVER REQUESTS (PERCENT) Night Operations

70%

Operations Over People

29%

BVLOS

17%

Altitude

9%

Ops from Moving Vehicle

7%

AIRSPACE AUTHORIZATIONS ISSUED

10,965

Courtesy of Guinn Partners 2018 Industr y Report

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AVBUYER MAGAZINE – May 2018

www.AVBUYER.com

Aircraft Index see Page 161

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OPERATING T AIRSPACE • • •

BVLOS in remote areas Medium and dense urban operations Maintaining spacing between collaborative and noncollaborative aircraft.

As with the NASA UTM trials, BVLOS is being considered for operations under 400ft, and mostly in uncontrolled airspace.

BVLOS will also be considering flights transitioning through Class B airspace.

BVLOS Pertaining to Altitude & Airspace

Operating beyond line-of-sight while maintaining a flight ceiling <400ft is very different from attempting the same level of operation at ceilings >400ft. When considering BVLOS it is very important to understand that the level of safety and requirements to mitigate risk dramatically change between these two states.

This is played out in the approach of both FAA and industry to what amounts to a problem not yet resolved.

There are four main stakeholders of future airspace, counting the traditional fixed- and rotary-wing manned aircraft operators as the first:

continuity. Technologies and an assortment of solutions are being evaluated to advance beyond the constant application of the human eye on a dynamic scene.

Governments, working with centers of learning and industry, are conducting a variety of flight scenarios to evaluate BVLOS operations.

Selected and carefully monitored flight testing sites are being used to trial scenarios where larger drones are flown near manned air traffic. These trials test the ability of remote pilots to detect, communicate with ATC and then avoid traffic entering a zone of proximity (Detect and Avoid, or DAA).

The same trials are being used to test technology to include drone compatible versions of TCAS, ground detection and tracking radar, and combinations of sensors such as visual and IR. Much of this effort is being guided by the RTCA SC228 committee, partnering FAA, industry and others to develop equipment standards.

The highly technical and representative committee receives trial outcomes from NASA and a variety of test sites. These outcomes inform and guide the committee in its standards work.

Unmanned Traffic Management (UTM) is a NASA concept being adopted, in partnership with industry, to solve the integration of operations in uncontrolled airspace. It can be assumed that operations conducted in controlled airspace (specifically, above 400 or 500ft and away from terminal areas), will be managed along with manned aircraft, under the same rules and instructions.

This UTM effort is separated between portable and persistent, where portable can be set up as temporary, site specific for agriculture and emergencies or disaster relief needs, while persistent targets low altitude, continuous coverage for a specified geographical area.

Over several years NASA and industry are conducting trials to evaluate: • Geofencing • Establishing ‘rules of the road’ • Vehicle trajectory 90

AVBUYER MAGAZINE – May 2018

•

The flying car and package delivery community wish to carve out parcels of airspace within urban areas where there is both a ceiling of 400ft and a buffer of 100ft before meeting up with existing flyers above 500ft above ground level (AGL). There are, of course, the requirements of public service and emergency operations to transition in, out and through potentially geo-fenced domains.

•

Traditional manned aircraft providers entering the world of drones tend to take the high road approach of type certification and FAR Part 91, 135 or 121 operations. Their intended area of operations is mostly centered on operations above 500ft AGL and within traffic-controlled airspace. Of course, the assumption must be that the platforms deployed are of sufficient size and weight to justify the expense to equip and accommodate the technology required. This can be mitigated by using ground-based equipment and reliable command and control (C2), to and from the drone platform.

•

Complicating the issue will be the transition of VTOL drones, capable of higher altitudes. These drones operate like helicopters low down and fixed-wing enroute. They may depart away from airports and transition through the 0-400ft airspace allocated to small drones.

•

Finally, there is the largest drone community of all, the Part 107 operators (including those with waivers and exemptions) staying under 400ft but using several new ways to obtain authorization to fly in and around airports and in controlled airspace where it intersects or overlaps.

Currently these four stakeholders are discovering their boundaries do not merge well and while FAA wishes to control the US airspace, certain elements of industry would like to see separate areas of jurisdiction. The FAA, urged on by Congress, ensures safety first then tries to accommodate the pressure and demands of industry as this all plays out.

BVLOS reaches across all three-drone stakeholder operating arenas, while ongoing trials continue to prove the viability of  BVLOS, within and without the US.

www.AVBUYER.com

Aircraft Index see Page 161

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Avionics May18.qxp_Finance 25/04/2018 11:11 Page 4

OPERATING T AIRSPACE TABLE C: LAANC Operating Arrangement Between Drone Operators & Air Navigation Service Providers (ANSP) Operator Data

ANSP Data

Contact Info

FAA Map Data

Time of Flight

Other Transaction Agreements (OTA)

Location of Flight

FAA Section 2209 Limitations

Altitude of Flight

FAA 99.7 Sensitive Locations

Area of Flight

No Fly Zones

Authorization Request

Special Use Airspace

Notification

Authorization

Request for Further Discussion

No Authorization

Waiver Request

Acknowledge Notification

Automated Airspace Authorization

To quote FAA, “No person may operate a small unmanned aircraft in Class B, Class C or Class D airspace or within the lateral boundaries of the surface area of Class E airspace designated for an airport unless that person has prior authorization from Air Traffic Control”.

While there is no requirement for authorization in Class G airspace, notification is required within five miles of an airport regardless of the airspace class in which the airport resides.

However, ATC does not wish to be bombarded with requests, or track small UAS traffic on its monitors. A recent FAA program tackles this concern.

To accommodate and control unmanned activity close to trafficcontrolled airports, the FAA’s Low Altitude Authorization & Notification Capability (LAANC) program provides for predictable

and monitored operations within small well-defined altitudelimiting blocks of airspace, requested by the operator and approved at relatively short notice.

This well mapped airspace also allows for manned emergency helicopter and other public service or law enforcement operations, in and out of the same assigned blocks.

LAANC relies on the FAAs availability of authenticated map data to inform its authorization. Multiple third-party providers then enable services for drone operators using these maps.

Under the LAANC program the FAA Air Traffic Organization (ATO) recently fast-tracked the approval of operations near several airports that provide normal air traffic services. These approvals were initiated from applications received via the FAA web portal, DroneZone. The LAANC service began with 10 airports and will expand to 49 by the end of September 2018. The maps and the

TABLE D: LAANC Operating Arrangement Between ANSP and FAA FAA Data

ANSP Data

Authorization Acknowledgement

Contact Info

Notification Acknowledgement

Time of Flight

Denial of Notification (no fly)

Location of Flight

Authoritative Map Data

Area of Flight

Additional Available Map Data

Authorization Request

Waiver Approval Information

Notification

No Fly Change

Request for Further Discussion Waiver Request Map Analysis Data

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AVBUYER MAGAZINE – May 2018

www.AVBUYER.com

Aircraft Index see Page 161

Avionics May18.qxp_Finance 25/04/2018 16:15 Page 5

FIGURE A: The Seven Centers of Excellence for UAS Concept Validation

program will continue to grow as lessons learned mature.

FAA LAANC, operations are not to be confused with the NASA Unmanned Traffic Management (UTM) research plan. Here is where rulemaking will be developed to allow BVLOS operations and operations over people that may also function above the low altitudes permitted under LAANC. The FAA uses six service-providers to accommodate LAANC requirements, including Airmap; Amazon; Boeing; Google; Harris; and Skyward. For Part 107 operators, the FAA can grant near-realtime authorizations for most low altitude operations near selected airports. This will reduce ATC distraction and increase public access.

FAA LAANC also includes an ability for hobbyists operating under FAR Part 101, to operate within five miles of an airport, working and communicating with air traffic control.

The four major stakeholders in FAA LAANC authorization program are: FAA; Air Navigation Service Provider (ANSP); Pilots; and Airports (Air Traffic Control).

Tables C and D (left) demonstrate the level of data transfer and authorizations that take place between drone operator, air navigation service provider and FAA. This amount of collaboration enables the FAA to provide the low-level operating waivers.

Drone operators can apply for two types of authorization, including: • •

Automated authorization for flights within pre-approved zones and altitudes; and Manual authorization for flights outside of pre-approved zones and altitudes requiring manual approval from ATC.

Under the FAA LAANC program there are facility maps for around 300 airports and growing. Each map outlines a gridded area and each grid-square is assigned an altitude limit.

FAA IPP Program

Originating from the White House, and channeled via the DOT to FAA is the new UAS Integration Pilot Program (IPP). This is all about creating jobs and finding new and novel ways to allow lowaltitude operations, primarily in populated areas.

Advertising Enquiries see Page 12

By selecting a limited number of state, regional and tribal authorities who will be teamed with drone and service providers, it is planned that a collaborative partnership at a regional level can trial new concepts and inform both future regulation and guidance.

Expect this program to be active in the latter part of 2018.

UAS Test Sites as FAA Centers of Excellence

Seven university- and airport-led test sites have been deployed to conduct a variety of UAS trials and tests. Interested parties collaborate with a center, its students and specialists to conduct concept validations, monitored operations, followed by analysis and published findings.

Public agencies, law enforcement and industry will provide concepts of operation (CONOPS) to a center that then develops the program. Each center specializes in different areas, while some team up providing shared services.

In Summary

Government agencies across the world are enabling drone operations as quickly as possible, while maintaining safety and with a ‘do no harm’ approach to existing airspace operations.

Most drone operations use small (under 55lbs) platforms and it is from that sector where we see a tremendous amount of political and economic driven pressure being applied to create user trade spaces below 400ft AGL. Using waivers and exemptions, the FAA LAANC programs and other international approvals, drones are beginning to operate where manned aircraft fly. The future is murky, especially considering the wide gulf between Part 107 and manned Part 91, 135 and 121 operations, with all that implies.

Business and General Aviation operators are currently well protected by the airspace separation and processes in place to avoid incidents and ensure safety.

The FAA is serious about maintaining the integrity of its airspace. It is a doing all it can to accommodate both the White House and public-industry pressure, while gradually accommodating the demands of the drone community, but at a pace not all may enjoy. T

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May 2018 – AVBUYER MAGAZINE

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Connectivity 1 May18.qxp_Layout 1 24/04/2018 14:55 Page 1

OPERATING T CONNECTIVITY

Cabin Connectivity for Smaller Aircraft Do smaller business jet and turboprop owners suffer in terms of having

their cabin connectivity requirements met? Are their needs the same as

operators of larger jets? Airtext’s David Gray discusses the connectivity balancing act for the smaller aircraft owner…

W

hether you’re flying an Ultra-Long-Range and Large Cabin jet or a Single-Engine Turboprop, the basic needs of Business Aviation passengers are the same. NBAA analysis shows that US business flights generally average two hours or less, so it could be assumed that all Business Aviation users would like the same services – cabin connectivity included.

For operators of smaller aircraft, however, the considerations become less about what they’d like to have and more about what they need. The reality is that business aircraft can look like expensive acquisitions, and as you help the company CFO understand how it will pay for itself in the mid- and long-term, you will need to account for the costs, including those associated with cabin connectivity.

You’ll need to assess what is really important in meeting the business (or personal) connectivity needs of the passengers?

Understanding those needs and focusing on what is available for 96

AVBUYER MAGAZINE – May 2018

a specific aircraft type should form a part of your decision-making process at the time of aircraft acquisition or upgrade.

Many airplanes in operation today at the smaller end of the market have a book value of less than $3m, so an understanding of the value of your aircraft and a proportional investment in the connectivity solution for the aircraft could make sense. Similarly, the direct operating costs of an aircraft tend to be closely linked with the money spent on passenger amenities, such as cabin connectivity.

Market Realities for Smaller Aircraft

In today’s business aircraft cabin, ability to text and email seem to be the biggest needs. Trends indicate that people prefer texting over sending email because the brevity of text is succinct in solving or handling an urgent issue. Email, meanwhile, addresses a trail of conversation and related communication between participants.

www.AVBUYER.com

Aircraft Index see Page 161

Connectivity 1 May18.qxp_Layout 1 24/04/2018 14:56 Page 2

David Gray, president & CEO, Send Solutions, began his career with the US Air Force before moving into aircraft electronics.

Founding Flight Display Systems, he sold that company in 2014 and created Send Solutions to develop technological solutions for specific corporate aircraft challenges. Current projects include Airtext, an aviation iridium texting product. Contact him via david@send.aero

the landscape for smaller aircraft connectivity. The bandwidth looks set to increase significantly and the costs appear to be the lowest in the industry. Everything I’m currently seeing leads me to believe that by the end of Q1 2019 the network will be fully functional and all its features will be released to the industry.

The challenge for operators will be to determine the total investment necessary to get the best service at the best value.

In Summary

If your average flight fits the NBAA-reported average of two hours (or less), a value approach to connectivity could fit the bill with text and email connectivity proving sufficient for your business travel needs.

For personal connectivity purposes, internet access can be fun – but there is an associated cost relating to bandwidth usage.

Passengers will also quickly notice a significant difference in their internet in-air experience compared to their ground-based experience for all but the more expensive packages.

Without some large antennas (not available to smaller aircraft) and significant cost, it is difficult to duplicate the internet experiences available on the ground.

So what is the bottom line for the operator of smaller business aircraft today? For smaller, less expensive airplanes it may be worth considering restricting the experience to necessary text messaging with limited internet-connectivity (for email headers or emails – perhaps without attachments), thus providing a fast experience for the user that rivals their experience on the ground.

International Solutions

Although Air-to-Ground (ATG) gets regular mentions for those flying smaller aircraft within the United States, Iridium offers service for operators of smaller aircraft anywhere in the world, at any altitude. Adding the Iridium Next bandwidth and speed enhancements may be a smart move for international operations.

As a matter of fact, Iridium Next could be poised to change Advertising Enquiries see Page 12

It’s clear that, considering airframe size/limitations, selecting the right connectivity solution for a smaller jet or turboprop aircraft is a finely balanced process. In addition to establishing what is essential to your operation, the following are the three most important questions an owner/operator should ask themselves during the selection process: • What is my budget?

• Can I control the usage? (i.e., are there hidden costs or surprise bills that could come from passenger utilization) • Is there a growth plan with the hardware or company providing the service?

Once you’ve thought through your needs and answered all of the associated questions, though your chosen solution may not have all the bells and whistles associated with the cabin connectivity of larger aircraft, there should be no reason for passenger dissatisfaction, or hindrance to getting the important business done while travelling aboard the company aircraft. T

About Airtext

Airtext is a connectivity solution that allows up to 16 passengers aboard an aircraft the ability to send and receive SMS messages anywhere in the world. Using the iridium satellite network, a small Airtext box weighing approximately 1lb is installed on the airplane and connects to an existing iridium phone antenna. Passengers can then connect using BLE (bluetooth low energy) on their phones, downloading the free Airtext mobile app, to send and receive text messages on-board at a cost of ~5 cents.

More information from http://airtext.aero

www.AVBUYER.com

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OPERATING T FLIGHT PLANNING

Best Tips for Flying Within Europe What does an international operator need to know before flying into Europe? Dave Higdon lists some of the top tips provided by those in the know… he act of crossing international borders requires a level of preparation well beyond the typical domestic pre-flight briefing, flight plan filing, and clearance receipt.

In the lower contiguous states of the United States the 48 sets of political borders mean next to nothing when it comes to flying.

Although most of Europe is positive-control airspace and IFR flight plans are common, permits, travel visas and sundry other bureaucratic requirements can come into play. Even something innocuous like the departure country can prevent a flight from routing directly over some countries.

Over the following paragraphs, we'll provide a ‘Top Five Tips’ list to help plan for and overcome obstacles and avoid potential pitfalls of flying in Europe, as gleaned from experts in international flying.

T

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AVBUYER MAGAZINE – May 2018

1. Pre-Flight Preparations

If you’re flying into Europe, consider contracting with one of the many excellent trip-planning services available.

These service providers know the intricacies of international travel, likely have representatives with local knowledge, and can help ensure that you're prepared with the proper paperwork, filings, fees, permits and authorizations.

Of course, all the usual provisos apply to making and securing trip arrangements. One thing not to be forgotten is to file (at least an hour in advance) with eAPIS – the electronic Advanced Passenger Information System operated by the US Customs and Border Protection Service.

Guidelines and filing information requirements are available via CBP's web site. This is one filing detail applicable at both ends of the trip (like your international flight plan).

www.AVBUYER.com

Aircraft Index see Page 161

Flight Planning 1.qxp_Finance 24/04/2018 16:06 Page 2

Dave Higdon is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 35 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

2. Documentation Duplication

paperwork – particularly the International Flight Plan – must be done at least 24 hours in advance. (That time spread may be longer, however, depending on the destination nation, and will be a repeat process for operators unable to cross the North Atlantic non-stop.)

Depending on the nations involved, flight permits or over-flight permits may be in order. It's up to the aircraft commander to be sure those items are resolved before take-off.

For flying between FL285-420, inclusive, taking the North Atlantic route puts the aircraft squarely in the busiest oceanic airspace on the planet with more than 450,000 flights annually.

Consider anything irreplaceable as a candidate for duplication in a legally accepted form. For example, extra passport photos, certified copies of birth certificates, in the event your originals are lost. A certified copy of the data page of your passport may also be helpful in the event the original is lost or stolen.

Additionally, duplicate pilot licenses; flightattendant qualifications; mechanics credentials; aircraft title and registration; aircraft insurance; passenger’s and crew's citizenship papers and passports; visas and travel permits.

3. Deadlines & Commitments

Flight planning a trip across the North Atlantic to Europe necessarily involves air-traffic and airspace authorities in multiple nations.

For as seamless a trip as possible, filing necessary Advertising Enquiries see Page 12

4. Don't Leave Home Without...

Flying within the EU can be expensive, given the sundry fees and levies applied to aircraft, crew, passengers and luggage. Internationally-recognized

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Flight Planning 1.qxp_Finance 24/04/2018 16:07 Page 3

OPERATING T FLIGHT PLANNING

credit cards can be helpful, as can a safely stowed horde of traveler's checks.

For those who prefer plastic to paper, remember to check in advance about the preferred card's utility overseas. Is it accepted? Is it widely accepted? And be sure to look into exchange fees of some cards.

The answer may vary with the destination, but it’s better to know in advance than to discover after landing. (Incidentally, cards are another item worth carrying a spare.)

On the topic of personal items, be sure to check the compatibility of cell phones with the areas the flight will be landing. Not all cell phones used in the US work in Europe.

5. Aircraft Status

Though the European Union and its nearest neighbors welcome foreign-registered aircraft, the EU community's rules mean different treatment for Part 91 operations and Part 135 commercial charter flights.

Operators should know and understand those differences, or risk the potentially expensive outcome of owing both duty fees and Value Added Tax (VAT). VAT fees range between 15-27% while duty fees vary between 2.7-7.7%, making the failure to prepare for landing in the EU a potentially expensive mistake.

But these are two options on the same coin – you do one or the other. And the operator can pick between full importation or temporary importation.

Either can be accomplished free, with no payment of either VAT or duty fees.

Full Importation: According to the EU’s rules Full Importation procedures are available for aircraft operated as corporate aircraft by (or for) a company; for aircraft operated under a management agreement; and for companies with a charter certificate.

