AvBuyer Magazine October 2019

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Volume 23 Issue 10 2019

™

ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION

THIS MONTH Aircraft Comparative Analysis: Bombardier Global 7500 vs Gulfstream G650ER proudly presents

Gulfstream G450 Serial Number 4033 | N102NY

Contact Chris Ellis (cellis@avprojets.com) See pages 16 - 20 for further details

Q2 2019 Used Jet Market Update Five Older Jets Worth a Second Look… www.AVBUYER.com

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Editor Welcome Oct19.qxp_JMesingerNov06 18/09/2019 14:10 Page 1

Guest Editor’s VIEWPOINT Jim Allmon, Blackhawk Aerospace

For the Love of Turboprops rowing up, like most of you I would look to the sky every time an airplane flew over. I still do. But of course, the sight of a Learjet flying over was always a special treat. Back then, all corporate jets were “Learjets” to me.

Once I became a pilot, my dream was to fly jets, any jet, it didn’t matter which. Eventually, I achieved my dream and flew a Learjet 24D for a few years. What a ride! There was nothing like tooling along at FL450 on a beautiful winter day doing 0.82 Mach, turning a lot of jet fuel into vapor! I felt like I had arrived.

Then the day came that I got a King Air check out. I loved the airplane immediately; its simplicity, its solid feel and its roominess compared to the ‘executive mailing tube’ of the Lear 24 and the Citation 500. I was impressed with the ramp appeal which towered over the small jets; that huge air stair door that – when you stood at the top – enabled you to literally look down on other aircraft on the ramp. I loved the design of the PT6 engine that made bird FOD a near impossibility.

The turboprop often gets overlooked by those distracted by the glitz and glam of the ‘private jet’ lifestyle - and who could blame them? Movies and TV have led us to believe that private jets are the crème de la crème of travel. But in my opinion the allure dwindles when you consider a jet’s limitations (not to mention the optics of flying around in a private jet in today’s volatile political environment).

Turboprops, especially those with the Blackhawk upgrade, deliver elite performance and functionality at an economic value that comparable sized jets can’t match.

G

The Turboprop you Know, The Performance You’ll Love

The reduced operating costs of a King Air have always been their main advantage over a jet. Even so, they’re so much slower, right? Even the old Citation 500 was faster than most turboprops in the 1970s and 1980s.

But with a range of only around 800nm it was also limited on what it could carry.

Eventually Beechcraft came up with a solution to compete with the Citation series. The King Air 300/350 would bring the turboprop market back to life with a vengeance. Suddenly there was a 300+ knot airplane that could carry eight people, plus baggage, more than 1,200nm in four hours or less.

I challenge you to name a Light Jet or even a Midsize Jet that can do that today at the same cost. Yet, as

4 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

great as the King Air 350 is, Blackhawk made it even better.

The Blackhawk 350 upgrade includes factory-new PT6A-67A engines as well as new MT 5-blade composite propellers. Not only does this power pairing allow your King Air 350 to climb to FL350 in just 18 minutes (something many jets cannot do), it also delivers jet-like speeds at turboprop costs. With the XP67A, your King Air 350 now boasts a maximum cruise speed of over 332kts, making it the world’s fastest King Air. At full fuel, your King Air 350 with -67A engines can carry 62% more weight than a Citation CJ2, and it can do so with a more spacious cabin. King Airs can safely operate on far shorter runways, allowing access to many more airports giving you more flexibility to get closer to your destination, saving you time and money.

Economic Considerations

The cost-saving advantages of the turboprop hold true with the Blackhawk upgrade. Purchasing a pre-owned aircraft, you might initially spend more on an upgraded King Air 350, but the higher acquisition cost is negated by a savings of about $210k per year in operating costs compared to most similarly sized jets. Reduced fuel consumption, lower ramp fees, lower insurance costs, and much lower maintenance costs are just some of the benefits.

And finally, we come to resale value. Engines are the primary value center of turboprops and jets alike. An XP67A King Air 350 holds its resale value well. To highlight this, our STC test plane was a 1991 King Air 350 that sold for $3.3m after the upgrade!

Final Approach

At the end of the day, there will always be those who just want to fly a jet, regardless of the cost. But for many savvy operators, I would argue that the King Air will always be the best airplane ever built. ❙

Jim Allmon is founding partner of the Blackhawk Aerospace brand and concept of upgrading turboprop aircraft with new, higher horsepower Pratt & Whitney engines. Prior to founding Blackhawk, in 1999 Jim served as the president and CEO of Aurora Aviation in Waco, Texas, an FBO offering aircraft sales, avionics, MRO and flight training, and also previously served as president and CEO of Allmon Aviation and TulsaJet, Inc. in Tulsa, Oklahoma.

www.AVBUYER.com

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Contents Layout Oct19.qxp 18/09/2019 12:37 Page 1

Vol. 23 Issue 10

Contents

2019

4

Guest Editor - Jim Allmon, Blackhawk

22

Market Intelligence Trends and observations from the leading analysts…

42

Market Insights Industry Insiders’ Q2 2019 Used Jet Market Update

50

How Hot is the Used Helicopter Sales Market?

58

North American Business Jet & Turboprop Fleet Analysis

66

Buying & Selling Aircraft

Five Older Used Jets Worth a Second Look…

74

How to Build a Business Aircraft Acquisition Plan

80

How Much Does a Private Jet Cost?

84 88 98 104 108 112

Ownership

Three Reasons for Business Jet Ownership

Jet Comparision

Bombardier Global 7500 vs Gulfstream G650ER

Aircraft Price Guide Medium Jet Values

Aircraft Specifications

Medium Jet Performance & Specifications Guide

Finance

A Banker’s View of Aircraft Financing

Connectivity

How Was Gogo’s AVANCE L5 Developed, and Why?

Avionics

118

How are Electronic Flight Bags Developing in BizAv?

126

What’s the Future of Avionics? (Part 5)

134

Maintenance

Do Engine Maintenance Programs Help Older Jet Values?

(Sponsored)

Community News

140

OEM News, Industry Appointments & Upcoming Events

146

Products & Services

150

Marketplace

155

Showcases

169

Advertisers Index

170

Aircraft for Sale Index

Next Month •

Top Tips for Middle Eastern Trip Planning

•

Jet Connectivity: How to Plan a Trouble Free Upgrade

14 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

EDITORIAL Commissioning Editor Matthew Harris +44 (0)20 8939 7722 editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon dave@avbuyer.com Consulting Editor Sean O’Farrell +44 (0)20 8255 4000 sean@avbuyer.com ADVERTISING Lee McLoughlin - Account Director US Aircraft & Services Sales Freephone from USA: +1- 855 425 7638 lee@avbuyer.com Matt Chappell - Account Manager US & Canada Aircraft & Services Sales Freephone from USA: +1- 855 425 7638 MattC@avbuyer.com Lise Margin - Account Manager US Aircraft Sales +1- 703 818 1024 lise@avbuyer.com Maria Brabec - Account Manager EMEA & APAC Aircraft & Services Sales +420 604 224 828 maria@avbuyer.com UK Head Office +44 (0)208 549 9508 STUDIO/PRODUCTION Helen Cavalli / Mark Williams +44 (0)20 8939 7726 helen@avbuyer.com mark@avbuyer.com CIRCULATION Sue Brennan +44 (0)20 8255 4000 Freephone from USA: +1- 855 425 7638 sue@avbuyer.com AVBUYER.COM Jayne Jackson jayne@avbuyer.com Emma Davey emma@avbuyer.com MANAGING DIRECTOR John Brennan +44 (0)20 8255 4229 john@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE AvBuyer House, 34A High Street, Thames Ditton, Surrey KT7 0RY, UK +44 (0)20 8255 4000 Freephone from USA: +1- 855 425 7638 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055 www.AVBUYER.com

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MARKET INDICATORS

Business Aviation Market Overview With Business Aviation’s biggest convention just around the corner, Rollie Vincent, editor, Market Indicators checks the pulse of the Business Aviation marketplace…

W

ith NBAA-BACE 2019 approaching, October 2019 will be remembered for all of the camaraderie, airplane deal-making, and new product and service announcements that only such an industry-spanning event can inspire.

On many people’s minds will be whether this can be the venue for one or another OEM to launch a new business aircraft to capture the attention – and grab a share of the wallets – of prospective customers. Our guess? Yes!

ADS-B Compliance: The Grim Reaper Looms

As the December 31, 2019 deadline looms large for aircraft owners and operators to achieve ADS-B Out compliance to maintain their privilege of operating in most US airspace, the number of business jets and turboprops that have yet to be modified remains jaw-dropping, at least to some in the industry.

On September 12, US-based MRO specialist Duncan Aviation reported that 23% of the US-registered business jet fleet - totalling almost 3,400 aircraft - were still non-compliant, despite the deadline looming like Halloween’s Grim Reaper in a post-harvest corn field. This time, however, the scythe is real.

The story amongst N-registered business turboprops is 22 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

bleaker still, with almost half the fleet (about 3,800 machines) not on a path for year-end compliance. There are less than 90 days remaining in the calendar year, and clearly there is not the capacity to close the gap, leaving many chunks of aluminium exposed to the swinging steel scythe – an opportunity for furniture makers working with polished airfoil (or, as they say somewhat more elegantly in Britain “aerofoil”) and fuselage shapes.