There is no fee involved for VAT or duty on subsequent flights after full importation, which also relieves the operator of restrictions on cabotage and customs regulations throughout the EU. The Full Importation must be done in Denmark, 100

AVBUYER MAGAZINE – May 2018

but once undertaken the aircraft can be operated freely within Europe with no restrictions on crew or passengers carried.

Temporary Importation: Per EU rules, Temporary Importation (TI) subjects every flight to complex regulations each time an aircraft enters an EU member state's airspace. Flight privileges and restrictions vary according to whether the flight is considered private or commercial – and whether it carries any EU-resident passengers or crew.

Adding to the complications of this approach is the individual EU states’ ability to enforce their own rules on who may be carried within their borders under TI rules. Thus, a TI aircraft may experience zero hassles in one EU state and be questioned about the purpose of the flight in another.

Complicating things further are rules that let the EU treat corporate aircraft as “commercial” flights.

And with each EU state able to draft its own rules defining use, there’s no consistent path available for operating within Europe on a Temporary Importation.

Flying intra-Europe under TI paperwork can still require VAT and duty payments; and depending on who's on board the rules against cabotage can come into play.

Finally, some countries consider ‘corporate’ use as ‘commercial’ use – but not all. Yet ‘private use’ means just what it says – private aircraft flown for the pleasure or travel of its owners.

In Summary

The overall theme to emerge from our above tips appears to be pre-planning and well-thought-out preparation before embarking on a business flight into Europe. As mentioned, you’ll find no shortage of quality trip support companies able to make that planning easier with the advantage of experience and local knowledge.

Ultimately, executed correctly, there should be no reason not to enjoy a productive, trouble-free flight to and from Europe as your business aircraft helps expand and enhance the reach of your business activities. T

www.AVBUYER.com

Aircraft Index see Page 161

Flight Planning 2.qxp_Finance 24/04/2018 15:26 Page 1

OPERATING T FLIGHT PLANNING

What are the Five Most Difficult Business Destinations?

Hong Kong

There are some destinations that are attractive, yet difficult to Business Aviation users in equal measure. What are some of the most difficult, and how should an operator seek to overcome the hurdles? Jetex’s Bernard Ratsira offers his insights… here are certain truths all business travelers accept as they negotiate their way through the world, among them: Travel light, few things go according to the original plan, and some places are more difficult to travel than others.

We’re not just talking about that white-knuckle landing at the Lukla airport in the Himalayas. More often, the touchdown is the easy part. It’s the regulatory, security and financial considerations that require some careful planning.

Flying to Sudan, for instance, presents a different set of challenges than flying to Cuba or Myanmar, both of which don’t accept Americanissued credit cards. In fact, there are a few airports in Africa that only deal in cash. For Sudan, American cards are fine but there’s security on the ground to think about.

So, how can you make traveling to a difficult business destination a little easier?

T

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Do some research and have a plan in place. If that plan changes, it’s important to have a process to fall back on. Talk to people who’ve already been to the area and learn from any of their mistakes.

Finally (and if all of this sounds like too much trouble), you can hire a flight support company that has the knowledge, experience and resources to make even the most complicated trips run smoothly.

So where are the five most difficult business destinations, and how can you anticipate the problems associated with these places ahead of your arrival there? Our pick of destinations follows…

Hong Kong

Hong Kong is undoubtedly one of the most popular business destinations in the world. It’s the congestion that makes it difficult to travel there.

With more than 68 million passengers traveling

www.AVBUYER.com



Aircraft Index see Page 161

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▲ Caracas, Venezuela

Beijing, China ▼

through the HKG airport, space is a luxury. To help alleviate the difficulty of travelling here: • Ground handling must be confirmed before parking is confirmed.

• Understand that long-term parking is always unavailable (parking stands are always full).

• Runway slots are always difficult to come by. HKG is an extremely busy airport where priority is always given to the Scheduled Airlines.

• If you are lucky to get the slots you want, parking may not be available. You’ll likely need to drop off passengers and reposition to another airport (the best choice for repositioning and long parking would be in Taiwan).

Venezuela

This country on the northern coast of South America, presents many problems for business travelers. The US State Department currently warns of crime, civil unrest, poor infrastructure and arbitrary arrest and detention of US citizens. They advise against all non-essential travel to the country. If your travel is essential, then the following steps would be well advised…

• Be aware that the Caracas airport is located in a highrisk area for armed robbery and kidnapping.

• The airport has suffered from power outages, which forced the suspension of all operations for several hours.

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• •

Venezuela has on more than one occasion closed its airspace to all overflying aircraft.

In 2017, the country stopped sending out NOTAMS entirely.

China

According to several journals, business prospects in China are increasing. This is the world’s most populous country, but business travelers will find a lot of regulations to deal with in order to obtain permits, slots and parking. Business travelers here should consider the following: • Airport slots and parking policy, especially at ZBAA, is very strict.

• Short notice travel requests are even more difficult and more expensive.

• During the country’s many public holidays, the CAA is closed and won’t attend to a flight that isn’t an emergency.

• Landing permits take three days to process. Slots are approved and assigned with the landing permit.

Shanghai airport is more flexible than Beijing, however.

Democratic Republic of Congo

The Democratic Republic of Congo is the second-largest country in Africa with the third-largest population. Not only that, it has some of the largest mineral deposits on the continent. Exports account for 68%, and imports 78%

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

Aircraft Index see Page 161

2 Registry of Aruba - advertorial May.qxp_Layout 1 25/04/2018 11:09 Page 1

ADVERTORIAL

One Stop Registry Less is always more.

Since Jorge Colindres (founder of the Registry of Aruba) set the registry into motion, he’s kept one mission at the heart of his goal: To help his valued customers enjoy less hassle, less fuss, and less unnecessary bells and whistles. For The Registry of Aruba, the less bureaucratic headaches, is always more.

By focusing on less, the team is able to provide much more, like customized services. More personalized attention around the clock. More prosperity for anyone looking to register an aircraft that will operate commercially or private.

Let’s continue to find out why so many choose The Registry of Aruba, time and time again.

Growing with high-flyers.

Times change, and technology evolves. However; attitude, class, and excellence in service remain unblemished by The Registry of Aruba. As the oldest privately managed aircraft registry in the industry, this 20-year-strong powerhouse is passionate about growing with their clients – providing an evolving list of perks available 24/7, 365.

Pushing limits. Breaking boundaries.

Conforming has never been a goal for The Registry of Aruba team. They embrace an organic approach that’s unlike anything any governmentrun registry can provide. Originality and “firsts” are par for the course on The Registry of Aruba side of the fence. They were the first aircraft registry to outsource its administrative operations to an independent company. The first offshore aircraft registry to ratify the ICAO Cape Town Convention back in 2010. The registry is kept alive by a private team of aviation experts, meaning there’s no need to wait for government budgets before making any changes. The Registry of Aruba sets its own standards and raises its own bar; following the latest industry demands with passion, professionalism, and perseverance.

Expedited service.

The Registry of Aruba prides itself on ensuring that its customers deal with experienced industry professionals that are happy to help at a moment’s notice: A personal approach that’s hard to come by in the fast-paced aviation industry. A streamlined registration process gets aircraft owners soaring to 30,000 feet without delay. No mass-market solution can compare with tailored service. The registry further strives to respond to issues before they become issues. With a knowledgeable and friendly team, staying at the forefront of innovation (while giving clients a reason to go forth on foundations of trust) is easy. While also being able register an aircraft in as little as 24 hours – an unheard-of triumph in the aviation business.

Again, less is more.

This boutique registry believes that aircraft owners should pay less to keep their passion alive. That’s why their registration fees are all-inclusive. There is no additional charge for your certificate of registration.

No fee for approvals for all-weather operations, repairs or modifications, manual revisions. Just one simple fee for your airworthiness certificate. A boutique service approach does not need to come with a boutique price tag. “Whatever the client needs, we will find a way to make it happen”, spoke Colindres, founder and active CEO of The Registry of Aruba, devoted to his mission to always provide an unmatched premium service, better than the rest.

Safety on the ground and in the sky.

Safety is paramount for this forward-thinking registry; constantly innovating and upgrading their product for their clients’ benefit, while staying within the safety standards of the industry. The Registry of Aruba adheres to the ICAO industry regulatory standards, and does not compromise safety oversight and compliance for service, as the registry believes that the best long term service that is offered is high safety culture.

There is no limit.

Some say, “the sky is the limit” or “you’re only limited by your imagination”. The Registry of Aruba team knows better. There are no limits, boxes or boundaries. “Aruba’s always been known to think outside the box. Here at the registry, we have no box.”

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▲ Kinshasa, Democratic Republic of Congo

Ashgabat, Turkmenistan ▼

of its GDP. Business travelers here would be well served to note the following advice…

• Apply for landing permits at least three days before the flight.

• You’ll need a local business partner for sponsorship and the Civil Aviation Authority (CAA) needs confirmation of this from the sponsor.

• Kinshasa airport is secure, but some travelers prefer additional or dedicated security for the aircraft while it’s at the airport. Beyond the airport, security for travelers should also be arranged.

Turkmenistan

Although the government of Turkmenistan encourages foreign investment and business, it doesn’t conform to business norms. Nor do they make it easy to travel to this destination on business. Nevertheless, some businesses do respond to the encouragement for foreign investment and business. If you’re flying here, you need to know the following: • Visas are hard to come by (for citizens of non-CIS countries visas are always difficult if not impossible).

• Visa should be applied for well in advance of any planned travel. Application processing can take 20 days or more.

• If you are staying more than three days, you must register with the State Migration Service.

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•

Civilian Aviation Association (CAA).

Landing permits for business and tourist flights have to be approved through the diplomatic channels (Ministry of Foreign Affairs).

In Summary

These are merely a handful of the destinations that have cumbersome requirements. With any of them, the process gets easier with experience. Requirements, though, can change from one trip to the next. Be sure to check.

Experienced trip support companies plan for thousands of trips to difficult destinations every year, filing the paperwork and arranging for fuel and catering, while also being on hand to provide solutions should problems arise.

They should also have local connections or staff on the ground to arrange for payments on your behalf. Ultimately, regardless of the difficulty of the destination, you should acquaint yourself with the potential problems and hurdles and act accordingly, seeking the right help to ensure you can focus on your business at hand. T More information from www.jetex.com

www.AVBUYER.com

Bernard Ratsira enjoyed a long career with Jet Aviation, opening an FBO at Seletar in 1997 and another at Dubai International Airport in 2006. He became Director of Client Relations and then Project Manager for Jet Aviation EMEA & Asia before joining Jetex as Network Manager, where he manages expansion to new countries, implementing and raising standards for operations and personalized service.

Aircraft Index see Page 161

Axiom Aviation May.qxp_Layout 1 23/04/2018 15:37 Page 1

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2000 Cessna Citation Excel • 560-5071 N579MH

1995 Bombardier Learjet • 31A-0104 N631CC

2008 Gulfstream G150 • 251 N22ST

2008 Bombardier Learjet 60XR • 345 N365FX

1990 Hawker 800A • 258177 N52RZ

2004 Hawker 400XP • RK-369 N917EA

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Rich Newton - Appraisals Cell: +1 614-886-0641 Email: Rich@AxiomAV.com

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Tips to Negotiate a Maintenance Event

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

Maintenance work is an unavoidable reality for any aircraft owner. The quality of the maintenance shop experience depends on your management of the event. Aviation Director Andre Fodor offers tips on how to ensure a smooth ride from a complex process… dvancements in aircraft design and engineering have delivered higher reliability and longer component life. Engines, parts and avionics have become smaller, more powerful, more reliable and cheaper. Yet, they’ve also become more complex to understand and troubleshoot.

Given that inspections and maintenance are required to keep aircraft flying legally and safely, scheduling your next maintenance event requires attention to detail, careful pre-planning, excellent paperwork skills, and some measure of preparation for the surprises that will likely come up. So what are some of the best practices when scheduling a maintenance event?

Following are some of my experiences…

A

Pre-Planning the Maintenance Work

Pre-planning is just as important as the quality of the maintenance facility you will use. Knowledge of your aircraft’s due cycles will give a clear understanding of the required downtime.

Indeed, when purchasing an aircraft, you must consider how the selected aircraft’s maintenance cycles will fit your department’s operational style. In a multiple aircraft operation, aircraft should ideally have different maintenance due dates, thus ensuring all aircraft are not grounded at the same time.

It’s also good practice not to wait to schedule upcoming due maintenance.

Don’t be the operator that calls a maintenance shop a few days before a major inspection comes due to schedule a slot. That’s a sure way of paying a high cost and having a longer-than-desirable downtime.

Schedule your next inspection at least six months ahead. By doing so, you’ll have the best chance of guaranteeing the slot you want, and you can then fineAdvertising Enquiries see Page 12

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tune the shop visit to meet your trip demands.

Having scheduled the maintenance, seek to conduct monthly meetings that include the maintenance provider to discuss the upcoming work-scope. Use the meetings to begin drafting work orders and receive quotes. This is the time to look at your discretionary maintenance list and identify what can be incorporated during the planned downtime (i.e. ‘good-to-have’ Service Bulletins, cabin upgrades or a corrosion inspection). Use the meetings to ensure everything is planned within the allocated downtime.

Internally, however, it is wise to plan in a few extra days for unexpected issues or delays.

As the maintenance inception day approaches, all work should have been fully discussed and expectations outlined by all parties.

As Maintenance Inception Arrives

When the aircraft arrives at the maintenance shop, work orders should be examined for every discrepancy and task and a thorough review be undertaken of what was written. No issues should be left as a verbal instruction only.

You should also have a very specific ‘Do Not’ list: “Do Not update databases without asking for our download keys”, for example. (One colleague was shocked to see several thousand dollars invoiced for the use of a temporary DB that was purchased because a current one was needed to return the aircraft to service.)

It will be essential to have an overseer monitor the maintenance process.

Although I am not a mechanic, for many years I stayed at the maintenance facility reviewing tasks, checking paperwork and ultimately learning a great deal about the process.  May 2018 – AVBUYER MAGAZINE

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“Work should not stop because nobody is present to answer a question or another aircraft has arrived, suddenly, for a ‘quick’ AOG fix.”

On an expensive asset like an aircraft, someone needs to be present to provide quality control, keep an eye on the aircraft and make sure that everything is protected (for example, no greasy hands should touch the interior, and aircraft avionics and displays should not be left poweredup for days). Work should not stop because nobody is present to answer a question or another aircraft has arrived, suddenly, for a “quick” AOG fix.

ahead of the aircraft’s maintenance start date pricing and terms can be discussed, and there may be room for negotiation and small ‘good-will’ add-ons.

Before all the work is completed and the airplane is ready for RTO, it’s a good idea to request a pre-invoice meeting in which charges can be reviewed and discussed before they become part of the final payable invoice.

Maintenance Payment

It requires knowledge, patience and a cool head to weather maintenance events. We acknowledge the high cost of aircraft parts and how fast charges can snowball into major expenditure.

Having a structured approach to your maintenance will help reduce surprises and downtime and most importantly keep your stomach healthy to enjoy the free meals and socializing that is a part of every trip to a maintenance shop! T

The maintenance facility should provide you with accurate quotes, delivery times and the hourly rates for additional man-hours. You should be comfortable with the description of the work to be performed which should be well detailed in the work proposal, as well as with the terms of warranty.

Once the quotes have been reviewed, well

In Summary…

Are you looking for more Flight Department Management Visit www.avbuyer.com/articles/jet-maintenance

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Aircraft Index see Page 161

Provided with courtesy of Bombardier Inc.

Go with the Bombardier maintenance specialist

and make the most of your downtime Visit us at EBACE 2018 Booth H71

We offer a comprehensive range of services that covers all aspects of technical support for your Bombardier Business Aircraft. We provide fully-approved Bombardier warranty work and all-round services, including the full spectrum of line and base maintenance activities, cabin retrofits and refurbishments, comfort upgrades and modifications.

Reduce your costs by combining major checks with interior refurbishment and modifications.

sales@lbas.de www.lbas.de

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OPERATING T UPGRADES

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

Five Popular Business Jet Modifications for 2018 What are currently the popular upgrades and modifications for business aircraft, and why? Dave Higdon provides insights into today’s upgrade and retrofit markets…

eneral Aviation operators spent $1.3bn in 2017 on avionics upgrades and retrofits alone. Beyond avionics, upgrades to interiors, exteriors, powerplants and cabin systems will have added billions more to the money spent on upgrades.

There’s no question that modifications, upgrades and refurbishments remain the most-popular path to enjoying the latest and greatest new features in a business aircraft for many owners. Depending on the upgrades, the owner also boosts the residual value of the aircraft.

Yet the contacts and sources tapped for this article wave off any ideas of buying a ‘project’ to fix and sell on at profit.

G

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“If you're already in the business of buying and selling aircraft – if you have good contacts for each kind of work – you might make some money,” explained a Midwest broker with decades of experience.

“This has been my trade for a long time and the days of ‘flipping’ airplanes for fun and profit ended several years ago. If you’re buying a used aircraft today, it’s best to buy a ‘keeper’ and, if it has a few needs, you should negotiate accordingly and find a vendor to do what's needed for you to keep and fly the airplane yourself.” Thus, we examine the leading upgrades in 2018, weighing their benefits, their costs and their impact on the aircraft's residual value.

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Aircraft Index see Page 161



Connectivity.

Everywhere you go.

Pilots and passengers will appreciate the affordable, global inflight connectivity provided by AeroWave™ from BendixKing.

Crews will now have inflight access to the internet and their favorite apps. Passengers will enjoy the ability to send and receive emails or text messages, check the weather, make phone calls and more. AeroWave’s low-cost connectivity service plan is based on prepaid hours of use and has nothing to do with data usage. Airtime is only $40 USD per hour, and it works at any altitude. It’s that simple.

Don’t leave your favorite apps behind. Find out how to get globally connected today.

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To learn more, call 1.855.250.7027, contact your local BendixKing dealer or visit aerospace.honeywell.com/AeroWave ©2018 Honeywell International

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1. CONNECTIVITY

placement of this upgrade type by encouraging owners of larger jets to upgrade their existing systems.

“Any initial hesitation borne of usage-fees continues to wane as lower-cost options arrive with upgrades for older systems expanding how many users the system can host – and how fast those systems have become,” the foreman explained.

It certainly helps that so many of these newer systems come with lower access costs and the ability to simultaneously connect ever-more users in-flight.

#2: Glass Cockpit Upgrades

#1: In-Flight Connectivity

In-flight connectivity (IFC) hardware topped the list of ‘Most Sought-After Upgrades’ at currently. This, in part, is due to the rapid expansion of ever-faster, progressively-smaller options available to operators, along with a concomitant gain in aircraft becoming eligible for an upgrade.

“The newer options tend to target Light jets and Turboprops, at equipment prices and usage fees that make them increasingly viable options,” explained an Eastern Seaboard avionics-shop foreman. Nevertheless, he noted, the growth in speed and expansion of bandwidth for larger aircraft systems helps the

Just behind in-flight connectivity comes glass-cockpit upgrades, with ADS-B an element in the upgraded panel. ADS-B upgrades appear to serve as encouragement to many operators choosing to invest in full-panel makeovers, thereby making older business aircraft viable for years to come.

With upgrade options available through Supplemental Type Certificate (STC) for so many business jet and turboprop aircraft, owners increasingly understand the value of installing a state-ofthe-art cockpit and keeping the existing aircraft. Aspen Avionics, Avidyne, BendixKing (and parent company Honeywell), Garmin, Rockwell Collins: all offer approved digital flight deck systems STC’d for multiple installations.

ADS-B falls into this bracket, but suffers from a lack of standalone options for many older business aircraft. So ADS-B is often a component of a full-panel upgrade, which remains popular primarily for that reason.

What's seldom missed is how much weight a panel upgrade typically removes from an older business aircraft – from just over 100lbs in some packages to well over 200lbs for others.

#3: Enhanced/Synthetic Vision Systems

Thanks to continuing advances in sensor technology, Enhanced Vision Systems (EVS) are available on a growing list of business aircraft; some as a standard feature of the flight deck system, and others retrofitted. All bring a new level of safety and utility to flying.  2. GLASS COCKPIT UPGRADES

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Jean Boulle - advertorial May.qxp_Layout 1 25/04/2018 16:24 Page 1

ADVERTORIAL

Real Diamond Coating Made from the highest quality natural gem diamonds, Sun King® Diamond Coating transforms private jets, superyachts and supercars into sparkling works of art.

After years of research, Aviation Grade Sun King® Diamond Coating was launched in 2017 in partnership with AkzoNobel’s AlumiGrip. As a result, Sun King® combines the highest levels of aesthetic brilliance with industry leading performance standards.

Unique diamond sparkle

Proprietary process

The gem diamond crystals in Sun King® Diamond Coating produce multi-coloured reflections, unlike any other product.

The gem diamond crystals used in Sun King® Diamond Coating are produced to meet a precisely defined tolerance – maintaining their unique multi-chromatic reflections.

Sun King® can be applied to any colour and on almost any surface.

One of our first commissions was to coat an entire Bombardier Global Express, creating the world’s first diamond coated aircraft which was unveiled at the 2017 Dubai Air Show.

Jean Boulle Luxury also worked with Rolls Royce to diamond coat a Ghost Elegance extended wheelbase that was shown at the Geneva Motor Show and we were recently commissioned to produce a Bentley Azure for a client.

We launched the world’s first diamond coated yacht at the 2017 Monaco Yacht Show and recently announced an agreement with Sun Reef Yachts to coat a custom-made luxury catamaran.

Bespoke product Each application of Sun King® Diamond Coating is tailored to meet the precise requirements agreed with individual clients.

The qualities of the diamonds in the coating mean that Sun King® can be applied as a clear coat on top of any colour a client desires. One, two or three coats can be applied depending upon how much sparkle a client wants to add.

We therefore work closely with clients as well as their designers and expert advisers to create exactly the right bespoke coating to meet their precise requirements.

Our proprietary process requires highly skilled expert craftsmen to sort, clean and remove any impurities from the natural diamonds to guarantee the highest quality and brilliance before they are crushed.

One carat of natural diamonds creates approximately one million crystals that undergo further proprietary processes to guarantee maximum brilliance and reflectivity.

AkzoNobel partnership We work exclusively with AkzoNobel’s AlumiGrip brand for Aviation Grade Sun King® Diamond Coating so we benefit from AlumiGrip’s entire system and standard setting top coats. Sun King® Diamond Coating has been subject to stringent testing and meets the AkzoNobel aerospace specifications.

Our relationship with AkzoNobel means we are able to work with clients anywhere in the world and provide a full range of aftercare services through their global network.

Standard coating process Sun King® Diamond Coating has been designed to be applied using standard industry coating techniques. No specialised equipment is required and Sun King® Diamond Coating can be applied in a standard aviation coating facility.

The Bombardier Global Express was coated by Satys at their Lelystad facility in the Netherlands working with Jean Boulle Luxury and AkzoNobel. We are available to provide technical advice and support as required.

Jean Boulle Luxury Jean Boulle Luxury is part of the Jean Boulle Group which has a long track record of discovering and developing innovative products. These include patented technologies for the production of magnesium and nickel/titanium alloys used in the automotive and medtech industries.

Advertising Enquiries see Page 12

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May 2018 – AVBUYER MAGAZINE

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3. ENHANCED VISION SYSTEMS

the galley. The utility gain comes from whatever extra the owner wants in the galley. The residual value is dependent on the scope of the aircraft's reach.

Larger aircraft incorporating a broad spectrum of new features can enjoy increased market appeal, whereas smaller aircraft gaining only marginal improvements in capabilities may see little or no gain.

#5: Engine Upgrades

Upgrades to the powerplants appeal most to the flight crew, maintenance technicians, and the accountant who sees the operating cost improvements of these modifications. While popular in the abstract, their dependence on development of STCs tends to limit their spectrum of options.

Where available, powerplant upgrades prove particularly popular among operators and owners flying aircraft with engines near their overhaul time. Older engines can be so expensive to overhaul that buying new engines available under an STC can be less expensive – while delivering greater performance and lower fuel consumption.

The Attraction of Upgrades

EVS employ a heat-sensing camera system to detect and display images at night, in real time, on Primary Flight Displays (PFDs), dedicated screens and even Head-Up Display systems (HUDs). The EVS not only sees what's present at any given moment, it can also show that something was there a short time before since the sensor picks up residual heat from that item.

Synthetic Vision Systems (SVS) are running close behind EVS, partly because for many panels the upgrade is as simple as installing software into the avionics package. SVS lacks the realtime benefit of EVS in that the database used to construct a computer-generated image of terrain, roads, rivers and vegetation based on GPS position, speed and direction data, comes from scans performed in the past.

Growing in popularity, but trailing in availability, is a hybrid system combining EVS and SVS into a single image. But EVS, in particular, is far more than a gadget for pilots to view when flying in Instrument Meteorological Conditions. EVS is a proven tool for penetrating many forms of vision obstructions.

One element in particular sticks out for its utility: The reduced minima available for some instrument approaches, available to some aircraft. Long coveted by EVS creators and fans, these lower approach altitudes help expand the conditions under which a pilot can still see – via EVS – and legally continue to land.

Although we’ve only covered the current top five in upgrades, and while other types of upgrades will ebb and flow in popularity, the concept of reducing operating costs and/or improving efficiency will never go completely out of style. The Business Aviation community offers no shortage of options for those seeking to make the most of the aircraft they’re flying. T

5. ENGINE UPGRADE

#4: Galley Upgrades

A galley upgrade may be nothing more than a snack center on smaller jets, to a fully-functional galley on large BusinessLiners.

Typically dealt with during an interior makeover, traditionally the changes made to a galley stopped at the cosmetic level.

Thanks to new systems, such as in-flight ovens and espresso machines, opportunities are increasing to bring more variety to 116

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Luxaviation May.qxp_Layout 1 25/04/2018 16:40 Page 1

AIRCRAFT FOR SALE - 2007 BOMBARDIER GLOBAL 5000 • • • • • •

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Buying and selling an aircraft is a complicated process and you need to take professional advice to ensure that nothing is over looked.

Good advice and professional legal council will always ensure a smooth transaction.

Rebecca D. Johnson, Aircraft Sales Director

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

How to Transition Aircraft Safely There’s more to phasing in or phasing out an aircraft than meets the eye. Mario Pierobon highlights some of the considerations a Flight Department should give to ensure a safe transition…

fter several years of market downturn and a few more of very moderate growth, it seems the Business Aviation industry is finally picking up again. In view of an expanding global economy this may also be the time corporate Flight Departments are considering expansion, acquiring new aircraft in the shortto medium-term.

With the expansion of a Flight Department come new challenges, not least from a safety standpoint. Expansion requires change management - particularly with respect to aircraft phase-in and phase-out.

This task can be extremely challenging, but successful corporate Flight Departments commit all of their energies to ensuring any change stemming from economic expansion (or otherwise) is managed thoroughly and consistently. But where, exactly, should their energies be focussed?

A

Aircraft Technical Condition

The first thing to consider during aircraft phase-in and phaseout is the aircraft’s technical condition. If the Flight Department is phasing an aircraft out, it will undoubtedly get the best deal if its technical condition is of an excellent standard. All due (and recommended) maintenance should be performed and the aircraft’s technical documentation should have been kept to a high standard.

Such requirements will undoubtedly be expected of the aircraft that is being considered for phasing in. Hold the aircraft being phased out to the same standard as for the aircraft being phased in.

While a corporate Flight Department may have its own inhouse technical staff, substantial investment is required when phasing in an aircraft - so it can be a good idea to hire additional technical expertise whose core business is aircraft phase-in and phase-out.

That could especially be so if the aircraft being phased in is not currently in operation. These experts will have experienced a wealth of aircraft transactions every year and are well placed to offer professional advice on an aircraft’s technical condition.

In Operation, or Not…

Is the Flight Department committing to an aircraft type/model it already operates or something new? This is important because it dictates training, infrastructural and operational Advertising Enquiries see Page 12

requirements. For example, phasing in a new aircraft type/variant may impact type ratings and require familiarization courses for personnel. Likewise, a new type/variant could incorporate new technologies and capabilities (such as performance based navigation and allweather operations), potentially implying a need for additional training.

That training must be properly planned for, and delivered in advance of the aircraft phase-in ensuring the Flight Department personnel are ready to work with the new type/variant and are fully proficient.

A new type/variant may also dictate new operational requirements. They may require longer runways, or enable shorter runways, thereby causing certain airports to no longer be part of the network, or others to become part of the network.

A new airport requires knowledge of the ground services available there. It could be worth auditing those services to establish which will be regular suppliers and are able to fully meet the standards of the Flight Department.

Questions of Manpower

When phasing in an aircraft, what additional manpower and/or resources will be required? If the fleet is being expanded it is likely that new recruits will be needed. It’s important to plan well in advance to make sure enough pilots are available to operate the new aircraft entering the fleet, and that the aircraft can be adequately supported operationally and technically.

There are no rules of thumb for calculating the manpower required for ops control and technically. The tendency can be to pursue economies of scale for these areas. Be aware that the end result could be that these departments become overloaded. It’s important to ensure that employees are not overburdened to maintain accuracy and excellence in Flight Department operations.

In Summary

The above should highlight the complexities of adding or removing an aircraft from the Flight Department, not least from a safety aspect. The safety-conscious Flight Department that makes excellence their goal will consider these key factors in advance, thus easing the transition of an aircraft in or out of the operation. T

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119

ACSpecs Intro.qxp_AC Specs Intronov06 24/04/2018 17:09 Page 1

OPERATING T SPECIFICATIONS

Aircraft Performance & Specifications

Ultra-Long-Range & Large Cabin 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 - Ultra-Long Range & Large Cabin Jets – appears opposite, to be followed by Medium Jets next month.

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

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

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

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

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

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

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

Height and width are the maximum within that

120

AVBUYER MAGAZINE – May 2018

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

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

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

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

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

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

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

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

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

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

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

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

•

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

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

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

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

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

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

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

Aircraft Index see Page 161

AircraftPer&SpecJan18.qxp_PerfspecDecember06 24/04/2018 17:25 Page 1

CHA LLEN GER BOM 350 BAR DIER CHA LLEN GER 604 BOM BAR DIER CHA LLEN GER 605 BOM BAR DIER CHA LLEN GER 650 BOM BAR DIER CHA LLEN GER 850 BOM BAR DIER GLO BAL 500 0 BOM BAR DIER GLO BAL 600 0 BOM BAR DIER GLO BAL EXP BOM RES S BAR DIER GLO BAL EXP RES S XR S

BOM BAR DIER

BOM BAR DIER

CHA LLEN GER 300

SPECIFICATIONS T OPERATING

$2,784.23

$2,791.65

$3,102.52

$2,865.84

$2,843.16

$3,030.39

$4,264.62

$4,309.32

$4,557.31

$4,509.97

6.08

6.08

6.08

6.08

6.08

6.08

6.25

6.25

6.25

6.25

CABIN HEIGHT FT.

7.17

7.17

8.17

8.17

8.17

8.17

8.17

8.17

8.17

8.17

CABIN WIDTH FT.

23.70

23.70

28.40

28.40

28.40

48.42

42.47

48.35

48.35

48.35

CABIN LENGTH FT.

930

930

1146

1146

1146

1964

1889

2002

2002

2002

CABIN VOLUME CU.FT.

6.22

6.22

5.83

5.83

-

5.80

6.17

6.17

6.16

6.17

DOOR HEIGHT FT.

2.50

2.50

3.08

3.08

-

3.08

3.00

3.00

3.00

3.00

DOOR WIDTH FT.

106

106

115

115

115

202

195

195

190

195

BAGGAGE VOL. INT. CU.FT.

-

-

-

-

-

-

-

-

-

-

BAGGAGE VOL. EXT. CU.FT.

2

2

2

2

2

2

2

2

2

2

CREW #

8

8

10

10

10

15

13

13

13

13

SEATS - EXECUTIVE #

38850

40600

48200

48200

48200

53000

92500

99500

95000

98000

MTOW LBS

33750

34150

38000

38000

38000

47000

78600

78600

78600

78600

MLW LBS

23850

24800

27100

27150

27150

34618

50861

52230

50300

51200

B.O.W. W/CREW LBS

14045

14043

19850

19852

19852

18274

38959

44716

43158

44642

USEABLE FUEL LBS

1105

1907

1263

1298

1298

358

2930

2804

1792

2408

PAYLOAD WITH FULL FUEL LBS

3350

3400

4815

4850

4850

9382

7139

5770

5700

4800

MAX. PAYLOAD LBS

3065

3277

3756

3756

3756

2456

5200

5890

5940

6055

RANGE - SEATS FULL N.M.

3340

3421

4119

4123

4123

3096

5350

6080

6125

6226

MAX. RANGE N.M. (4 PAX)

4950

5090

5950

5950

5950

6800

4960

6200

5640

6200

BALANCED FIELD LENGTH FT.

3951

4033

4050

3833

3833

4120

3667

3667

3667

3667

LANDING DIST. (FACTORED) FT.

4240

-

4345

4345

4345

3395

3450

3300

3450

3300

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

474

-

680

581

581

443

704

474

522

474

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

470

470

488

488

488

459

511

511

505

511

MAX. CRUISE SPEED KTAS

459

459

459

459

459

442

488

488

488

488

NORMAL CRUISE SPEED KTAS

459

459

425

425

425

425

471

471

459

471

L/RANGE CRUISE SPEED KTAS

2

2

2

2

2

2

2

2

2

2

HTF7000

HTF7350

CF34-3B

CF34-3B

CF34-3B MTO

CF34-3B1

BR 710-A2-20 BR 710-A2-20 BR 710-A2-20 BR 710-A2-20

VARIABLE COST PER HOUR $

ENGINES #



ENGINE MODEL

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

Advertising Enquiries see Page 12

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121

AircraftPer&SpecJan18.qxp_PerfspecDecember06 24/04/2018 17:25 Page 2

DAS SAU LT F ALC ON 200 0 DAS SAU LT F ALC ON 200 0DX DAS SAU LT F ALC ON 200 0EX DAS SAU LT F ALC ON 200 0EX EAS DAS y SAU LT F ALC ON 200 0LX DAS SAU LT F ALC ON 200 0LX S DAS SAU LT F ALC ON 200 0S DAS SAU LT F ALC ON 900 B DAS SAU LT F ALC ON 900 DAS C SAU LT F ALC ON 900 DX

OPERATING T SPECIFICATIONS

$3,582.71

$2,891.91

$2,984.45

$2,891.12

$2,828.65

$2,751.63

$2,749.41

$3,857.39

$3,697.48

$3,533.26

CABIN HEIGHT FT.

6.20

6.20

6.20

6.20

6.20

6.20

6.20

6.20

6.20

6.20

CABIN WIDTH FT.

7.70

7.70

7.70

7.70

7.70

7.70

7.70

7.70

7.70

7.70

CABIN LENGTH FT.

31.20

31.20

31.20

31.20

31.20

31.20

31.20

33.20

33.20

33.20

CABIN VOLUME CU.FT.

1028

1028

1028

1028

1028

1028

1028

1270

1270

1270

DOOR HEIGHT FT.

5.64

5.64

5.64

5.64

5.63

5.64

5.64

5.70

5.70

5.60

DOOR WIDTH FT.

2.63

2.63

2.63

2.64

2.64

2.63

2.63

2.70

2.70

2.60

BAGGAGE VOL. INT. CU.FT.

134

131

131

131

131

131

131

127

127

127

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

10

10

10

10

10

10

10

12

12

12

MTOW LBS

35800

41000

42200

42200

42200

42800

41000

45500

45500

46700

MLW LBS

33000

39300

39300

39300

39300

39300

39300

42000

42000

42200

B.O.W. W/CREW LBS

22750

23190

23190

23190

24750

23710

24750

25275

25275

25800

USEABLE FUEL LBS

12155

14600

16660

16660

16660

16660

14660

19165

19165

18830

PAYLOAD WITH FULL FUEL LBS

1095

3410

2550

2550

990

2630

1790

1260

1260

2270

MAX. PAYLOAD LBS

5910

6510

6510

6510

4950

5990

4950

2945

2945

5064

RANGE - SEATS FULL N.M.

2841

3378

3878

3878

3970

3961

3437

3450

3450

4100

MAX. RANGE N.M. (4 PAX)

3130

3440

4045

4045

4145

4139

3619

4080

4080

4290

BALANCED FIELD LENGTH FT.

5100

5000

5500

5500

5761

4918

4534

5200

5200

4500

LANDING DIST. (FACTORED) FT.

4333

4333

4333

4333

4484

3833

3833

3633

3633

3633

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

3730

4575

4375

4375

4350

4310

4350

3755

3755

3880

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

377

490

490

490

490

565

490

645

645

796

MAX. CRUISE SPEED KTAS

475

482

482

482

482

482

482

500

500

482

NORMAL CRUISE SPEED KTAS

459

459

459

459

453

453

453

466

466

459

L/RANGE CRUISE SPEED KTAS

430

442

442

442

441

441

441

428

428

430

2

2

2

2

2

2

2

3

3

3

CFE 738-1-1B

PW308C

PW308C

PW308C

PW308C

PW308C

PW308C

TFE 7315BR-1C

TFE 7315BR-1C

TFE 731-60

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

122

AVBUYER MAGAZINE – May 2018

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Aircraft Index see Page 161



P123.qxp_JMesingerNov06 26/04/2018 10:52 Page 1

JETNET Celebrates 30 Years Providing Aviation Intelligence

Paul Cardarelli

For more information on JETNET LLC log on to jetnet.com or contact Paul Cardarelli, JETNET Vice President of Sales, at 800-553-8638 (USA) or paul@jetnet.com; Mike Foye, JETNET Director of Marketing, at 1-315-797-4420 ext. 223 or mfoye@jetnet.com; International inquiries, contact Karim Derbala, JETNET Managing Director of Global Sales, at +41 (0) 43.243.7056 or karim@jetnet.com

JETNET LLC, the leading provider of aviation market information, is celebrating its 30th anniversary this year. The firm has been a leader in using original research and the latest technology to provide timely and accurate intelligence to the business aviation community.

JETNET provides information on business jets and turboprops, helicopters, and yachts.

“Since 1988, when our father started JETNET, we have pushed the boundaries of what’s possible in getting accurate information to our clients as quickly and conveniently as possible,” said Tony Esposito, JETNET Executive Vice President, who runs the company with his brother Vincent, who is President. “We have always stood apart because we obtain our intelligence with research, and we take advantage of the latest technology.”