US President Abraham Lincoln once said, “Things may come to those who wait, but only the things left by those who hustle.”

This is no doubt a sentiment echoed by the good folks at Duncan Aviation and others in the MRO community, who will be keeping the lights on every evening until year-end in the hopes of serving last-minute ADS-B Out shoppers.

The Secret of the Aging Fleet

A deep, dark secret in many corners of the business aircraft marketplace is that an argument can certainly be made that it is high time to take a lot of this old aluminium out of circulation; if not to put out in the trash then at least into the great recycling bin of life.

An analysis of more than 60 years of business aircraft www.AVBUYER.com

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

The results from 2018 were likely ‘juiced’ by the initial year of US tax cuts and changes to rules allowing 100% depreciation on pre-owned aircraft for the first time. And complicating matters is a recent shift in the mood of the owner/operator community.

Market Optimism Continues to Wane

deliveries recorded by JETNET reveals that, on average, about half of business jets are still in service some 43 years after initial delivery. For business turboprops, half of the fleet is still active 48 years after leaving the factory door.

To put those numbers into some perspective, the average age of the business jet fleet worldwide in mid-2019 was 17.4 years, while the turboprop fleet average was 23.6 years, suggesting that these fleets still have very long lives ahead of them.

Aircraft owners, their trusted A&Ps, and a vast network of MRO shops have proven time and again that there surely is long life after C- and D-checks, despite the inevitable dual headwinds of economic and technical obsolescence.

Improving Book-to-Bill, Slipping Used Sales

As the numbers roll in and we evaluate the state of the markets at the end of Q3 2019, the large business aircraft OEMs have been enjoying a solid sales year, with book-to-bills above 1.0 for the year-to-date (YTD) through August. This is indeed welcome news after several years of flat-to-declining order backlogs. The total value of backlogs has increased 7% since the beginning of the year.

On the other hand, pre-owned business jet transactions as measured by retail sales and leases of whole aircraft continue to lag significantly below last year’s pace, down about 20% Yearover-Year (YoY) on a YTD basis. While some of this year’s shortfall is due to limited inventory quality available for sale, other factors such as a tough YoY comparable are also in play. www.AVBUYER.com

Sentiment amongst respondents to JETNET iQ’s Q3 2019 Survey was down for the fifth consecutive quarter, with net optimism slipping to 18%, well below its average score as measured over the past eight years and its lowest point in almost 12 quarters.

Concerns about the potential for a global economic slowdown have been mounting, with more than 65% of respondents voicing a yay/nay opinion suggesting that there is an increasing risk of global recession in the next 12 months.

Business Aviation powerhouses including Italy, Germany, the UK, France, Spain, Turkey, Brazil, Mexico and South Africa are perilously close to economic recession, while the outlook for the US, China, Canada and other nations in the Euro Area in 2019 has also deteriorated.

With the UK mired in a near-farcical Parliamentary crisis of its own curious doing, the English Channel separating Great Britain from Europe seems to be inexorably widening, to cries of “Mind the Gap!” and a cacophony of somewhat less polite expressions emanating from the other side of la Manche.

Meanwhile, far from the Madding Crowd…

Attendees of the 2019 NBAA-BACE will once again be dazzled by the glitter, bright lights, powerful spirits, and spectacular entertainment that only Las Vegas seems able to provide.

Although 2019 is unlikely to break any attendance records given the dampened mood in many markets, NBAA-BACE is the place to be for anyone seriously considering a new or preowned business aircraft purchase.

What better place to meet business acquaintances and colleagues, even if they live in your same neighbourhood or town? What better place to see and touch the hardware, experience the latest in cabin and cockpit technologies, and meet the finest business airplane sales professionals on the planet?

Even without an announcement about a new business jet, Vegas will be the place to be and to be seen in October 2019.

MI www.navigating360.com

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MARKET INDICATORS

AVBUYER.com

Flight Activity - North America For H1 2019, North American flight activity has already proven that 2019 will chart its own course, notes ARGUS TRAQPak. Reflecting on the early part of the year, these were the key trends…

Between January to the end of June, ARGUS recorded three positive months and three negative months in terms of North American flight activity. Strong growth was recorded in the fractional segment, negative growth in the Part 135 segment and slight gains were recorded for the Part 91 activity.

Specifically, after moving towards a cooling trend in 2018, the Part 135 segment has spent all of 2019 in the red as each of the six months have declined from 2018. The Fractional industry, on the other hand, has produced yearly gains during all six months of 2019. The Part 91 segment has also been mostly positive in 2019 with gains in four of the six months.

Overall, for H1 2019 flight activity in North America was up 0.3% from 2018 while flight hours rose 0.7% for the same period.