JETNET was among the first companies to deliver information using emerging technologies, including DOS on PCs, modems, Windows, email, SMS text messaging, and mobile devices.

“For three decades we have been in daily contact with aircraft owners and operators around the globe,” said Paul Cardarelli, JETNET Vice President of Sales. “From this effort has emerged the most comprehensive database of its kind for corporate and commercial aviation, covering more than 100,000 in-service airframes.

We regard it our mission to empower our customers with unparalleled fleet and market intelligence to keep them a step ahead of the competition.”

Mike Foye, JETNET Director of Marketing, added, “We use the safest and fastest technology available, and we’re constantly designing and releasing new programs and capabilities. JETNET maintains more than 100,000 aircraft files that include both business and commercial owners and operators for jets, turboprops, pistons, helicopters, and yachts. We consider literally every sector of the industry when developing our products and solutions, and work to make every aspect of business aviation smarter.”

JETNET employs approximately 50 trained,

full-time research professionals—many multilingual—who, in addition to contacting owners and operators on a regular basis, work with registries throughout the world to keep their information current. They have developed an extensive network to stay current on the needs of the fast-moving business aviation marketplace: trade show attendees around the world; customers across many facets of the industry, from sales to support; and top-tier consultant relationships. The result: the most complete and accurate global database of information in the business aviation market.

In addition to their aircraft database services, the company also provides aircraft utilization intelligence, market analysis reports, and transactions histories on aircraft dating back to 1988.

In 2011, the JETNET iQ Business Aviation Forecast Service was launched, and is today considered a leading prognosticator for the corporate aviation sector. Under the JETNET iQ brand, the company holds an annual industry summit attended by thought leaders from across the industry. In the same year, it also launched Yachtspot as the first-ever database featuring the ability to identify owners of both aircraft and yachts. Today Yachtspot provides details on some 6,500 luxury yachts around the globe.

“We would like to thank our subscribers and supporters in the industry for a tremendous 30 years,” added Tony Esposito. “We look forward to advancing the health of business aviation for many years to come.”

JETNET, celebrating its 30th anniversary as the leading provider of aviation market information, delivers the most comprehensive and reliable business aircraft research to its exclusive clientele of aviation professionals worldwide. JETNET is the ultimate source for information and intelligence on the worldwide business, commercial, and helicopter aircraft fleet and marketplace, comprised of more than 100,000 airframes. Headquartered in its state-ofthe-art facility in Utica, NY, JETNET offers comprehensive user-friendly aircraft data via realtime internet access or regular updates.

The JETNET team would be delighted to welcome all our friends and colleagues at our EBACE Booth # W127

Additionally: the JETNET iQ State of the Industry Review Briefing will be held on Tuesday May 29th , 11-11:45 AM in Salle R.

Advertising Enquiries see Page 12

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May 2018 – AVBUYER MAGAZINE

123

AircraftPer&SpecJan18.qxp_PerfspecDecember06 24/04/2018 17:25 Page 3

VARIABLE COST PER HOUR $

G20 0 GUL FSTR EAM

EMB RAE R LE GAC Y 65 0

EMB RAE R LE GAC Y 60 0

EMB RAE R LE GAC Y 50 0

DAS SAU LT F ALC ON 8X

DAS SAU LT F ALC ON 900 EX E ASy DAS SAU LT F ALC ON 900 LX DAS SAU LT F ALC ON 7X

DAS SAU LT F ALC ON 900 EX

OPERATING T SPECIFICATIONS

$3,740.96

$3,501.00

$3,250.65

$3,428.34

$3,399.64

$3,211.92

$3,284.43

$3,385.15

$2,861.57

CABIN HEIGHT FT.

6.20

6.20

6.20

6.20

6.20

6.00

6.00

6.00

6.25

CABIN WIDTH FT.

7.70

7.70

7.70

7.70

7.70

6.83

6.92

6.92

7.20

CABIN LENGTH FT.

33.20

33.20

33.20

39.10

42.70

27.50

49.80

49.80

24.50

CABIN VOLUME CU.FT.

1270

1270

1270

1506

1695

823

1656

1656

869

DOOR HEIGHT FT.

5.60

5.60

5.60

5.64

5.64

5.22

5.60

5.60

6.00

DOOR WIDTH FT.

2.60

2.60

2.60

2.63

2.63

1.91

2.50

2.50

2.75

BAGGAGE VOL. INT. CU.FT.

127

127

127

140

140

29

286

286

25

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

126

-

-

125

CREW #

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

12

12

12

12

12

8

13

13

8

MTOW LBS

48300

49000

49000

70000

73000

38360

49604

53572

35450

MLW LBS

44500

44500

44500

62400

62400

34524

40785

44092

30000

B.O.W. W/CREW LBS

24700

24700

26400

36600

36100

23850

30419

31217

19950

USEABLE FUEL LBS

21000

21000

21000

31940

34900

13058

18170

20600

15000

PAYLOAD WITH FULL FUEL LBS

2800

3500

1800

1660

2200

1628

1169

1909

650

MAX. PAYLOAD LBS

6164

6164

4464

4400

4900

2650

4855

4938

4050

RANGE - SEATS FULL N.M.

4500

4500

4800

5490

6290

2762

3091

3661

3130

MAX. RANGE N.M. (4 PAX)

4725

4725

5000

5870

6630

3167

3485

3980

3530

BALANCED FIELD LENGTH FT.

5050

5215

5215

5600

5820

4250

5749

5804

6991

LANDING DIST. (FACTORED) FT.

3750

3750

3833

3591

3591

4558

3835

3910

4352

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

3880

3880

3880

-

-

3866

2639

3022

3700

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

755

703

703

615

-

841

761

757

395

MAX. CRUISE SPEED KTAS

482

482

482

-

-

472

455

459

470

NORMAL CRUISE SPEED KTAS

459

459

459

488

488

459

447

447

459

L/RANGE CRUISE SPEED KTAS

430

430

430

459

459

439

424

425

430

3

3

3

3

3

2

2

2

2

TFE 731-60

TFE 731-60

TFE 731-60

PW307A

PW307D

HTF7500E

AE 3007A1E

AE 3007A2

PW306A

ENGINES # ENGINE MODEL

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

124

AVBUYER MAGAZINE – May 2018

www.AVBUYER.com

Aircraft Index see Page 161



WHITE PLAINS REGIONAL FORUM Westchester County Airport (HPN) Thursday, June 21, 2018 The NBAA White Plains Regional Forum will bring current and prospective aircraft owners, operators, manufacturers, customers and other aviation professionals together for a one-day event on June 21. The forum incorporates exhibits, a static display of aircraft and education sessions to help current operators, as well as those considering using an aircraft for business. Any current issues in the region will also be addressed. Visit the website to learn more and register.

REGISTER TODAY: www.nbaa.org/2018hpn

AircraftPer&SpecJan18.qxp_PerfspecDecember06 24/04/2018 17:26 Page 4

G65 0ER GUL FSTR EAM

G65 0 GUL FSTR EAM

G55 0

GUL FSTR EAM

G50 0 (O LD M ODE L) GUL FSTR EAM

G45 0 GUL FSTR EAM

G40 0 GUL FSTR EAM

G35 0 GUL FSTR EAM

G30 0 GUL FSTR EAM

GUL FSTR EAM

G28 0

OPERATING T SPECIFICATIONS

$2,831.21

$3,985.18

$3,920.60

$3,988.40

$3,850.69

$4,035.64

$3,981.35

$4,085.13

$4,090.08

CABIN HEIGHT FT.

6.25

6.20

6.20

6.20

6.20

6.20

6.20

6.40

6.40

CABIN WIDTH FT.

7.20

7.30

7.30

7.30

7.30

7.30

7.30

8.50

8.50

CABIN LENGTH FT.

32.25

45.10

45.10

45.10

45.10

50.10

50.10

53.60

53.60

CABIN VOLUME CU.FT.

888

1658

1658

1658

1658

1812

1812

2421

2421

DOOR HEIGHT FT.

6.00

5.00

5.00

5.00

5.00

5.00

5.00

6.28

6.28

DOOR WIDTH FT.

2.75

3.00

3.00

3.00

3.00

3.00

3.00

3.00

3.00

BAGGAGE VOL. INT. CU.FT.

34

169

169

169

169

226

226

195

195

BAGGAGE VOL. EXT. CU.FT.

120

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

13

14

13

14

18

18

18

18

MTOW LBS

39600

72000

70900

74600

74600

85100

91000

99600

103600

MLW LBS

32700

66000

66000

66000

66000

75300

75300

83500

83500

B.O.W. W/CREW LBS

24150

43700

43000

43700

43000

47900

47900

54000

54000

USEABLE FUEL LBS

14600

26700

25807

29281

29281

34940

41000

44200

48200

PAYLOAD WITH FULL FUEL LBS

1000

2000

2493

2019

2719

2660

2500

1800

1800

MAX. PAYLOAD LBS

4050

5300

6000

5300

6000

6600

6600

6500

6500

RANGE - SEATS FULL N.M.

3590

3486

3680

3880

4070

5620

6360

6520

7095

MAX. RANGE N.M. (4 PAX)

3690

3820

3900

4166

4425

5991

6975

7130

7685

BALANCED FIELD LENGTH FT.

5160

4912

5060

5276

5578

5145

5963

6146

6765

LANDING DIST. (FACTORED) FT.

5083

4417

4417

4417

4417

3667

3667

4167

4167

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

5000

3805

3960

3640

3760

3950

3650

3570

-

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

844

767

736

701

712

707

594

467

-

MAX. CRUISE SPEED KTAS

482

500

500

500

500

508

508

516

516

NORMAL CRUISE SPEED KTAS

470

476

476

476

476

488

488

-

-

L/RANGE CRUISE SPEED KTAS

459

445

445

445

445

459

459

488

488

2

2

2

2

2

2

2

2

2

HTF7250G

TAY 611-8

TAY 611-8C

TAY 611-8

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

TAY 611-8C BR 710-C4-11 BR 710-C4-11 BR 725 A1-12 BR 725 A1-12

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.

126

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

www.AVBUYER.com

Aircraft Index see Page 161

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COMMUNITY NEWS T REVIEW

OEM Bites

Boeing celebrated the fly away of the first BBJ MAX. “We are excited to see the first BBJ MAX come to life and fly through the development milestones.

In the past few weeks, the airplane has achieved factory rollout, first flight, multiple certifications, and now fly away,” said Greg Laxton, Head of Boeing Business Jets.

More information from www.boeing.com/bbj

Longer Legs for the Global 7000 The Bombardier Global 7000 will be able to fly a full 300 nautical miles farther than the initial commitment when it starts deliveries during the second half of 2018…

B

ombardier’s marquee Global 7000 jet, having completed multiple long-range flights around the world, now boasts an increased range of 7,700nm connecting more city pairs than any other business aircraft.

Global 7000 flight test vehicles have completed several long-haul flights to destinations including Sydney, Dubai and Hawaii, and this flight test program has demonstrated the aircraft's incredible reach.

On track to enter service during the second half of 2018. The flight test program is progressing to plan, with all five test vehicles in flight. The flight test program, which began in November 2016,

has completed more than 1,800 hours of flight testing and is currently finalizing certification for the aircraft.

With its four true living spaces, the Global 7000 offers spaciousness, luxurious comfort and design flexibility. Its leadingedge cabin entertainment system, coupled with ultra-fast connection speeds via Ka-band, allows passengers to stream high-definition content and enjoy a reliable entertainment experience.

Indeed, the Global 7000 is a 2018 Red Dot Award winner for Product Design, one of the most sought-after honours for design and innovation excellence worldwide.

More information from www.businessaircraft.bombardier.com

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

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Cirrus Aircraft’s Vision Jet has been awarded the 2017 Robert J. Collier Trophy for developing the world’s first single engine Personal Jet and implementing the Cirrus Airframe Parachute System (CAPS) on the aircraft. The Collier Trophy will be formally presented at the Annual Robert J. Collier Trophy Dinner on June 14.

More information from www.cirrusaircraft.com

Daher has introduced the Garmin G3000 all-glass integrated flight deck configuration for TBM 930s.

Connectivity on the aircraft also reaches a new level with the implementation of Garmin’s Flight Stream 510 Wi-Fi and Bluetooth link-up system to mobile devices running Garmin Pilot, Foreflight or FltPlan Go apps.

More information from www.tbm.aero



Aircraft Index see Page 161

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COMMUNITY NEWS T REVIEW

OEM Bites

Embraer has delivered the first new Phenom 300E business jet, having received its type certificate in Q1 from the FAA, EASA and the Brazilian Civil Aviation Agency (ANAC).

The new light jet model launched at the 2017 NBAA-BACE and affords owners a more spacious cabin (pictured above) with more customization options and ease of maintainability.

More information from www.embraerexecutivejets.com

Dassault Leads in Gogo AVANCE L5 Integrations Dassault Falcon Jet has retrofitted its tenth Falcon with the new Gogo AVANCE L5 Air-To-Ground internet system, becoming a leading integrator of the popular in-flight connectivity solution... ogo AVANCE L5 combines Gogo’s advanced hardware solutions with leading software technology, providing a fully integrated, aviation-grade on board internet, communications and entertainment platform that significantly enhances in-flight connectivity.

It operates on the Gogo Biz 4G air-toground network, a system of 250 ground towers and fiber network throughout North America created especially for Business Aviation requirements.

AVANCE L5 STCs have been approved

G

for four Falcons so far -- the Falcon 7X, Falcon 900EX EASy, Falcon 2000 and Falcon 2000EX EASy. The system is also available as an option for new production Falcon 2000LXS, 900LX, Falcon 7X and 8X aircraft.

Dassault’s AVANCE L5 retrofit seeks to ensure seamless integration of antennas and Line Replaceable Units (LRU), minimizing the impact on drag and provides room for future scalability and growth.

More information from www.dassaultfalcon.com

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

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Gulfstream recently delivered the 300th aircraft in the Gulfstream G650 family. This milestone comes just over five years after the aircraft entered service in December 2012.

Meanwhile, the all-new G500 demonstrated both its maturity and reliability by establishing eight new city-pair speed records across continents. The G500 completed the flights as part of a customer-focused world tour.

More information from www.gulfstream.com

HondaJet China (Honsan General Aviation Co., Ltd.) will expand operations at Guangzhou Baiyun International Airport’s FBO complex by 8,800sq.m by mid-2019. Among other things, the expanded HondaJet China will host FlightJoy Aviation Co., a newly-established company that will provide charter operations and aircraft management of HondaJets throughout China. 

More information from www.hondajet.com Aircraft Index see Page 161

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

Community News May18.qxp_Layout 1 25/04/2018 11:09 Page 3

COMMUNITY NEWS T REVIEW

OEM Bites

Textron Puts Hemisphere on Hold The Wichita Eagle reported that Textron Aviation has put the Citation Hemisphere on hold. Textron Aviation's biggest Cessna Citation jet won't be flying in 2019, as the company had planned.

S

cott Donnelly, chief executive of parent company Textron Inc., said on a conference call with analysts that plans for the Hemisphere are on hold because of problems with the jet's proposed engines.

“At this point we have basically suspended the program and are waiting to see how the engine plays out. And then based on that, we'll make our decisions and move forward knowing what the performance of the engine is,” Donnelly said.

The company had selected Safran's Silvercrest engine to power the Hemisphere, though Safran has struggled with development of the new engine for several years. Dassault cancelled plans to manufacture its new Falcon 5X jet because of continuing development issues with the Silvercrest engine.

The Hemisphere would have been Cessna's largest and longest-range

Citation, with seating for up to 12 passengers and a 4,500-nautical-mile range. A Textron Aviation spokeswoman said in an email to The Wichita Eagle that “the suspension will have no impact on employment.”

Donnelly's announcement didn't surprise Business Aviation forecaster Rolland Vincent. "If I was Pratt & Whitney, I'd be circling Wichita," he said, believing Pratt has a “very good” shot at being the new engine supplier to the Hemisphere, or whatever the large cabin jet will be called after its current airframe is redesigned.

Vincent doesn't think Textron Aviation is using the engine problems to kill the large Cessna business jet. "I don't think the program is dead, it's on hold," he said. "The market is still there, and they have the luxury of time.” (Story courtesy of The Wichita Eagle) More information from: www.txtav.com

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

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NASA has awarded a contract to Lockheed Martin to build a supersonic X-plane that will test the public’s tolerance of a much quieter sonic signature. Lockheed Martin will build a full-scale, supersonic X-plane that will pass more quietly overhead at Mach 1.4. It will conduct supersonic over flights of populated areas in the years ahead that will be followed by surveys to capture data on how people perceive the sound.

More information from www.lockheedmartin.com

Pilatus Aircraft appointed Cutter Aviation as its newest Authorized Pilatus Sales and Service Center. Cutter Aviation joins the Pilatus network to provide sales and service for the PC-12 and PC-24 Super Versatile Jet in the Southern California, Arizona, New Mexico, Texas and Colorado region.

More information from www.pilatus-aircraft.com or www.cutteraviation.com

Terrafugia, which is developing a flying car (above), created 75 new US-based jobs within the past 12 months and is on track to add another 50 by the end of the year. Zhejiang Geely Holdings Group (Geely Holding) acquired Terrafugia in 2017 affording Terrafugia the bankability and resources to expand its operations and industrial footprint.

More information from www.terrafugia.com

Aircraft Index see Page 161

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Community News May18.qxp_Layout 1 24/04/2018 16:50 Page 4

COMMUNITY NEWS T PEOPLE Ikhsan Alfahmi has been appointed to the role of director of business development for South East Asia on behalf of Jet Support Services, Inc. (JSSI). He will be based in Indonesia.

Sebastien De La Bouvrie

Sebastien de La Bouvrie is the new contracts director at Nexcelle, the joint venture of GE Aviation’s Middle River Aircraft Systems and Safran Nacelles.

Paula Derks, president of The Aircraft Electronics Association, announced that she will retire after the conclusion of next year's AEA convention in Palm Springs, California. Derks was named the association's president in 1996.

Paula Derks

John Fleeman is the new head of maintenance at Comlux Completion in Indianapolis. Fleeman joins the Comlux team after 21 years at Associated Air Center in Dallas.

Dr Stuart Hatcher has been appointed to the role of Chief Operating Officer at IBA, the independent aviation advisory and leading aircraft appraisal firm.

Stuart Hatcher

James Henderson is the new president of commercial operations at XOJET. Constanze Hufenbecher has been appointed CFO at Lufthansa Technik AG for a further five years until January 31, 2024.

Constanze Hufenbecher

Scott Keefe joined Blackhawk as a marketing consultant. He will be working closely with both the sales

and marketing departments. Keefe spent the past 13 years working in sales and marketing for Raisbeck Engineering.

Randy Lyman has been named vice president of Base Operations at Guardian Flight Inc., the leading air medical transport company.

Carlo Montanini has been appointed charter sales manager on behalf of Acropolis Aviation.

Montanini is based at the company’s Farnborough, UK headquarters.

John Owen has been named president and chief executive officer at Executive AirShare. He succeeds Keith Plumb, who announced he was stepping down from the company in February.

Scott Keefe

Phil Seymour

Phil Seymour, CEO of IBA has been bestowed with the honorary title of Appraiser Fellow by the ISTAT Appraisers’ International Board of Governors.

Jeff Soderberg has been named director of business development for Southwest US, including Southern California, on behalf of Jet Support Services, Inc. (JSSI). He joins from StandardAero, where he was global sales director.

Jeff Soderberg

Jairo Soterio has been appointed managing director to lead Rockwell Collins’ growing presence in the Latin American (LATAM) region.

Curtis Thelen takes the position of CFO at Universal Avionics. T

Curtis Thelen

BizAv Events

134

NBAA: Business Aviation Taxes Seminar May 10 - 11 Dallas, TX, USA www.nbaa.org

EBACE: Int’l Aircraft Transactions May 28 Geneva, Switzerland www.nbaa.org/www.ebace.aero

Isle of Man Aviation Conference Jun 13 Isle of Man, UK www. isleofmanaviationconference.com

GliderExpo UK Jun 14 – 16 Wycombe Air Park, Bucks, UK www.aeroexpo.co.uk

The Elite London May 11 - 12 Wycombe Air Park, Bucks, UK www.theeliteevents.com

EBACE: (European Bus. Av. Convention) May 29 – 31 Geneva, Switzerland www.nbaa.org/www.ebace.aero

Global Business Aviation Workshop June 14 Montreal, Canada www.aeropodium.com

AOPA – Fly-in Jun 15 - 16 Missoula, MT, USA www.aopa.org

NAFA: Conference May 16 – 18 Coronado Island, CA, USA www.nafa.aero

CBAA Convention & Exhibition Jun 12 – 14 Waterloo, Ontario, Canada www.cbaa-acaa.ca

AeroExpo UK Jun 14 – 16 Wycombe Air Park, Bucks, UK www.aeroexpo.co.uk

JETNET iQ Global Business Aviation Summit Jun 19 - 20 White Plains, NY, USA www.jetnetiq.com

HeliRussia May 24 - 26 Moscow, Russia www.helirussia.ru

Corporate Jet Investor Asia Jun 13 - 14 Singapore www.corporatejetinvestor.com

Heli UK Expo Jun 14 – 16 Wycombe Air Park, Bucks, UK www.heliukexpo.co.uk

NBAA: Regional Forum Jun 21 White Plains, NY, USA www.nbaa.org

AVBUYER MAGAZINE – May 2018

www.AVBUYER.com

Aircraft Index see Page 161

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Products & Services May.qxp_Layout 1 26/04/2018 10:58 Page 1

PRODUCTS & SERVICES Ten Years of Growth for London Oxford

London Oxford Airport, ranked the fifth busiest UK business airport in the UK and amongst the top 20 in Europe, is only a handful of UK business airports that have seen consistent growth post the financial crash of 2007.

According to Eurocontrol figures published last month, London Stansted (with its five FBOs) leads the ‘most recovered’ with a 35% 10-year growth. But London Oxford is a close second with an overall 32% growth.

London Luton Airport retains its crown as the number one airport for business aviation movements, but it and a few other London-centric airports have become “increasingly squeezed for slots, to the benefit of airports like us,” said James Dillon-Godfray, Head of Business Development. ‘With night flights constrained at key peer airports we can still operate to midnight seven days a week.’ www.oxfordairport.co.uk

Blackhawk’s XP67A Engine gets Canadian STC

Blackhawk Modifications has received Canadian supplemental type certification for its XP67A engine upgrade on the Beechcraft King Air 350, and is preparing to begin work on the first retrofit for a local customer. The upgrade replaces the type's 1,050shp (783kW) Pratt & Whitney Canada PT6A-60A engines with 1,200shp PT6A-67As, which boost the 350's maximum cruise speed by up to 40kt (74km/h). The XP67Apowered twin can also climb from sea level to 35,000ft in 18min in hot conditions, says Blackhawk, more than twice the rate of the baseline model www.blackhawk.aero

Elbit Systems Completes Acquisition of UAS

Elbit Systems announced recently that it completed the acquisition of the assets and operations of the privately-owned U.S. company Universal Avionics Systems Corporation for a purchase price of approximately $120 million.

Headquartered in Tucson Arizona, and operating in several facilities across the U.S., Universal Avionics is a developer and manufacturer of commercial avionics systems for the retrofit and forward-fit market, for a wide range of fixed and rotary aircraft types. Universal Avionics’ solutions include Flight Management Systems (FMS), displays, communication systems, complete cockpit solutions and additional advanced commercial avionics systems, which are complementary to Elbit Systems’ 138

AVBUYER MAGAZINE – May 2018

internationally successful commercial avionics systems, Enhanced Flight Vision Systems (EFVS) and Head-Up Display (HUD) product line.

Following the acquisition, Universal Avionics’ business will continue to operate, with the same management and workforce and under the same name, as a wholly-owned U.S. subsidiary of Elbit Systems www.elbitsystems.com

Fenestron Reaches 50th

On the 12th of April 1968, the first Fenestron took to the skies on the second prototype of the Gazelle.

It has since become emblematic of Sud Aviation, Aerospatiale, Eurocopter and now Airbus helicopters with the H160 carrying this sound-reducing, safety-enhancing technology into the next generation of rotorcraft.

The idea behind shrouding the tail rotor was initially developed to provide additional safeguards for workers on the ground but also to protect the tail rotor in forward flight and in complicated operational environments, such as working around high-voltage power lines. Sound reduction benefits followed after much research and optimisation from one generation of the Fenestron to the next www.airbus.com/helicopters

Jetcraft to Build on Profile

Aviation, travel and transport PR specialist 8020 Communications announced its appointment by Jetcraft, a global leader in business aircraft sales and acquisitions, to manage the company’s B2B and corporate PR. This includes, building Jetcraft’s existing profile within the trade and business media, connecting the company with customers, influencers and brands in the UK and internationally.

Marc Cornelius, founder and managing director, 8020 Communications says: “Jetcraft’s first class knowledge and insight has led it to become a leading aircraft transaction specialist. We are thrilled to be working with such a forward-thinking and customer-centric team and look forward to supporting the company as it continues its rapid worldwide growth.”

Lauren Kinelski, marketing director, Jetcraft, adds: “8020 Communications’ proven experience and understanding of the industry made them an obvious choice to support our communications internationally. We have an ambitious plan in place and are confident that 8020 can deliver.” www.jetcraft.com

LBAS Completes First FANS-1/A

Lufthansa Bombardier Aviation Services (LBAS), service centre in Berlin, developed and completed a new FAA and EASA approved solution for FANS communication via Inmarsat satcom on a Challenger 604 aircraft, a worldwide first. So far FANS were only operable with Iridium-Satcom on this aircraft type.

"Instead of re-

www.AVBUYER.com

Aircraft Index see Page 161

Products & Services May.qxp_Layout 1 26/04/2018 10:58 Page 2

PRODUCTS & SERVICES equipping a complete new satcom system, customers now have a very economical solution by using their existing Rockwell Collins SAT-906 systems" says Marek-Sebastian Rinke, Senior Engineer of Lufthansa Bombardier Aviation Services.

The engineers at Lufthansa Bombardier Aviation Services worked together with ASM, a Texas-based leading supplier in advanced avionics systems integration, who provided the Supplemental Type Certificate (STC) on behalf of Rockwell Collins.

Since December 2017 FANS are mandatory for Flight Level 350 to Flight Level 390 throughout the ICAO North Atlantic (NAT) Region www.LBAS.de

True Blue Power Offers Warranty

True Blue Power announced the company is offering a Limited Lifetime Warranty on all new True Blue Power TA102 Series and TA202 Series USB Charging Ports.

“Our customers value time-tested quality and excellent customer service,” explained Erik Ritzman, Director of True Blue Power.

“Offering this lifetime warranty demonstrates the confidence we have in our charging ports. We stand behind every unit delivered.” Ritzman added. “While other manufacturers advertise buy-one-get-one offers that may lead to future replacements, we are asking, why not buy one and be done?”

True Blue Power USB charging ports are economical and easy to install. The TA102 Series provides 2.1 amps per port. The highpower TA202 Series delivers 3.0 amps per port and is available in single and dual, USB Type-A and Type-C configurations. All units can be customized to complement the aircraft interior; a variety of faceplates, adapter plates and mounting options are available www.truebluepowerusa.com

Nexcelle System “goes the distance” on the Global 7000

Bombardier’s five Flight Test Vehicles (FTVs) have demonstrated the extended range capabilities for this twin-engine business jet, which is equipped with nacelle systems from Nexcelle.

The Global 7000 business jet, which is equipped with Nexcelle’s nacelle system on its two Passport turbofan engines, has become the largest and the longest-range business jet ever built, according to new performance numbers released by Bombardier.

With more than 1,800 hours of flight testing logged using a fleet of five FTVs (flight test vehicles), Bombardier reports the Global 7000 is capable of flying 300 nautical miles farther than the initial commitment. This provides a range out to 7,700 nautical miles, connecting more city pairs than any other business aircraft – as validated by long-distance demonstration flights already accomplished to such destinations as Sydney, Dubai and Hawaii.

“An aircraft’s performance depends on numerous factors, including the engines and nacelle system,” explained Nexcelle Advertising Enquiries see Page 12

President Kenneth Onderko. “The Nexcelle joint venture is proud to play a key role in the Global 7000’s globe-circling range by supplying a quality nacelle system for business aviation’s first truly integrated propulsion system.” www.nexcelle.com

Jet Aviation Gets Hawker Pacific for US $250m

Jet Aviation has entered into a binding agreement to acquire integrated aviation solutions provider Hawker Pacific for US$250m, subject to customary closing conditions.

Hawker Pacific operates in integrated civil and military aerospace sales and product support in the Asia Pacific and Middle East, working in Australia, New Zealand, Singapore, Malaysia, Philippines, China and the United Arab Emirates. It supports a wide range of fixed wing aircraft and helicopters for corporate, charter, defense and special mission operators.

Rob Smith, president of Jet Aviation, commented, “The acquisition of Hawker Pacific represents a significant step in expanding our footprint, capability and customer offer across Asia Pacific and the Middle East. “Hawker Pacific has a wide range of services including civil MRO, fleet services, FBO network and aircraft sales, enabling Jet Aviation to further expand its current portfolio, enter new markets, and reinforce the company’s position as one of the world’s leading business aviation service providers.”

Alan Smith, CEO of Hawker Pacific, added, “We believe the company’s acquisition by Jet Aviation represents an excellent outcome for Hawker Pacific’s investors, employees and customers.

“It builds on our strong values and passion for exceeding our customer’s expectations and I, on behalf of the management, am confident that the combination of the two companies will create a clear leader in the aviation space.” www.jetaviation.com

Lufthansa Technik presents SPAIRS

With its newly developed product SPAIRS (Service Provider for Aircraft Interior Refurbishment Solutions), Lufthansa Technik AG is offering a product complementary to its cabin modification services: Customers have the option of repairing or renewing individual parts or elements of the aircraft cabin, without having to modify the entire cabin.

A special focus is on repairs and the development and manufacture of aircraft interior parts. For instance, floor or wall panels can be repaired or renewed, lavatories and galleys can be modified, and aircraft seat cushions can be replaced. The product portfolio covers the entire aircraft cabin www.lufthansa-technik.com

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May 2018 – AVBUYER MAGAZINE

139

MEBAA May.qxp_Layout 1 23/04/2018 15:54 Page 1

Jetsense Aviation Cessna Citation lll May.qxp_Empyrean 25/04/2018 15:06 Page 1

S H O W C A S E

Priced at $795,000 USD 1984 Cessna Citation lll Serial Number: Registration: Airframe TT: Landings:

650-0054 N47AN 8677.1 6238

 Universal EFIS 890R (3) 9" Tube Display with Synthetic Vision  Airshow Genesys Cabin Video Information System  Dual Universal UNS 1Lw FMS with WAAS/LPV  Fresh Doc 8 and Doc 11 Inspections  Engines Enrolled on MSP Gold  Fresh Pre-buy—Epps Aviation Engines TFE731-3C/3CR-100S LEFT ENGINE S/N: P87151C THSN: 8418.6 Hours TCSN: 6097 Cycles Coverage: MSP GOLD

RIGHT ENGINE P89219C 8525.4 Hours 6140 Cycles MSP GOLD

APU Description: Turbomach Solar T62T-40C74 Serial Number: 837426 TTSN: 2520 Hours TCSN: 3398 Cycles

General Specifications Seating: 2/8+ Aft Belted Lav Baggage (CuFt Ext/Int): 61/0 Cabin Height (Ft): 5'8" Cabin Width (Ft): 5'6" Cabin Volume (CuFt): 573.99 Seats Full Range (NM): 1,725/1,985 Balance Field Length (Ft): 5,489 Landing Distance (Ft): 3,213 Average Block Speed (Kts): 420/483 Normal Cruise Speed (Kts): 416/479 Long Range Cruise Speed (Kts): 407/468 Fuel Usage (Gal/Hr): 266 Service Ceiling (Ft): 51,000 Useful Payload with Fuel (Lbs): 1,044 Max Take Off Weight (Lbs): 22,000 Max Landing Weight (Lbs): 20,000 Basic Operating Weight (Lbs): 13,455 Total Usable Fuel Weight (Lbs): 7,146 Interior Number of Passengers: Eight (8) + Aft 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 550 N. Rand Road, Lake Zurich, Illinois 60047 Advertising Enquiries see Page 12

Members of Jet Sense Aviation, LLC’s Team Available to Meet at EBACE. To Schedule an in-person appointment at EBACE, please call or email them directly at: Brett Forrester +1-847-910-6846 brett@jetsenseaviation.com Heather Wolff Griffin +1-815-814-9444 heather@jetsenseaviation.com - OR Pat Mitchell +1-847-409-1675 pat@jetsenseaviation.com

www.AvBuyer.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com May 2018 – AVBUYER MAGAZINE

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Jetsense Aviation Citation Falcon 50 May.qxp_Empyrean 25/04/2018 15:07 Page 1

S H O W C A S E

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

0188 N188FJ 6310 4600

 6,310 Hours TTAF (One Of The Lowest Time Falcon 50’s On The Market)  Landing Gear Overhaul Complied With July 2011, Next Due July 2023  1C, 2C, & 4C Complied With In July 2013

by West Star Aviation  Part 135 Operated and Maintained  Beautiful Paint And Interior  5-Screen Collins ProLine II  Fresh Prebuy Airframe Maintenance Tracking Enrolled on CAMP Engines Honeywell TFE731-3-1C Position: 1 2 S/N: P76652 P76640 THSN: 6310 Hours 6310 Hours TCSO: 4600 Cycles 4600 Cycles TSO: 3974 Hours 3983 Hours TSHO: 1160 Hours 1160 Hours Program: MSP Gold MSP Gold Position: 3 S/N: P76655 THSN: 6040 Hours TCSO: 4413 Cycles TSO: 2294 Hours TSHO: 940 Hours Program: MSP Gold

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

Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047

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Members of Jet Sense Aviation, LLC’s Team Available to Meet at EBACE. To Schedule an in-person appointment at EBACE, please call or email them directly at: Brett Forrester +1-847-910-6846 brett@jetsenseaviation.com Heather Wolff Griffin +1-815-814-9444 heather@jetsenseaviation.com - OR Pat Mitchell +1-847-409-1675 pat@jetsenseaviation.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com Aircraft Index see Page 161

Jetsense Aviation Hawker 850XP May.qxp_Empyrean 25/04/2018 15:08 Page 1

S H O W C A S E

Priced at $2,595,000 USD 2006 Hawker 850XP Serial Number: Registration: Airframe TT: Landings:

258752 N752MT 7190 4161

 One Corporate Owner Since New  Part 135 Operated & Maintained  Fresh G (48-Mo.) Inspection  Gear Overhauled 2015  Collins ProLine 21  ATG-5000 WiFi  WAAS/LPV Engines Honeywell TFE731-5BR-1H LEFT ENGINE RIGHT ENGINE S/N: P-129157 P-129156 THSN: 7088.4 Hours 7119.3 Hours TCSN: 4105 Cycles 4126 Cycles TSO: 2882.8 2882.8 TSHS: 775.9 775.9 Program: MSP MSP APU Honeywell GTCP36-150(W) S/N: P-872 TTSN: 3775 Hours Program: MSP Avionics Autopilot / Flight Director 2 Collins FGC 3000 Air Data Computers 2 Collins ADC 3000 Attitude and Heading Reference 2 Collins AHC 3000 Cockpit Voice Recorder 1 Universal 120 Flight Data Recorder 1 Honeywell Flight Management System 2 Honeywell FMC

6000 with WAAS/LPV Global Positioning System 2 Collins GPS 4000A Global Proximity Warning System 1 Honeywell MK V EGPWS Transponder 2 Collins TDR-94D Mode S High Frequency Radio 1 Collins HF 9000 Electronic Standby Instruments 1 Meggit MK2 Radar Altimeter 1 Collins ALT 4000 Communication Radio 2 Collins VHF 4000 Navigation Radio 2 1—Collins NAV-4500, 1— Collins NAV-4000 Traffic Collision Avoidance System 1 Collins TTR 4000 General Specifications Seating 2/10 Baggage (CuFt Ext/Int) 0/50 Cabin Height (Ft) 5’9” Cabin Width (Ft) 6’0” Cabin Volume (CuFt) 736 Seats Full Range (NM) 2462 Balance Field Length (Ft) 5,499.98 Landing Distance (Ft) 2,910.05 Average Block Speed (Kts) 419 Normal Cruise Speed (Kts) 419 Long Range Cruise Speed (Kts) 392 Fuel Usage (Gal/Hr) 287 Service Ceiling (Ft) 41,000 Interior Number of Passengers 10 Including Belted Lav Galley Location Forward Lavatory Location Aft (Belted) Exterior Base Paint Color(s) Matterhorn White Stripe Color(s) Yellow and Blue

Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047 Advertising Enquiries see Page 12

www.AvBuyer.com

Members of Jet Sense Aviation, LLC’s Team Available to Meet at EBACE. To Schedule an in-person appointment at EBACE, please call or email them directly at: Brett Forrester +1-847-910-6846 brett@jetsenseaviation.com Heather Wolff Griffin +1-815-814-9444 heather@jetsenseaviation.com - OR Pat Mitchell +1-847-409-1675 pat@jetsenseaviation.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com May 2018 – AVBUYER MAGAZINE

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SMS G450 May - logo with strapline.qxp_Heeren Cit Ultra sep 26/04/2018 10:20 Page 1

S H O W C A S E

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

4185 VH-MBP 2,747 1,103

FAA Part 135 Certification (Up to 10 Hours Flight Time) * LSZ-860 Lightning Sensor System * PlaneView Enhanced Navigation Package * Enhanced Sound Proofing * Runway Assurance Advisory System * Protective Coating for Exterior Paint * ASC 077 TCAS 7.1 * ASC 910 Latest Software and Hardware Upgrade to Certification G * ASC 084 Mandate Package, FANS 1A, CPDLC, and ADS-B Out Airframe Certificate of Airworthiness: June 2010 Entry Into Service: September 2010 On Plane Parts Engines Rolls Royce TAY 611-8C LH s/n 85375. RH s/n 85376.