Unsurprisingly, fractional activity reported the strongest mid-year gain of all the categories, and was up 6.2% during H1 2019. Part 91 flight activity was up 0.7%, while Part 135 flight activity was down 2.2% for the period.

– December of 2019 will rise by 2% (compared to the same period in 2018).

Activity is anticipated to rise during five of the six remaining months. August is the only month that is forecast to decline from 2018, with an expected decrease of 0.7%.

The strongest month is expected to be September, with a forecasted increase of 4.6%, followed by December (anticipated to rise 3.3%). November is third with an expected gain of 2.4%, followed by October and July which are projected to show increases of 1.7% and 1.0% respectively.

MI www.argus.aero

A Projection for H2 2019

Looking ahead, after a relatively flat H1 2019, TRAQPak analysts are expecting flight activity to increase during H2 2019. TRAQPak analysts estimate that flight activity from July

Flight Activity – Europe European business jet departures continued their downward trend. August’s totals were down by 10,000 departures compared to July, according to WingX Advance. Activity in August was down by 2.3%, YoY… With activity trending down -1.9% so far for 2019, only Spain has shown growth for the year. During August, Germany, the UK, Italy and Switzerland all saw YoY declines of between 6% and 10%.

On the positive side, Greece, Austria, Turkey and Russia saw increases over the previous August. Flights from Russia into Europe saw a strong boost, while domestic European activity slipped 2.4%.

Overall, the Light to Mid-size Jet sector was down 4% in August, with declines of 11% and 8% in Germany and the UK, respectively. The Ultra-Long-Range and Large Cabin jet segments rose YoY in August, with flights up by 3%.

“August rounded off a slower summer than last year, and flights were down by 2%. But Europe was still busier than other

summers since the 2009 crisis,” said Richard Koe, Managing Director, WingX. “The overall decline is due to a prolonged dip in light aircraft activity, especially owner and private missions,” he added.

MI www.wingx-advance.com page 28

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Understanding the Business Aviation Market - with AvBuyer 24 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

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MARKET INDICATORS

AVBUYER.com

AMSTAT Q2 2019 Market Report Overall, 4% of the business jet fleet and 3.5% of the turboprop fleet turned over in H1 2019 versus 4.9% and 4% during H1 2018, according to AMSTAT… The overall inventory of aircraft has also increased over the last 12 months and today 9.4% of the business jet fleet, and 7.5% of the turboprop fleet, is for sale.

Pre-Owned Transactions by Age Segments

Heavy Jets: Resale retail transaction activity in all age segments underperformed in the H1 2019 versus H1 2018.

The greatest YoY slowing was in the Mid-Age (11-20 years) segment, where 6.1% of the fleet sold in H1 2018 versus 4% in H1 2019. By contrast the Newer segment (<10 years) saw H1 performance slow from 3.7% of the fleet selling in 2018 to 2.9% in 2019.

Medium Jets: Similarly, this segment saw a lower percentage of the fleet transacting in H1 2019 as compared to H1 2018.

The greatest slowdown was in the newer (<10 years) segment, where 3.6% of the fleet sold in H1 2018 versus 2.3% during the same period in 2019.

Light Jets: The newer (<10 years) segment fared better than its newer larger sized compatriots, and 4% turned over in H1 2019, essentially the same as the 4.1% in H1 2018.

Turboprops: The older and mid-age segments under performed in H1 2019 versus H1 2018. By contrast the newer (<10 years) segment saw 3.5% of the fleet turn over, akin to the performance for H1 2018.

MI www.amstatcorp.com

ADS-B Fleet Grows; Thousands Remain Unequipped While 79% of the US turbine business aircraft fleet was ADSB Out compliant by the end of July (up 2% since June), some 3,632 aircraft were still not properly equipped for the mandate approaching on January 1, says FlightAware.

By the end of July, 13,862 US business aircraft were ADS-B compliant, up by more than 500 aircraft compared with June, and by nearly 3,300 from the 10,597 compliant business aircraft at the end of 2018.

Fleets With the Highest Equipage Rates

• • • •

Cirrus Vision SF50 (98%) Honda Aircraft HA-420 (96%) Gulfstream G150 (96%) Mitsubishi MU-2 (94%)

In all, 11 business aircraft models were at 90% equipage or greater at the end of July, FlightAware data shows.

Fleets With the Lowest Equipage Rates

• • • • •

Gulfstream GIII (57%) IAI Astra (57%) Dassault Falcon 20 (56%) Cessna Citation III (55%) Bombardier Learjet 55 (42%)

MI www.flightaware.com

BizJet Market to Grow $16bn Over Five Years The business jet market worldwide is projected to grow by $16bn, driven by a compounded growth of 6.6%, according to a new report from Research and Markets…

The Light Jet segment displays the potential to grow at over 8.3% according to the report. Poised to reach over $11bn by the year 2025, Light Jets are forecast to bring in healthy gains, adding significant momentum to global growth.

Representing the developed world, the United States will maintain a 5.5% growth momentum. Within Europe, Germany will add over $561.7m to the region's size and clout in the next 5-6 years. Over $1.5bn worth of demand in the region will come from other emerging Eastern European markets, the report predicts.

In Japan, Light Jets will reach a market size of $352.1m by the close of the analysis period. As the world's second largest economy and the new game-changer in global markets, China exhibits the potential to grow at 10.1% over the next couple of years and adds approximately $4.5bn in terms of addressable opportunity for the picking by aspiring businesses and their astute leaders. page 30 MI www.researchandmarkets.com



28 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

www.AVBUYER.com

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MarketIndicators OCT19.qxp_Layout 1 18/09/2019 10:18 Page 5

MARKET INDICATORS

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Six Predictions to Shape the Market in 2020 Monarch Air Group sees a series of trends that are starting to loom on the horizon and serve as talking points for leading players in Business Aviation…

Monarch notes the private jet market is changing. Following are six predictions the aircraft charter provider offers for 2020:

1. A move towards on-demand charter:

The on-demand charter market (i.e., the pay-as-you-go model that doesn’t require a membership or block hour purchase) will take on even greater momentum in the industry. Larger players in the market are taking active steps towards it, evidenced through the acquisitions of JetSmarter by Vista Jet; Travel Management by Wheels Up; and PrivateFly by Directional Aviation during 2019.

2. ‘Departure’ from Mid-size jets:

Bombardier has stopped the production of the Learjet 60XR; Textron isn’t reviving the Hawker 800/900 series; and the same is true for the Gulfstream G150. Why? The efficiency of other Super Mid-size Jets that are now available.

“The direct hourly operating costs of many of the Super Mid-size [Jets], not counting cost of capital, depreciation and other fixed expenses such as crew training and pay, is getting close to that of the Mid-size [Jets],” notes David Gitman, president, Monarch Air Group.

3. Accessibility:

For the past decade, accessibility has continued to grow in Business Aviation – and should continue to do so. Private flight is reaching new audiences thanks to its efficiency and flexibility, allowing small and medium-size companies to understand the value of using Business Aviation, saving money compared to scheduled airline flights.

4. Growth in BRICS economies:

Referring to the countries of Brazil, Russia, India, China and South Africa, large countries with major emerging economies, private aviation serves as a special link to a somewhat underdeveloped airline ecosystem, with gaps in itineraries and infrastructure.

Manufacturers, operators and brokers alike are establishing important ties within these highly populated economies, where the wealthy have very high incomes.

Broker Sees Double-digit Gains in Charter Activity

30 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

5. eVTOL:

Electric vertical take-off and landing aircraft are things of the distant future, right? Maybe not. For 2020 it will be on the private aviation agenda. OEMs including Bell and Embraer want to make it a reality, and it’s a concept that would work best for short-range or urban flights, especially for cities with high concentration of auto-traffic and skyscrapers.

Infrastructure and regulatory matters need to go hand in hand with investment for safer and efficient aircraft.

6. Sustainability:

Stakeholders are demanding a greener stance and rewarding with loyalty. Brand values today affect consumer behavior and for aviation it’s no different. More efficient airplanes, less noise and investment in electric research is shaping the future of aviation.

Improving aircraft efficiencies will help reduce the carbon footprint, as leading executive aviation players Gulfstream, Bombardier and Cessna are pursuing — including teaming with operators to determine more efficient flight plans that will reduce fuel burn. Sustainability comes in different sizes and packages – and will continue to do so in 2020.

MI www.monarchairgroup.com

New Flight Charters saw YoY business jet charter activity increases of 16.1% in July and 11.5% in the May-to-July period.

Among New Flight's aircraft categories, demand for Super

Mid-size and Large Cabin jets grew 34% in H1 2019. Light jet demand grew 33% in the period “at the expense of Mid-size jets,” while turboprop demand was nearly flat.

MI www.newflightcharters.com



page 32

www.AVBUYER.com

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MarketIndicators OCT19.qxp_Layout 1 18/09/2019 10:19 Page 6

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BizJet Sales Lack Safety Net of Last Recession While the last downturn following the 2008 financial crisis was a ‘doozy’ with annual shipments plummeting from 1,300 to under 700, aviation analyst Brian Foley considers what could be in store in the next downturn...

Business jet building is not a highvolume industry, meaning that every jet delivery counts. Complicating matters is that there are too many manufacturers offering a combined 41 business jet models, all vying for their piece of the limited 700 unit-per-year pie. This includes five primary jet manufacturers — Bombardier, Textron Aviation's Cessna, Dassault Falcon, Embraer and General Dynamics' Gulfstream —as well as another five niche players.