APU: Honeywell GTCP36-150 | s/n P-411 | 1,346.5 TT Avionics & Connectivity Honeywell Primus Epic Planeview Four Honeywell DU-1310 Flat Panel Display Units Three Honeywell MC-850 Multifunction Control Display Units Honeywell/Kollsman Visual Guidance System Honeywell GP-500 Flight Guidance Panel Three Honeywell MAU-16U Modular Avionics Units

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

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

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Tel: +613 9863 9550 Cell: +61 417 727 727 E-mail: gsvensen@smsaircraft.com www.smsaircraft.com Aircraft Index see Page 161

SMS G550 May - logo with strapline.qxp_Heeren Cit Ultra sep 26/04/2018 10:24 Page 1

S H O W C A S E

2011 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:

5327 N881WR 2,046 610

Fresh 12/24/36/72 Month Inspections Completed January 2018 At GAC in Las Vegas * Engines on RRCC * APU on MSP * Airframe on Plane Parts * Immaculate * One Owner Since New * 18 Pax Interior Arranged In 4 Seating Groups * Enhanced Nav * Synthetic Vision * HUD/EVS * Swift Broadband HD710 Wireless LAN * No Expense Spared MX Record by Very Fastidious Owner Airframe On PlaneParts APU Honeywell RE220: 1,581 Hours | On MSP Engines Left Engine: Hours: 2058 | Total Cycles: 621 | Enrolled on RRCC Right Engine Hours: 2058 | Total Cycles: 621 | Enrolled on RRCC Avionics & Connectivity Four (4) Honeywell DU-1310 Flat Panel Display Units Two (2) Honeywell DC-884 Display Controllers One (1) Honeywell DP-884 Display Brightness Panel One (1) Honeywell/Kollsman Visual Guidance System (VGS) Three (3) Honeywell MAU-913 Modular Avionics Units

One (1) Honeywell GP-500 Flight Guidance Panel Three (3) Honeywell MC-850 Multifunction Control Display Units Three (3) Honeywell AZ-200 Air Data Modules One (1) Honeywell WU-880 Weather Radar Receiver/Transmitter Antenna Two (2) Honeywell WC-884 Weather Radar Controllers Three (3) Honeywell IR-500 LASEREF V Micro Inertial Reference Units Two (2) Honeywell MRC-855A Modular Radio Cabinets Three (3) Honeywell AV-900 Audio Panels One (1) Honeywell MT-860 Third Navigation/Communication Cabinet Two (2) Honeywell RT-300 Radio Altimeters One (1) L3 Cockpit Voice Recorder (CVR) One (1) Cockpit Voice Recorder (CVR) Control Panel One (1) L3 Flight Data Recorder (FDR) Two (2) Davtron Digital Clocks One (1) L3 EBD14000 Radio Magnetic Indicator (RMI) One (1) L3 Magnetometer One (1) L3 GH-3100 Standby Attitude/Airspeed/Altitude Indicator Interior Gulfstream Select Universal 18 Pax Interior.

Aft private cabin separated by solid bulkhead, with pocket privacy door, features a single club chair across from berthable 3 place divan Exterior Overall Matterhorn White with Medium Grey, Black, and Gold Striping

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

www.AVBUYER.com

Tel: +613 9863 9550 Cell: +61 417 727 727 E-mail: gsvensen@smsaircraft.com www.smsaircraft.com May 2018 â&#x20AC;&#x201C; AVBUYER MAGAZINE 145

CAI May.qxp 25/04/2018 15:10 Page 1

S H O W C A S E

2011 Hawker 900XP Serial Number: HA-0184 Registration: N977HG Airframe TT: 1,697.3 Landings: 1046 • NEW PAINT AND INTERIOR 2016 • E/F/G (12/24/48 MONTH INSPECTIONS JUNE 2015) • ENGINES AND APU ON HONEYWELL MSP • ENROLLED ON CAMP Engine HONEYWELL TFE-731-50R-1H #1: 1,697.3 TSN 1046 CSN S/N: P122425 #2: 1,697.3 TSN 1046 CSN S/N: P122426 APU HONEYWELL GTCP-36-150W. 1249 TSN SERIAL NO.: P-1206. 1319 CSN Avionics COLLINS PRO LINE 21 FGS-3000 FLIGHT GUIDANCE SYSTEM AFD-3010 & 3010E ADAPTIVE FLIGHT DISPLAYS DUAL COLLINS AHC-3000 ATTITUDE HEADING REFERENCE SYSTEM DUAL COLLINS ADC-3000 ADCs DUAL COLLINS FMS-6000 FLIGHT MANAGEMENT SYSTEM DUAL COLLINS GPS-4000 GPS COLLINS RTR-858 WEATHER RADAR W/TURBULENCE DETECTION DUAL COLLINS VHF-4000 COMMS W/8.33 SPACING DUAL COLLINS NAV-4000/NAV 4500 W/FM IMMUNITY

DUAL COLLINS DME-4000 DMEs DUAL COLLINS ADF COLLINS TTR-4000 TCAS II W/CHANGE 7 ACSS TAWS DUAL COLLINS TDR-94D TRANSPONDERS W/ENHANCED FLIGHT SURVEILLANCE COLLINS CSD-714 HF-9000 SELCAL COLLINS ALT-4000 RADAR ALTIMETER SINGLE FILE SERVER AIRCELL AXXESS SATCOM UNIVERSAL CVR-120 COCKPIT VOICE RECORDER ARTEX C-406 ELT DUAL COLLINS DVD PLAYER FOUR (4) LCD MONITORS FORWARD BULKHEAD MONITOR Features/Options RNP5/10 MNPS COMPLIANT RVSM COMPLIANT THRUST REVERSES WINGLETS PRECISE FLIGHT PULSELITE INTERFACED W/TCAS 4000 CAPABILITY CREW JUMP SEAT Interior NINE (9) PASSENGER FIREBLOCKED INTERIOR FEATURING A CREW JUMP SEAT, A FORWARD FULLY EQUIPPED GALLEY. THE FORWARD CABIN OFFERS A FOUR (4) PLACE CLUB ARRANGEMENT WITH PULL-OUT TABLES AND AN AFT THREE (3) PLACE DIVAN OPPOSITE A SIGNLE (1) FORWARD

J.P. Hanley Corporate AirSearch Int'l Inc. Palm Beach, South Florida

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FACING SIDE CHAIR. ALL SEATING SURFACES ARE COMPLETED IN TAN COLORED LEATHER WITH COORDINATING EARTH TONE CARPETING, MEDIUM COLORED HIGH GLOSS CABINETRY AND BRUSHED NICKEL COLOR PLATING. FORWARD RIGHT AND AFT LEFT MONITORS. AFT AIRLINE STYLE LAVATORY IS BELTED FOR NINTH PASSENGER Exterior UPPER HALF OF FUSELAGE COMPLETED IN WHITE WITH THE LOWER HALF OF FUSELAGE AND ENGINE NACELLES COMPLETED IN BLACK WITH BLACK, RED AND GOLD ACCENTS

Palm Beach Tel: Fax: Cellular: Email: Website:

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com Aircraft Index see Page 161

Mente May.qxp 25/04/2018 15:11 Page 1

S H O W C A S E

2010 Gulfstream G550

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

Serial Number: Registration: Airframe TT: Landings:

Interior 12 seats + 1 Crew Rest ▪ FWD Cabin - Dual Two Place Club Seats (4) w/ Stowable Tables ▪ MID Cabin Dual Two Place Club Seats (4) w/ Stowable Tables ▪ AFT Cabin - Four Pace Conference/Dining (4) and Credenza ▪ Galley - AFT Full-Service Galley w/ Gasper Chilled Storage, One Microwave, ▪ One Enflite High-Temp Oven, Two TIA Coffee Makers ▪ LAVS - FWD Dedicated Crew LAV and Full AFT LAV ▪ Crew Rest Area - Enclosed FWD Dedicated Crew Rest Area ▪ Electric Window Shades ▪ Therapeutic Oxygen System ▪ 30 Gallon Pressurized Water System Exterior Matterhorn White with Blue and Gold Stripes

5290 N3M 3183 1240

• ONE U.S. FORTUNE 100 OWNER SINCE NEW • ENGINES ENROLLED ON ROLLS-ROYCE CORPORATE CARE • AFT GALLEY WITH CREW REST AREA CONFIGURED FOR 12 PASSENGERS • SWIFT BROADBAND HIGH SPEED INTERNET • ENHANCED NAVIGATION ASC-84 (FANS1/A) • SYNTHETIC VISION PRIMARY FLIGHT DISPLAY • RAAS, ADSB-OUT AND TCAS 7.1 APU ▪ Honeywell RE-220 ▪ Serial Number P-623 ▪ Total Time 1,326 Hours

Engines CorporateCare ▪ BR700-710C4-11 Left Right ▪ Serial Numbers 15689 15688 ▪ Hours 3,176 3,176 ▪ Cycles 1,242 1,242 ▪ Engines are On-Condition/Task Oriented Avionics & Connectivity Honeywell PlaneView Suite ▪ (4) Honeywell DU-1310 Flat Panel Display Units ▪ (2) Honeywell DC-884 Display Controllers ▪ (3) Honeywell MC-850 Multifunction Control Display Units ▪ (3) Honeywell AZ-200 Air Data Modules ▪ (1) Honeywell WU-880 Weather Radar receiver/Transmitter Antenna ▪ (2) Honeywell WC-884 Weather Radar Controllers ▪ (1) L3 Cockpit Voice Recorder (CVR) ▪ (2) Mason Cursor Control Devices

2008 Gulfstream G450

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

Serial Number: Airframe TT: Landings:

One (1) L3 Flight Data Recorder (FDR) Two (2) Davtron Digital Clocks One (1) L3 EBDI-4000 Radio Magnetic Indicator (RMI) One (1) Honeywell MCS 7000+ SATCOM

4131 2634.1 1031

Airframe ▪ Maintenance Tracking CMP ▪ Certification Part 91 Engines Engines: Mid-Life C/W Dec 2017 ▪ Tay 611-8C Left Right ▪ Serial Numbers 85287 85286 ▪ Hours 2,629.9 2,629.9 ▪ Cycles 1,029 1,029 ▪ Next Shop Visit (O/H) Dec 2027 Dec 2027 ▪ Next Shop Visit (hrs) 8,629 8,629

APU Honeywell 36-150(G) ▪ Serial Number P-246 ▪ Total Time 1,232 Hrs. ▪ Total Cycles 978 Avionics & Connectivity Four (4) Honeywell DU-1310 Flat Panel Display Units Two (2) Honeywell DC-884 Display Controllers One (1) Honeywell DP-884 Display Brightness Panel One (1) Honeywell/Kollsman Visual Guidance System (VGS) Three (3) Honeywell MAU-913 Modular Avionics Units One (1) Honeywell GP-500 Flight Guidance Panel Three (3) Honeywell MC-850 Multifunction Control Display Units One (1) Honeywell MT-860 Third Navigation/Communication Cabinet

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

Advertising Enquiries see Page 12

www.AvBuyer.com

Interior 16 Pax, Forward Cabin has Double Club seats with executive fold-out tables. Mid-cabin has conference group opposite a credenza. Aft cabin has dual 4 person divans in neutral cloth covering.

▪ Forward Galley ▪ Forward and Aft Lav ▪ Two Pocket Doors; manual Galley / Forward cabin and electric mid-cabin / aft cabin Exterior 2008 Paint: Matterhorn White and Gloss Black with Orange,Gold, and Silver stripes

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

May 2018 – AVBUYER MAGAZINE

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Keystone Aviation May.qxp 25/04/2018 09:39 Page 1

S H O W C A S E

HondaJet HA-420 Serial Number: Registration: Airframe TT:

39 N426HJ 87

P2 Flight Ready Airframe Service Plan and EMC2 Engine Maintenance Program A breakthrough in aeronautics, the Over-The-Wing Engine Mount was engineered and proven by Honda after more than 20 years of extensive research and development.

This innovative technology not only breaks the conventional mould set by the aerospace industry, but also provides category-leading advancements such as a more spacious cabin, noise reduction, and increased fuel efficiency.

Avionics & Connectivity Garmin G3000 next generation, all glass avionics system Class leading layout with three (3) 14-inch landscapeformat displays Dual touch-screen controllers for overall avionics and system management Radar Altimeter Jeppesen ChartView Synthetic Vision XM Weather Datalink TCAS 1 TAWS Class B Weather Radar System Cockpit Iridium ADS-B In and Out

Interior & Entertainment Moonlight interior with Cool Gray base, integrating Dark Gray accent colors. Ice Silver and Eucalyptus trim highlight the Glacier carpet interior. This color palette is consistent in the cockpit and lavatory.

Executive seating for four in classic club configuration, plus a single side-facing seat (Single pilot capability allows for a sixth passenger to be seated in the cockpit).

Fully enclosed externally serviceable aft lavatory with running water sink.

Avionics & Connectivity Garmin G3000 next generation, all glass avionics system Class leading layout with three (3) 14-inch landscapeformat displays Dual touch-screen controllers for overall avionics and system management Radar Altimeter Jeppesen ChartView Synthetic Vision XM Weather Datalink TCAS 1 TAWS Class B Weather Radar System Controller Pilot Data Link Communications (CPDLC) ADS-B In and Out

Interior & Entertainment Moonlight interior with Cool Gray base, integrating Dark Gray accent colors. Ice Silver and Eucalyptus trim highlight the Glacier carpet interior. This color palette is consistent in the cockpit and lavatory.

Executive seating for four in classic club configuration, plus a single side-facing seat (Single pilot capability allows for a sixth passenger to be seated in the cockpit).

Fully enclosed externally serviceable aft lavatory with running water sink

Exterior Honda signature paint scheme featuring Honda Classic Blue with Titanium Silver Pearl Owner Motivated, Please Call

HondaJet Jet Serial Number: Registration: Airframe TT:

33 N684ST Delivery Time Only

P2 Flight Ready Airframe Service Plan and EMC2 Engine Maintenance Program Engines Manufacturer / Model GE Honda / HF120 Output (Uninstalled Thrust) 2050 lbf each derated from 2095 lbf each Bypass ratio 2.9 Engines on EMC2 Engine Maintenance program

HondaJet Northwest Michael Parker

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Exterior Honda Signature Scheme featuring Silver with Dark Grey Owner Motivated, Please Call

Tel: +1 801-933-7509 Mob: +1 801-910-6920 mparker@keystoneaviation.com

Aircraft Index see Page 161

GainJet May.qxp 25/04/2018 09:41 Page 1

S H O W C A S E

Please come and see us at EBACE on booth F29

Boeing 737-400 LR With only genuine quick change Aux fuel tank system on the market today (Available for Boeings & Other types) Serial Number: Airframe TT: Landings:

25423 47,578 Hours 34,487 Cycles

• Long Range “Quick Change” Auxiliary Fuel Tanks system installed • Quick, Line-Replaceable fuel tanks (LRTs) • Certified with an FAA STC. • Allows for up to 9-hour intercontinental flight range • Flexibility to adjust configuration to suit the mission: • Add more tanks for longer range • Remove tanks for more cargo space • More info, please visit www.longrange.aero • Full cabin refurbishment in 2014 • 64 passenger VIP configuration • Maintained and utilized to the highest standards • More info, please visit www.gainjet.com/vip-boeing-b737-400-2 Engines Engine 1. CFM56-3C1. ESN: 725160 TSSV: 442 Hours CSSV: 182 Cycles

Engine 2. CFM56-3C1. ESN: 725369 TSSV: 442 Hours CSSV: 182 Cycles

APU Honeywell GTCP36-280B TSN: 21,878

Exterior Elegant and discrete livery

Cabin & Features Fully refurbished in 2014 64 passenger VIP configuration - ensuring lavish comfort for all passengers.

Seat pitch: 52 inches 3 high-quality lavatories 30 AC power outlets in the cabin Nespresso Machine

Avionics Triple VHF-Comm w/8.33 kHz spacing ACARS w/provisions: Dual Arinc758 CMU Solid State Cockpit Voice recorder System (2hrs recording) Control Surface Position Indicator Aspirated TAT probes for FMC Operation

Gainjet Aviation Group Vouliagmenis Ave. & 1 Themistokleous St. Glyfada. 16674.

Athens, Greece Advertising Enquiries see Page 12

www.AvBuyer.com

Contact: Tel: +30-210-963-6101 Email: andrew@gainjet.com www.gainjet.com May 2018 – AVBUYER MAGAZINE

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Empyrean Aircraft G450 May.qxp_Empyrean 25/04/2018 09:42 Page 1

S H O W C A S E

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

4094 T7-LFZ 4,427 1,806

This December 2007 delivered Gulfstream 450 is the next in line of aircraft to be bought and sold by Empyrean Aircraft Consulting Ltd for the current Owner. The aircraft completed its 96 month inspections in May 2016 in Savannah which included a complete interior refurbishment – the interior retains its “as new” look. The aircraft is aggressively priced and now awaits a new home Engines Rolls Royce Tay 611-8C Engines on Rolls Royce Corporate Care Engines 1 & 2: 4,412 hours Cycles 1,801 APU Honeywell GTCP-36-150(GIV).

Total Time: 4,888 Hours APU enrolled on Honeywell MSP. Enrolled on CMP.NET Enrolled HAPP Avionics & MPP (Mechanical) Up Front ….. and more CPDLC and FANS 1A compliant Honeywell PlaneViewTMCockpit Honeywell/KollsmanVGS Visual Guidance System (HUD/EVS) Honeywell MT-860 Communications Cabinet Dual Honeywell MRC-855C Modular Radio Cabinet Triple Honeywell AV-900 Audio Panels

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

• Forward cabin consists of four single-seat.

• Mid cabin has four-place divan & two single seats.

• Aft cabin has two double-seats around a conference table.

Please Call

Empyrean Aircraft Consulting Ltd Contact: Andrew Butler

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Tel: +34 965 88 99 60 Cell: +44 7880 717362 Email: ajb@empyreanaircraft.com www.empyreanaircraft.com Aircraft Index see Page 161

Jet Speed May.qxp_Heeren Cit Ultra sep 25/04/2018 16:27 Page 1

S H O W C A S E

2008 Gulfstream G200 Serial Number: Airframe TT: Landings:

204 5946 3696

WAAS Enhanced Navigation / ADS B Upgrade MSP Gold APU Program Rockwell Collins CASP Avionics Program Recent Inspection Package Completed Aircell ATG 5000 High Speed Internet Aircell Axxess II Satcom System 2014 Exterior Paint 2014 Executive Seats Recovered Gulfstream G-CMP Maintenance Tracking Airshow 400 Inflight Information System CD / DVD System Aft Mounted Monitor Engines Pratt and Whitney 306A Engines ESP Gold Engine Program # 1 PCE-CC0337 TSN 6632 CSN 4151 # 2 PCE-CC0428 TSN 5946 CSN 3696 APU Honeywell GTCP36 150 APU 3817 Hours. MSP Gold Avionics Collins Pro Line 4 EFIS Avionics Suite WAAS Enhanced Navigation and ADS B Upgrade Dual Collins ADC-850 Air Data Computers Dual Collins AHC-3000 Attitude Heading Reference System Collins FCC-4005 Auto Pilot - Dual Collins FMC-6100 Flight Management Computers with

Dual GPS 4000 Dual Collins RTU-4220 Radio Tuning Units Dual Collins VHF-4000E Comm Computers Collins NAV-4500 (VOR/ILS) Computer Collins NAV-4000 (VOR/ILS/ADF) Computer Dual Collins DME-4000 Dual Collins TDR-94D Mode “S” with Flight ID Collins TCAS 4000 Traffic Alert Collision Avoidance System with Change 7.1 Collins TRW-850 Weather Radar Collins ALT-4000 Radio Altimeter Dual Honeywell KHF-950 HF Radio w/ SELCAL Honeywell Mark V EGPWS Connectivity Gogo Biz ATG 5000 High Speed Data Aircell Axxess II SATCOM System Interior & Entertainment 11/2014 Executive Seats (6) Recovered, Interior Completed December 2008 by Gulfstream Dallas.