Oversupply and tough competition have long been the norm.

“Things could have been much worse during the last industry downturn had it not been for a key support element – the continued strength of emerging markets,” Brian Foley notes. “As the economic health of developed countries cratered, emerging markets helped to keep the lights on.”

Fast forward to today and that international backstop is now missing, Foley notes. “Weak commodity prices, particularly oil, have hit places like Brazil and Argentina hard. Sanctions hobble Russia, while a weak economy and a government crackdown on all things ostentatious made China hit the brakes on private aircraft purchases.

“Likewise, the Middle East jet market has been in flux for a number of reasons including Saudi Arabia's corruption crackdown,” he adds.

Therefore, Foley believes there is no world region today that could sustain current business jet delivery levels should markets again decline. With several forecasts predicting a US economic slowdown beginning in a year or two, it's unlikely that emerging markets will have enough time to

recover to again act as a backstop, he reasons.

“Fortunately, it's very unlikely that the next industry downturn will be as cataclysmic as the last, when deliveries halved. Instead, a 10%-20% correction is more within reason,” Foley projects.

“This is lower than typical downturns of 30% or more, but each of those was preceded by a multi-year spike in deliveries. In contrast now, deliveries have been flat for the past decade.”

Still, even at this reduced magnitude a drop would still bring today's 700-odd unit deliveries down into the 600s or possibly even mid-500s per year, making that pie even more coveted in an overcrowded market.

MI www.brifo.com



Brian Foley

page 34

Understanding the Business Aviation Market - with AvBuyer 32 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

www.AVBUYER.com

Freestream October.qxp 17/09/2019 16:27 Page 1

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MarketIndicators OCT19.qxp_Layout 1 18/09/2019 10:19 Page 7

MARKET INDICATORS

AVBUYER.com

In-Service Aircraft Values & Maintenance Condition

Table A

Fleet Maintenance Condition

5.35

$1.44

5.25

5.15

S

O

N

Quality Rating

$1.45

D

J

F

M

A

Maintenance Exposure

M

J

J

A

$1.35 $1.30

Quality Rating Trendline

Table B LOW RISK AIRCRAFT MODEL ETP RATIO Citation Latitude 3.5% CL-650 3.9% G650 5.1% F900LX 7.4% F900EX EASy 11.4% Citation CJ4 525C 12.5% F2000LX 12.7% Citation Encore + 13.0% Phenom 300 13.7% CL-605 15.2% F2000EX EASy 15.9% Pilatus PC-12 17.0% G450 17.1% Citation Sovereign 680 17.5% G150 21.0% Challenger 300 21.5% F900DX 21.6% Citation CJ3 21.7% Hawker 900XP 21.7% Piper Meridian 22.9% G550 23.2% KingAir 350 - Post-2000 25.2% Citation XLS 25.9% Global 5000 26.2% KingAir B-200 - Post-2000 27.7% Citation Encore 29.2% Global XRS 29.8% F900EX 30.2% Citation CJ2+ 525A 30.8% Citation Mustang 510 31.1% F900B 33.1% Hawker 850XP 34.3% Phenom 100 34.9% Citation Bravo 36.0% Learjet 45XR 37.4% Citation Excel 560XL 38.7% Citation CJ1+ 38.8% KingAir 350 - Pre-2001 39.0% GV 39.3%

Aircraft Values

Ask Prices for the tracked fleet increased 2.7%, with Large and Medium Jets posting an Ask Price increase while Small Jets and Turboprops registered an Ask Price decrease.

Inventory Fleet Maintenance Condition

For the first time in five months, fleet asset quality improved, albeit by only 0.32%. Maintenance Exposure followed suit, falling (improving) by 0.6%. Overall, our tracked inventory registered the following figures: Quality Rating: While an improvement over July’s 12-month worst figure, August’s fleet Rating was still below the 12month average but within the ‘Very Good’ range after increasing from 5.165 to 5.181 on our scale of -2.5 to 10.

Maintenance Exposure: The figure was only marginally better than the 12-month average, as Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) decreased (improved) to $1.44m from last month’s $1.45m. .

Maintenance Exposure to Ask Price (ETP) Ratio

34 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

$1.50

$1.40 5.181

Asset Insight’s monthly market analysis covering 96 fixed-wing models and 1,714 aircraft listed for sale, conducted on August 31, 2019 revealed yet another 1.2% increase to the tracked inventory fleet (21 units)…

On top of the 40 unit increase during the previous two months. Large Jet inventory increased 0.8%, Medium Jets increased 1.2%, Small Jets, the only group to experience a fleet decrease, receded 0.7% in August, and Turboprops increased by 5.9%.

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

‘Days on Market’ analysis has shown that when the ETP Ratio is greater than 40%, a listed aircraft’s time on the market increases, usually by more than 30%. During Q2 2019, assets whose ETP Ratio was 40% or more were listed for sale 71% longer (on average) than aircraft whose Ratio was below 40% (226 versus 386 Days on Market).

August’s analytics also revealed that more than 52% of all tracked models, and nearly 60% of Asset Insight’s tracked fleet, posted an ETP Ratio greater than 40%. As we closed out August, the tracked fleet’s ETP Ratio improved, falling to 66.8% from July’s 68.3%, with all but Small Jet involvement.

Turboprops led the way by posting the lowest (best) ETP Ratio at 55.9%, although the figure was just shy of the record

$ Million



HIGH RISK AIRCRAFT MODEL ETP RATIO Citation CJ2 Embraer Legacy 600 Hawker 400XP Premier 1A Learjet 60XR F50EX CL-604 Piaggio P-180 II KingAir B-200 - Pre-2001 G200 KingAir 300 Learjet 45 w/APU F2000 Citation X (MSG3) Hawker Beechjet 400A Learjet 45 GIV-SP (MSG3) Citation V Ultra Hawker 800XP Global Express Citation V 560 Premier 1 GIV-SP Learjet 60 Learjet 55C Piaggio P-180 Citation ISP Hawker 1000A F50 Citation II Hawker Beechjet 400 Learjet 31 KingAir C90 Citation VI CL-601-3R CL-601-1A G100 Hawker 800A GIV Learjet 35A Learjet 55 CL-601-3A F20-5

41.8% 42.0% 43.6% 45.1% 45.8% 46.6% 46.9% 51.3% 51.6% 55.7% 58.3% 58.7% 59.1% 60.7% 65.1% 65.3% 65.9% 67.8% 73.6% 78.4% 78.5% 79.7% 85.7% 93.0% 94.2% 95.2% 100.4% 101.2% 112.2% 113.0% 117.4% 122.3% 131.6% 135.2% 136.4% 145.1% 145.9% 146.3% 152.4% 193.3% 194.8% 231.2% 385.5%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of August 31 2019 Source: JETNET (www.jetnet.com) page 36

Asset Insight, LLC (www.assetinsight.com)

www.AVBUYER.com

Elliott Jets October.qxp_Layout 1 16/09/2019 12:27 Page 1

MarketIndicators OCT19.qxp_Layout 1 18/09/2019 10:20 Page 8

MARKET INDICATORS

Large Jets Ask Price vs. Maintenance Exposure

Asset Quality Rating

$ Millions

Scale -2.500 to 10.000

$ Millions $3.60

5.500

Aug-19

Jul-19

Jun-19

May-19

Apr-19

Mar-19

5.300

Feb-19

$3.10

5.400

Jan-19

Aug-19

Jul-19

Jun-19

Apr-19

May-19

Feb-19

Mar-19

Jan-19

Dec-18

Oct-18

Nov-18

Sep-18

$3.20

Dec-18

$3.30 $11.4

$10.0

$3.40

Sep-18

$11.0

$3.50

Nov-18

$3.42

5.566

Oct-18

$12.0

5.600

highest (worst) Ratio posted by this group. Large Jets were next at 57.3%, an improvement over last month and better than the group’s 12-month average. Small Jets followed at 72%, a slight worsening from July’s 71.5%, while Medium Jets experienced the largest change by improving to 73.6% from July’s 77.3%, although the figure still poses serious challenges for sellers in that space.

‘Outstanding’ range due to fewer maintenance items coming due near-term – although those upcoming events are likely to be a bit more expensive.

While the group’s ETP Ratio is not low, it does provide ample room for buyers and sellers to structure mutually beneficial deals – especially if the seller has the aircraft’s engines enrolled on an Hourly Cost Maintenance Program.

Market Summary

Medium Jets: Medium Jet behavior continues to defy logic, as the group’s 73.6% ETP Ratio for August resulted primarily from a 4.6% Ask Price increase that created a 12-month high figure. The group’s Ask Price has increased 14.6% during the past twelve months, and 13.8% during 2019, even though inventory has increased 4.9% since December (24 units).

While analytics revealed that actual transaction values were 14.1% lower than Ask Prices during Q2, the continued upward pricing trend should make at least some sellers happy.

Ask Prices rose for the second consecutive month, with August’s figure exceeding the 12-month average, even though Small Jets and Turboprops posted lower figures. By virtue of another increase to our tracked fleet, the inventory has expanded by 123 units (7.7%) since December.