Fireblocked 9 Passenger Executive Interior Features 4 Executive Club Chairs/Pullout Tables.

The Left Aft Cabin Features a 3 Place Divan Opposite a 2 Place Executive Club.

Forward Galley and Aft Lav. Exterior New Paint, June 2014 by Aerosmith Aviation, Overall Matterhorn White. New Custom Accent Stripes September 2016 by Rose Aircraft in Ming Blue and Titanium Silver Metallic

Jet Speed Aviation Inc. Latrobe, Pennsylvania United States

Advertising Enquiries see Page 12

www.AVBUYER.com

Tel: +1 (724) 520 1270 Cell: +1 (724) 244 6558 E-mail: Charlie@JetSpeedAviation.com www.jetspeedaviation.com May 2018 – AVBUYER MAGAZINE 151

C-Air Transport Services Ltd December.qxp_Empyrean 25/04/2018 11:05 Page 1

S H O W C A S E

1999 Airbus ACJ 319 Serial Number: Airframe TT: Landings:

910 6640 2464

• One meticulous owner since new • Maintained and updated to the highest standard • Full cabin refurbishment in 2010 • 27 passengers interior • Forward stateroom • Extensive Entry Into Service (EIS) support package available with purchase • For more information and photos visit www.msn910.com Engines IAE V2527M-A5 Hours since new: 6640 Cycles since new: 2464 APU APIC 3200 Hours since new: 5624 Cycles since new: 3573 Cabin • Forward State Room with two beds and private washroom • Forward mid-section office vestibule with two single seats (RH) • Three seat divan opposite office vestibule (LH) • Mid-section club four dining (LH) • Mid-section three seat divan opposite club four

dining (RH) • Aft mid-section club four dining (RH) • Aft mid-section three seat divan opposite club four dining (LH) • Aft section eight premium economy seats • Two galleys (one forward, one aft) featuring Tia Wavejet ovens and Nespresso Coffee machines • Three lavatories (one in State Room, one mid-section and one aft) • Separate forward crew lavatory • Custom Concept Controls (CCC) Cabin Management and Entertainment System • Rockwell Collins Airshow 4000 • SBB Satcom – for cabin internet and includes Aero H for flight deck safety services • Sat-phone System • Onboard Mobile Telephone System Avionics The aircraft’s original EFIS/ECAM CRT displays and DMC computers were replaced with the Thales EIS2 (Electronic Instrument System 2) composed of 6 large active matrix Liquid Crystal Display (LCD) Units and 3 Display Management Computers (DMC) in 2006.

• FlySmart with Airbus EFBs • Compliances: ADS-B Out / FANS B+ / CPDLC / RNP 0.1 / TCAS 7.1 • Integrated Standby Instrument System The aircraft currently has Head Of State livery so will need to be repainted

Daniel Kunz C-Air Transport Services Ltd c/o Resource Consulting AG, Turmstrasse 30, 6300 Zug, Switzerland

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AVBUYER MAGAZINE – May 2018

www.AVBUYER.com

Tel: +41-79-295-3741 Email: daniel.kunz@c-air-tsl.com www.c-air-tsl.com

Aircraft Index see Page 161

AirGo May - house style adapted.qxp 25/04/2018 16:26 Page 1

NEW AVANTI EVO

AirGO AOC Package

©PiaggioAerospace

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

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

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

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

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

2008 AVANTI II sn1159

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

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

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

1.6 Mio. $

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

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

Fly smart – Fly Avanti Advertising Enquiries see Page 12

www.AvBuyer.com

May 2018 – AVBUYER MAGAZINE

153

S H O W C A S E

Avitrade Belgium Bombardier May.qxp 25/04/2018 11:00 Page 1

S H O W C A S E

2010 Bombardier – Q Series Q400 Serial Number:

4315

• For Sale by the original Buyer (Avitrade) • ‘’the lowest time since new’’ • 2010 Q400 NEXTGEN for sale • Q400 used as Corporate Shuttle for the Oil Industry • Only 3,000 BH • Engines fresh of HSI • 68 seat configuration (34" & 33" inch seat pitch) • Toilets forward and aft • Higher seating capacity kit available from Bombardier as SB • Fully loaded: Luxury Spectrum seats, Dual FMS, EHGW, HF radio, AFM Supplement for unpaved runway operation, Icarus Sky Connect, etc.

• Price Reduced $11.950,000 • Available within 30 days • Please contact Emmanuel Paillier (emmanuel.paillier@gmail.com or +1 514 692 8360) or Albert Frederic Bloem (a.bloem@avitradebelgium.com)

Avitrade Belgium 7, rue de Pallandt B-1341 Ceroux Mousty Belgium

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AVBUYER MAGAZINE – May 2018

www.AVBUYER.com

Tel: +32 10 617 153 Fax: +32 10 617 957 Cell: +32 475 621 539 Email: info@avitradebelgium.com www.avitrade.eu Aircraft Index see Page 161

AvionMar May.qxp 25/04/2018 11:02 Page 1

S H O W C A S E

2011 Bombardier Challenger 605 Serial Number: Airframe TT: Landings:

5856 3,147 1,010

• ENROLLED ON SMART PARTS PLUS • THE ENGINES ARE FULLY COVERED BY GE ON-POINT • APU ON MSP Interior New 2011 Having a 9 Passengers + Flight Deck Crew + Jump Seat Configuration with Private Large Aft Lavatory and with Forward Galley.

The Forward Cabin has 4 Chairs in Club with Pullout Tables and the Aft Cabin has a 3-Place Sidefacing Divan opposite 2 Chairs in Club with a Pullout Table.

Exterior Matterhorn White with Gamma Grey, Blue and Titanium SIlver Avionics Collins 4 - Tube 10x12 - Inch / Pro Line 21 Comm: Dual Collins w/8.33 kHz Weather Radar: Digital Color RTA 854 COMM: CMU 4000 Cockpit Voice Recorder: CVR L3 FA2100 (120 Minute) DME: Dual Collins DME - 4000 EFIS: Collins 4 - tube 10x12 - Inch LCD Flight Data Recorder: FDR L3 FA2100 (25 - Hour) Flight Director : Collins 4 - tube 10x12 - inch Flight Phone: Iridium IRS: Dual IRS Navigation Radios: Dual Pro Line 21 TAWS

Dual VOR/ILS/MKR Nav Receivers TCAS: Collins TCAS - II with Change 7.1 Modification Transponder: TDR 94D Dual Enhanced Mode S ADF: Dual NAV - 4000 Hi Frequency: Dual (HF - 9031A) FMS System consists of the following components: Two CDU - 6200, Two FMC - 6000, Two GPS - 4000 3rd Inertial Reference System Datalink with Iridium Interface Cockpit Touch Screen Monitor Manuals Enhanced Maps on MFD 2nd Refuel / Defuel Panel Avionics Bay Light Features CPDLC and Change 7.1 Mod to TCAS System, EASA Certification, Runway Awareness Advisory System (RAAS)

Visit us at Ebace - Static Display

2007 Challenger 605 Serial Number: Airframe TT: Landings:

5705 2837 1422

• ADS-B out upgraded • ENROLLED ON SMART PARTS PLUS • ENGINES ON GE POINT • APU ON MSP GOLD • DUAL POWER OUTLETS • 96 INSPECTION WITH DUNCAN, US • WOOD RESTORATION + NEW SOFT GOODS IN 2016 Interior Twelve (12) Passenger Configuration Forward Galley with Microwave Oven & High Temp oven; Forward Cabin Configuration: Four (4) Place Club Setting with Fold - Out Tables Aft Cabin Configuration: Four (4) Place Conference Grouping Opposite a Four (4) place Divan

Aft Fully Enclosed Lavatory with in - flight access to baggage Emergency Medical Kit: Defibrillator; LED Cabin Lighting Exterior Overall Matterhorn White with gold and black stripes Other Equipment ELT Artex 406 ELT EICAS Lightning Detection System 3D Map & Long Range Cruise Increased Baggage Capacity: 900lbs baggage capacity Vertical Tail Fin Camera ADS - B Out Avionics The Challenger 605 is equipped with an integrated, Rockwell Collins Pro-Line 21 avionics suite. A general summary of this aircraft’s avionics suite is as follows (Items in bold indicate optional/added equipment):

AvionMar GmbH Hauptstraße 166 A- 9210 Pörtschach am Wörthersee

Advertising Enquiries see Page 12

www.AvBuyer.com

EFIS: Four AFD 5022 Adaptive Flight Displays ESIS: Single Integrated Stand-by Instruments FMS: Dual FMC - 6000 Flight Management Systems IRS: Triple Honeywell Laseref V GPS: Dual Collins GPS - 4000A Navigation Units ADC: Dual Collins ADC - 850E Air Data Computers NAV: Dual Collins NAV - 4000 DME: Dual Collins DME - 44 ADF: Dual Collins ADF - 462 A/P: Dual Honeywell Autopilot system with Auto - throttle VHF COM: Dual Collins VHF - 422C VHF Communication System Connectivity & Entertainment In Flight Phone Iridium ICS - 200 Satcom System Dual Display/TV Monitor(s) 21” Bulkhead LCD Monitors Airshow System Airshow ASX Dual CD/DVD Player(s) Multi Regional Dual DVD/CD Player CMS Rockwell Collins Cabin Entertainment System (CES)

Cell: +43 (0)664 548 31 39 Office: +43 (0) 4272 44 7 66 Email: stefan.duller@avionmar.com www.avionmar.com May 2018 – AVBUYER MAGAZINE

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P156-159.qxp 25/04/2018 14:50 Page 1

M A R K E T P L A C E

Citation CJ2

Capital Jet Group, Inc Price:

$2,395,000 USD

Year:

2002

S/N:

525-0087

Reg:

N474PC

TTAF:

3714

Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com

Available immediately. TAP Advantage Elite, Two US Owners since new, 3-tube Collins Pro-line 21 EFIS, Skywatch, CVR, 6 pax leather interior +belted lav seat, GoGo WiFi, FAR 135, no damage. Call for more information

Location: USA

Bombardier Learjet 60XR

Peregrine Aviation Price:

$3,750,000

Year:

2010

S/N:

TBD

Reg:

TBD

TTAF:

1033.50

Location: India

Bombardier Global 5000

Denis Getmanskiy Price:

Make Offer

Year:

2008

S/N: Reg: TTAF:

3792

Location: Latvia

Hawker Beechcraft 850XP

Denis Getmanskiy Price:

$4,100,000

Year:

2006

S/N:

258755

Reg:

OE-GVB

TTAF:

2842

Location: Russian Federation

Cessna Citation X

AVBUYER MAGAZINE – May 2018

• Low Time Run Aircraft • Engines enrolled on ESP Gold • No damage history • Quick Access Recorder (QAR) • Enhanced Maps Overlay • Aircell Swift Broadband Lite (Inmarsat Broadband) • Triple VHF COMM w/8.33 KHz • Enhanced Weather Detection Package • RVSM capable • MNPS Capt. Madhusudhan Muraleei • P-RNAV.

Tel: +7 903 006 0152 E-mail: getmanskiy@jet24.ru Impeccably maintained aircraft. One owner since new. Owner is considering reasonable offers after a major 10-year check (included). Maintenance programs: Engines enrolled on RollsRoyce Corporate Care. APU enrolled on MSP. Interior: 13 Passenger configuration arranged in forward and aft cabin. The forward cabin consists of 2 dual Club seats plus a 4-place.

Avionics and equipment: FLT DIR with A/P IAC. IAC --- 3x 7017300-61010 with batch 3.3 cabin software v7.1.5. VHF COM --- 3x (2x 7510700-665; 1x 7510700-833). VHF NAV --- 2x 7510100-631. XPNDER --- 2x 7510700-665

Tel: +7 903 006 0152 E-mail: getmanskiy@jet24.ru Engines and APU enrolled on MSP Gold maintenance program.

Avionics and equipment list: COLLINS PROLINE 21. COMM --Dual VHF- 4000 digital CNS Radios. NAV --- #1 NAV- 4000 /#2 NAV- 4500. FMS --- Dual FMS- 6000's with Dual GPS 4000A. AUTOPILOT --- FGC - 3000. FLIGHT DIRECTOR --- FGC - 3000.

RADAR --- RTA - 58 Turbulence Detection Radar. ADF --- ADF 462. DME --- Dual DME - 442's. RMI Displayed in PFD's. AUDIO PANEL dB Systems Dual Model 700's. TRANSPONDER --- Dual TDR - 94D's with Enhanced Surveillance. RADIO ALTIMETER --ALT - 4000. TCAS --- TCAS - 4000. CVR --- Universal CVR - 120

Tel: +1 (630) 577-4070

Dragon Leasing Corp. - Karl Danielson E-mail: kdanielson@calamos.com Price:

$3,900,000

Year:

2000

S/N:

122

Reg:

N577JC

TTAF:

6726

Location: USA

156

Tel: +91 900 817 0123 E-mail: capt.madhu@peregrineair.ae

www.AVBUYER.com

NEXT GEN READY, ADS-B upgrade completed by Cessna.

ADS-B out LPV/WAS. FAR 135 Current, CESCOM Maintenance Tracking, Engines Rolls Royce Corporate Care, APU Cessna Aux Advantage, Extended Range Dual Oxygen System, Honeywell USB Data Loader, Lead Acid Batteries, 8-Passenger, Double club config. Fwd r/h galley, Espresso Machine and Coffee, Microwave. Cabin entertainment includes Airshow 400 w/Three 8” individual monitors, cockpit controller, and cabin audio, ATG 4000 WIFI. Primus 2000, TCAS 7 w/change 2, 8.33 Spacing, RVSM, Current all Maintenance, New Paint June 2016.

Aircraft Index see Page 161

P156-159.qxp 25/04/2018 14:50 Page 2

Bombardier Challenger 604

Skypro Price:

Please Call

Year:

2006

S/N:

5654

Reg: TTAF:

5380.56

Location: Russian Federation

Dassault Falcon 900B

Aegle Aviation Price:

Make Offer

Year:

1992

S/N:

121

Reg: TTAF:

6,773

Location: USA

Hawker Beechcraft 800XP

Craig Munro Price:

Please Call

Year:

1999

S/N:

258435

Reg:

ZS-MNU

TTAF:

8020

Location: South Africa

Bombardier Learjet 55

Darrin Perdue Price:

$400,000

Year:

1984

S/N:

116

Reg:

N801GJ

TTAF:

10600

Location: USA

Sabreliner 65

David Meske Price:

Make Offer

Year:

1980

S/N:

34

Reg:

N47SE

TTAF:

8677

Location: USA

Advertising Enquiries see Page 12

www.AVBUYER.com

M A R K E Tel: +7 495 150 3300 T E-mail: sales@skypro.aero P L 1 owner since new. 5380 airframe hours since new. Engines and A APU on JSSI. TCAS 7.1. Iridium telephone. 11 passengers C configuration. LANDING 2398. MAINT TRACK PROGRAM CAMP. E PARTS PROGRAM JSSI on Engine. AVIONICS PLATFORM (PL4, PL21, Primus, etc.). Rockwell Collins PL4. OPTIONAL AVIONICS EQUIPMENT. Date of Last Refurb April 2015. Softgoods Veneer.

Refurb Facility QCM, Aerodienst GmbH. Description (colors/configuration): Refurbishment of Passenger Seats and Divan.

Date of Last Paint Delivery. Description (colors): white with red and gray stripes. Cabin certified for 11 passengers for takeoff & landing

Tel: +852 2401 1880 E-mail: charter@aegleaviation.com - Completed 144 month gear overhaul by end of 2017 Completed 4C/288 months scheduled inspection by Mar 2018 - Newly installed and upgraded navigation avionic include TCAC change 7.1 and ADS-B out - Refurbished galley, wood work and new carpets - New paint in 2018. Remark: photos are taken before refurbishment and re-paint. Avionics: - Enhanced Mode S Surveillance - MOD S Elementary Surveillance Flight ID - VHF 8.33 Spacing - NAV FM Immunity - RVSM Compliant - EGPWS MINPS, P-RNAV, RNP-1, RNP-10/ WAAS LPV - 30 Minute recording time CVR - TCAS Change 7.1 Mod - ADS-B-Out Modification

Tel: +27 834 127 744 E-mail: cmunro@cadg.com Hours No Known Damage History. Total Landings: 5,504.

Honeywell TFE731-5BR. L/H Serial Number: P-107337 R/H Serial Number: P-107424. L/H Total Time Since New: 7,726.1 Hours R/H Total Time Since New: 7,757.5 Hours. L/H Total Cycles Since New: 5,359 R/H Total Cycles Since New: 5,448.

L/H & R/H Engine Time Between CZI: 4,200 Hours. Avionics Honeywell Primus II 5-tube EFIS. Dual Honeywell RCZ 851(8.33) Comms Dual Honeywell RCZ 851 Transponder. RVSM approved Global AFIS. Engine & APU on MSP Gold. Avionics on HAPP. 8 passenger interior in Cream leather

Tel: +1 (510) 783 3584 E-mail: Darrinperdue@800goodjet.com Current Part 135. EFIS; FMS; Universal UNS1C Avionics: EFIS Flight director dual Sperry ED2-600,EFIS Display unit ED600. EFIS dual VSI with TCAS II with change 7 Mode S transponders. Dual VHF transceivers Collins 22A. Dual Nav receivers Collins-32 Radar Sperry P-800. FMS UNS 1-C. TWAS Sandal 3400. Stand by power supply Fairchild CVR. B & D cabin DisplayAirtel 400 ELT. PAX briefing sys. Maint. Inter phone sys. 3 stations. Front relampable gear down lights. Dual radio masters.

RVSM/ Bombardier solution. 21,500# GTOW. Aux cabin heater.

Chip detector Single point refueling w/ heaters Dual Davtrons

Tel: +1 (239) 298 5898 E-mail: dmeske@innovaaerospace.com Available Immediately. Maintained At Highest Level by Sabreliner Aviation. Always Hangared. Engines on MSP Gold. No Known Damage History. All logs Since New. 8560 Total Hours Since New Left Engine TFE731-3DR-1D s/n P83169C. CZI (Interval 4200 Hours) and due in 3089 Hours. MPI (interval 2100 Hours) and due in 989 Hours. Collins APS-80 IFCS Autopilot. Dual Collins VHF-20A Coms.

Dual Collins VIR-30A Navs. Dual Collins 332C-10 RMI. 8 Executive Passenger cabin with two aft forward facing seats, a center 4-place club, a side facing seat across from the closet. Overall Matterhorn White with Green accent stripes. Repainted in 2006

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

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P156-159.qxp 25/04/2018 14:50 Page 3

M A R K E T P L A C E

Sikorsky S-76A++

Helijet Price:

€798,000 Excl. VAT

Year:

1985

S/N:

760282

Reg:

D-HULK

TTAF:

11320

Location: Germany

Sikorsky S-76B

Helijet

Airframe: total landings: 22053. Engine(s): Turbomeca Arriel 1S1 SN: 15061 with 10368 Hours. SN: 15132 with 8831Hours.

Avionics/Radios: Dual TRIG92 VHF COM 8.33 kHz. ELT Techtest CPI system. Weather Radar RT4001. GPS Trimble 2000 Approach+. Dual NAV (VOR, ILS, DME). Transponder Becker BXP6403-2. TCAS Ryan 9900. Radio Altimeter System (RAD ALT) ALT55. Interior: 12 seat configuration. Inspection Status: 12M 05.07.2017. 24M 05.07.2017. 36M 30.04.2015. 1500h at 10379 Hours. The aircraft is offered with accessories and spare parts included. Aircraft is being offered, “as-is, where-is“

Tel: +49 (0) 231 610 6213 E-mail: mirko.meyer@helijet-charter.de

Price:

€1,289,000 Excl. VAT Airframe: total landings: 4076. Engine(s): TPratt & Whitney PT6B36B.

Year:

1995

S/N:

760437

Reg:

D-HNDL

TTAF:

2435

Location: Germany

Sikorsky S-76C+

Helijet

SN: 36221 with 2435 Hours. SN: 36220 with 2435 Hours.

Avionics/Radios: Dual Honeywell Primus VHF COM SRZ850. Dual Becker VHF COM 8.33 kHz. ELT Techtest CPI system. Weather Radar KMD850 with RDR2000. Universal UNS 1B GPS. Dual NAV Honeywell Primus SRZ850 (VOR, ILS, DME). Transponder Becker BXP6401. Interior: 8 seat configuration, option 2+4 seat configuration.

Inspection Status: 12M 01.09.2017. 24M 01.09.2017. 36M 03.07.2015.

1500h at 2278 Hours. The aircraft is offered with accessories and spare parts included. Aircraft is being offered, “as-is, where-is“

Tel: +49 (0) 231 610 6213 E-mail: mirko.meyer@helijet-charter.de

Price:

€2,589,000 Excl. VAT S76 C+ in excellent condition. Engine(s): TURBOMECA Arriel

Year:

1997

S/N:

760471

Reg:

D-HUGO

TTAF:

3837

Location: Germany

Airbus/Eurocopter EC 155B

Tel: +49 (0) 231 610 6213 E-mail: mirko.meyer@helijet-charter.de

Star Speed Limited Price:

$1,700,000

Year:

2000

S/N:

6575

Reg:

G-CEOJ

TTAF:

1615

2S1. SN: 20031 mit 3691 Hours. SN: 20752TEC mit 5441 Hours.

Avionics/Radios: COM/NAV HONEYWELL PRIMUS SRZ850 /TRIG 92 8.33kHz. ELT ARTEX C406. Weather Radar WXR P700.

GPS UNS-1D + GMX200 Moving Map. TCAS. XPNDR BXP6401.

RADALT ALT55B. CVR CVR30A. AFCS SPZ-7600. AHRS LCR92S. IDDSInterior: VIP interior 6 seats. Noise Cancelling Passenger Cabin. Accessories and spare parts included.

Aircraft is being offered, “as-is, where-is“.

Tel: +44 (0) 1276 859 100 E-mail: gary.butcher@starspeed.co.uk Beautiful low time and professionally operated EC155B with Annual Inspection just completed by an Airbus Service Centre. 4+4 ViP seat configuration, no damage history and presented with high quality paint and interior. IFR certified with 4-axis autopilot, UNS1-D FMS & Honeywell Sentinel Moving Map. Operated exclusively to Commercial Air Transport standards since 2007 by Starspeed Ltd. Available for Immediate viewing and delivery in Europe

Location: Italy

Bell 206L 3

Tel: +44 (0)7801 200 332 E-mail: ian_lunt@yahoo.co.uk

Ian Lunt Price:

Please Call

Year:

1991

S/N:

51284

Reg:

G-VVBO

TTAF:

5057

Great Component Times Recently Changed MR and TR Blades New Paint Scheme Skymap 3C

Location: UK

158

AVBUYER MAGAZINE – May 2018

www.AVBUYER.com

Aircraft Index see Page 161

P156-159.qxp 25/04/2018 14:51 Page 4

Leonard Hudson

Hawker 800A

Price:

Offer/trade

Year:

1995

S/N:

Not listed

Reg:

N337WR

TTAF:

7,803

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

Location: TX, USA

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

Lavatory vanity has LED Lights installed.

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

Leonard Hudson Drilling

Bombardier Learjet 36A

Price:

Offer/Trade

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter

Location: USA

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

Leonard Hudson Drilling

BELL 412EMS

Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

Full EMS Medical 4 patient and 4 attendant interior.

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

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

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

Location: USA

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

Leonard Hudson Drilling

BELL 212 (Five Available)

Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Available for immediate use.

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

Location: USA

Alberth Air Parts

+1 832 934 0055

Par Avion Ltd

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 Advertising Enquiries see Page 12

www.AVBUYER.com

May 2018 – AVBUYER MAGAZINE

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I N D E X

Advertiser’s Index 1st Source Bank...................................................73 21st Century Jet Corporation .........................162 ABS Jets ................................................................61 Aircraft Finance Corporation .............................71 AirGO Private Airline ........................................153 AMAC Aerospace...................................................5 AMJET Aviation.....................................................55 AMSTAT ...............................................................127 Aradian Aviation....................................................95 Asian Sky Group ..................................................25 AvionMar ..............................................................155 AVI Survival Products........................................137 Avitrade Belgium................................................154 Avjet Global ..................................................38 - 39 Avpro ..............................................................18 - 20 Axiom Aviation.....................................................107 Bank of the Ozarks...............................................67 Bendix King .........................................................113 Boutsen Aviation ..................................................89 CAI ........................................................................146 C-Air Transport ...................................................152 Central Business Jets .......................................163 Conklin & de Decker............................................94 Corporate Concepts...................................84 - 85 Dassault Falcon Jet .........................................2 - 3 Duncan Aviation ...........................................26 - 28 Eagle Aviation........................................................53 Eclair Aviation .....................................................103 Elliott Jets ..............................................................81 Empyrean Aircraft Sales...................................150 Freestream ....................................................36 - 37 GainJet Aviation .................................................149 General Aviation Services ..................................87 Global Jet Capital.................................................63 Global Jet Monaco ................................ 6 - 11, 79 Gulfstream Aerospace ........................................43 Hatt & Associates.................................................33 Jean Boulle Group.............................................115 JetBrokers .....................................................44 - 45 Jetcraft Corporation......................1, 22 - 23, 164 Jeteffect..........................................................56 - 57 JETNET ................................................................136 Jet Sense Aviation ..................................141 - 143 Jet Speed Aviation.............................................151 JSSI (Jet Support Services) ............................129 Keystone Aviation ..............................................148 LBAS ....................................................................111 Lektro....................................................................137 Luxaviation ...........................................................117 MEBAA ................................................................140 Mente Group.......................................................147 NBAA Regional Forum .....................................125 OGARAJETS................................................30 - 31 Par Avion .......................................................50 - 51 Rolls-Royce ........................................................133 San Marino Aircraft Registry ...........................101 SMS Aircraft............................................144 - 145 Southern Cross Aviation.....................................91 Sparfell & Partners ......................................48 - 49 The Elite New York ............................................135 The Jet Business..........................................13 - 15 The Registry of Aruba .......................................105 VREF.....................................................................137 Wright Brothers Aircraft Title ..........................131

160

AVBUYER MAGAZINE – May 2018

The BEST Aircraft For Sale Search anywhere, everywhere on pc, smartphone and tablet

ONLINE l PRINT l BROADCAST l EVENTS

Copy date for the June Issue Wednesday 16 May AvBuyer (USPS 014-911), May 2018, Vol 22 Issue No 5 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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Aircraft Index see Page 161

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Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRBUS ACJ319 . . . . . . . . 48, 152 ACJ380-800 . . . . 48

BAE AVRO RJ70. . . . . 44

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 15, 36, 89 737-400LR . . . . . 149 747. . . . . . . . . . . . 5 747-8 . . . . . . . . . . 48 757 . . . . . . . . . . . 39 787-900 . . . . . . . 164

BOMBARDIER Global 5000 . . . . 23, 51, 117, 156, . . . . . . . . . . . . . . . 164 Global 6000 . . . . 22, 23, 39, 164 Global 7000 . . . . 15 Global Express . 7, 23, 91, 164 Global Express XRS. . 8, 15, 22, 23, . . . . . . . . . . . . . . . 37, 164 Q Series Q400 . 154

Challenger 300 . . . . . . . . . . . 18, 19, 22, 23, 56, . . . . . . . . . . . . . . . 164 600 . . . . . . . . . . . 44 601-1A . . . . . . . . 19 601-3A ER . . . . . 22 604 . . . . . . . . . . . 22, 23, 27, 39, 89, . . . . . . . . . . . . . . . 157, 164 605 . . . . . . . . . . . 22, 23, 155, 164 850 . . . . . . . . . . . 23, 164

Learjet 31A . . . . . . . . . . . 44, 45, 91, 107 35A . . . . . . . . . . . 44 36A . . . . . . . . . . . 159 40XR . . . . . . . . . . 56, 57 45 . . . . . . . . . . . . 37, 56 45XR . . . . . . . . . . 39, 81 55 . . . . . . . . . . . . 45, 157 60 . . . . . . . . . . . . 91 60XR . . . . . . . . . . 20, 55, 107, 156 75. . . . . . . . . . . . . 23, 164

CESSNA Citation I . . . . . . . . . . . . . . 49 II . . . . . . . . . . . . . 23, 45 III . . . . . . . . . . . . . 23, 45, 141, 163 V. . . . . . . . . . . . . . 44 VI . . . . . . . . . . . . . 45 X . . . . . . . . . . . . . 156

AIRCRAFT

PAGE

AIRCRAFT

XLS . . . . . . . . . . . 23, 57 XLS+ . . . . . . . . . . 10, 19, 23, 57, 163, . . . . . . . . . . . . . . . 164 CJ1. . . . . . . . . . . . . 53 CJ2. . . . . . . . . . . . . 49, 156 CJ2+ . . . . . . . . . . . 81 CJ3. . . . . . . . . . . . 30, 53, 55, 57 Bravo . . . . . . . . . 57, 91 Columbia 400SLX . .53 Excel . . . . . . . . . . 20, 26, 28, 53, 57, . . . . . . . . . . . . . . . 81, 107 Encore . . . . . . . . 91 Encore+ . . . . . . . 55 Mustang. . . . . . . . 89 P210 . . . . . . . . . . 44 Sovereign. . . . . . 19, 57 T182 Turbo . . . . 53 T206H . . . . . . . . . 53 Ultra . . . . . . . . . . 27

CIRRUS SR22GTX . . . . . . 53 SR22TGTS . . . . . 44

DAHER SOCATA

PAGE

IAI

328-310 . . . . . . . 28 328 . . . . . . . . . . . 89

Astra . . . . . . . . . . 44

PIAGGIO EMBRAER Legacy 600 . . . . 46, 48 Legacy 850 . . . . 44 Lineage 1000 . . 63 Lineage 1000E . 15 Phenom 100 . . . 26 Phenom 300 . . . 30, 81

GULFSTREAM III . . . . . . . . . . . . . 18, 87 IV . . . . . . . . . . . . . 23, 91, 150, 164 IVSP . . . . . . . . . . 56, 89, 95 V. . . . . . . . . . . . . . 18, 37, 38, 84, 95, 150 . . . . . . . . . . . 39, 44, 56, 95, 107 200 . . . . . . . . . . . 18, 26, 30, 56, 151 450 . . . . . . . . . . . 11, 23, 95, 144, 147, . . . . . . . . . . . . . . . 164 500 . . . . . . . . . . . 14 550 . . . . . . . . . . . 14, 18, 36, 37, 89, . . . . . . . . . . . . . . . 95, 145, 147 650 . . . . . . . . . . . 1, 23, 55, 164 650ER. . . . . . . . . 30

King Air

DASSAULT FALCON 7X . . . . . . . . . . . . 6, 23, 25, 27, 84, 89, . . . . . . . . . . . . . . . 91, 162, 163, 164 20C-5 . . . . . . . . . 44 20F-5BR . . . . . . . 55 50 . . . . . . . . . . . . 55, 142, 162 50EX . . . . . . . . . . 19, 27, 49, 87, 162 200 . . . . . . . . . . . 49 900 . . . . . . . . . . . 162 900B . . . . . . . . . . 19, 56, 84, 157, . . . . . . . . . . . . . . . 162 900C . . . . . . . . . . 162, 163 900DX. . . . . . . . . 2 900EX . . . . . . . . . 19, 48, 162 900EX EASy . . . 19, 23, 162, 163, . . . . . . . . . . . . . . . 164 900EX EASyII . . 85 900LX . . . . . . . . . 2, 162 2000 . . . . . . . . . . 3, 9, 23, 63, 87, 89, . . . . . . . . . . . . . . . 91, 164 2000DX. . . . . . . . 163 2000EX. . . . . . . . 14 2000EX EASy . . 3, 14, 33 2000LX . . . . . . . . 79 2000XLS. . . . . . . 26, 163

PAGE

DORNIER

HAWKER BEECHCRAFT

TBM850 Elite. . . 81 TBM930 . . . . . . . 81

AIRCRAFT

200 . . . . . . . . . . . 44, 45, 49, 95 250 . . . . . . . . . . . 81 350 . . . . . . . . . . . 44, 95 B200 . . . . . . . . . . 55, 81 C90 . . . . . . . . . . . 89, 95

Beechcraft Baron G58 . . . . . 55 Premier IA . . . . . 27, 81

Hawker 400XP . . . . . . . . . 63, 81, 89, 107 800A . . . . . . . . . . 87, 107, 159 800SP. . . . . . . . . 44 800XP . . . . . . . . . 27, 33, 56, 87, 95, . . . . . . . . . . . . . . . 157 800XP2. . . . . . . . 45 850XP. . . . . . . . . 23, 27, 143, 156 900XP . . . . . . . . . 33, 81, 95, 146 1000A . . . . . . . . . 81 1000B . . . . . . . . . 20 4000 . . . . . . . . . . 27

HONDA JET . . . . . . . . . . . 95 HA420. . . . . . . . . 148

Avanti II . . . . . . . 57, 153 Avanti EVO. . . . . 153

PIPER Cheyenne IIIA . . 44 Merdian . . . . . . . 53, 81

SABRELINER 65 . . . . . . . . . . . . 45, 157

HELICOPTERS AGUSTAWESTLAND AW109SP. . . . . . 20 AW109E Power . 49 AW139 . . . . . . . . 4 A119Koala . . . . . 95

BELL 206LIII . . . . . . . . 158 212 . . . . . . . . . . . 159 407 . . . . . . . . . . . 95 412 EP . . . . . . . . 95 412EMS . . . . . . . 159 427 . . . . . . . . . . . 49 430 . . . . . . . . . . . 39

EUROCOPTER/AIRBUS AS365N1 . . . . . . 20 EC 120B . . . . . . . 89 EC 135 T2 . . . . . 20 EC 135 P2 . . . . . 25 EC 155B . . . . . . . 158 H130 T2 . . . . . . . 20

SIKORSKY S-76A++. . . . . . . 158 S-76B . . . . . . . . . 158 S-76C+ . . . . . . . . 20, 23, 25, 158 S-92A . . . . . . . . . 20

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

Advertising Enquiries see Page 4

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May 2018 – AVBUYER MAGAZINE

161

21st Century May.qxp 27/04/2017 08:45 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than the competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

The Falcon 900LX pictured above is considerably more capable than the Falcon 900EX. Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

Evolving from the remarkable success of the 7X; The Falcon 8X has a longer cabin with 30 unique interior layout configurations to choose from, superb fuel efficiency and a range of 6,450 nm.

AVAILABLE: FALCON 900B

If you are considering the sale or acquisition of your business jet, call 21st Century Jet Corporation today for details before making a decision.

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989 TEL: 1.775.833.3223

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ April.qxp_CBJ November06 19/03/2018 16:48 Page 1

General Offices

Mexico office

Minneapolis / St. Paul

TEL: 52.55.5211.1505

TEL: (952) 894-8559

CELL: 52.55.3901.1055

FAX: (952) 894-8569

E-MAIL: Enrique@CBJets.com

EMAIL: INFO@CBJETS.COM

D L SO 2009 FALCON 7X SN 041

2015 FALCON 2000LXS SN 293

Single Owner, “C” Check/Paint/Refurbished Interior

by Duncan October 2017, Preferred Interior with NO Crew Rest and Dual Aft Divans

Single U.S. Owner, Nearly $3 Mio in Options, Preferred 10 Pax Interior

2002 FALCON 900C SN 194

2008 FALCON 2000DX SN 603

Single Owner, Recent “C” Paint/Interior By Dassault Wilmington, Preferred Fwd Crew Lav and Dual Aft Divan Configuration

3,000 Hours since new, Pratt and Whitney ESP Gold; Honeywell HAPP and MSP, Falcon Service Center “C” check in 2014, 10 Pax Interior with Wifi

CITATION XLS+ SN 6157

CITATION III SN 072

Engines enrolled in Power Advantage, Airframe enrolled in ProParts and APU enrolled in Aux Advantage, Aircell Aviator 300 (Swift broadband w/ Worldwide Coverage), Eight plus 1 passenger executive configuration

MSP Gold Engines, HAPP Avionics Program, Camp maintenance tracking, Doc 1 & 3 Completed 12/2017, All AD’s & SB’s complied with

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51,000

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2009 DASSAULT

foot view. FALCON 900EX EASy S/N 213 • 1,398 Hours and 614 Landings

• Fully Enrolled on Programs Up here, the air and the competition are rare.

Our birds-eye view of the

• EASy II w/ ADS-B Out and FANS

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2014 GULFSTREAM

www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400 G650 S/N 6079 • 1,771 Hours; 631 Landings • Sale, Lease and Trades Welcome • Engines Enrolled on MSP Gold

2015 BOEING 787-900 S/N 37109

2009 GULFSTREAM G450 S/N 4154

• Green Boeing Completion • Ferry Time Only •A vailable for Viewings in Europe

• 2,458 Hours; 1,430 Landings • Enrolled on CorporateCare • 96 Month Completed May-2017

ALSO AVAI L ABLE

• 2,955 Hours; 1,277 Cycles • Engines & APU on Programs • RVSM Certification, TCAS 7.1

2017 BOMBARDIER GLOBAL 6000 S/N 9708 1998 Beechjet 400A • 207 Hours; 169 Landings 2007 Challenger 300 • Exceptionally Equipped 2011Out Challenger 300 • Link 2000+ with ADS-B

ALSO AVAILABLE

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2009 BOMBARDIER CHALLENGER 605 S/N 5726

1997 Challenger 604 2005 Challenger 604 2007 Challenger 605 2002 Citation Excel 1993 Citation VI 1994 Citation VII

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