Large Jets: The listed fleet increased by three units, and the latest inventory mix pushed the group’s Quality Rating further into the

Medium Jets

Asset Quality Rating

$ Millions

Aug-19

Jul-19

Jun-19

May-19

5.000 Apr-19

Aug-19

Jul-19

Jun-19

May-19

Apr-19

Mar-19

Feb-19

Jan-19

Dec-18

Nov-18

Oct-18

36 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

$1.10

5.100

Mar-19

$1.20 $1.15

Sep-18

$2.30

$1.25

5.211 5.200

Feb-19

$2.50

$1.30

Jan-19

$1.27

5.300

Dec-18

$2.70

$1.35

Oct-18

$2.78

Sep-18

$2.90

Scale -2.500 to 10.000

Nov-18

Ask Price vs. Maintenance Exposure

www.AVBUYER.com

MarketIndicators OCT19.qxp_Layout 1 18/09/2019 10:21 Page 9

AVBUYER.com Tony Kioussis is president of Asset Insight.

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

Small Jets Ask Price vs. Maintenance Exposure

Asset Quality Rating

$ Millions

Scale -2.500 to 10.000

$0.85

$1.95

5.400

$0.75 5.200

Small Jets: Virtually on the other end of the spectrum we find the Small Jet group. Through its fourth consecutive Quality Rating decrease, the group just managed to stay within the ‘Very Good’ range, although the 5.076 Rating represented a 12-month low figure. Maintenance Exposure was virtually unchanged during August, but ‘Ask Price’ hit a 12-month low, dropping 1.6% for the month, and 6% since December.

As if things could not get any worse, the listed fleet has expanded by 67 units (14.1%) during the year and with many seriously old aircraft populating the ‘for sale’ pool, sellers of such units must locate buyers willing to chance becoming the asset’s final owner.

Outstanding Excellent 5.500 5.250 or to Greater 5.499

Turboprops

$0.70

5.200

$0.65

5.100

www.AVBUYER.com

Aug-19

Jun-19

May-19

Apr-19

4.900

Aug-19

Jun-19

May-19

Apr-19

4.700

Mar-19

$0.50

4.854

Feb-19

4.800 Jan-19

$0.55

Nov-18

Aug-19

Jul-19

Jun-19

May-19

Apr-19

Mar-19

Feb-19

Jan-19

Dec-18

Nov-18

Oct-18

$1.43 Sep-18

$1.40

5.000

Oct-18

$0.60 $1.45

Below Average Average 4.500 Less to than 4.749 4.500

Good 4.750 to 4.999

Scale -2.500 to 10.000

Sep-18

$0.63

$1.50

Very Good 5.000 to 5.249

Asset Quality Rating

$ Millions

$1.55

Mar-19

Asset Quality Rating Key

Dec-18

Ask Price vs. Maintenance Exposure

Feb-19

December. We continue to point out that higher quality assets are the ones trading, and sellers of such aircraft were the ones that benefited in August.

However, a slight decrease in the fleet’s ETP Ratio, when combined with other factors, would seem to indicate that at least some higher quality, departing assets were replaced with units of equal stature, so both buyers and sellers can still benefit, assuming they know how to distinguish between low price and good value.

MI www.assetinsight.com ❙

Asset Insight analytics (www.assetinsight.com)

Turboprops: The group’s Quality Rating and Maintenance Exposure improved in August but Ask Prices fell for the fifth Asset Insight analytics (www.assetinsight.com) consecutive month to establish a new record low figure, even though the ‘for sale’ fleet has increased by only three units since

Jan-19

Dec-18

5.000

Nov-18

$0.65

Oct-18

Aug-19

Jul-19

Jun-19

Apr-19

May-19

Feb-19

Mar-19

Jan-19

Dec-18

Oct-18

Nov-18

Sep-18

$1.68

5.076 Sep-18

$1.75

Jul-19

$0.75

Jul-19

$1.85

$1.65

5.600

AVBUYER MAGAZINE Vol 23 Issue 10 2019

37

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Market Insight 1.qxp_Layout 1 17/09/2019 15:39 Page 1

MARKET INSIGHTS 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

Industry Insiders’ Q2 2019 Used Jet Market Update Dave Higdon pieces together the picture

of the current used aircraft sales marketplace, sharing the insights of those well placed to read the various indicators…

hen GAMA released its Q2 2019 assessment of new aircraft deliveries, market observers got a surprise. In contrast to some expectations for slower sales of new business jets, GAMA’s report showed an increase.

For turboprop OEMs the news wasn't so good, and sales came up short of 2018 levels.

Meanwhile, the pre-owned business aircraft sales market already shows signs of slowing while, counter intuitively, prices seem to hold firm in a market pool where almost one in 10 aircraft is available for sale – up about a percentage point from a year ago.

Last year was a strong one for sales of used jets, according to Rolland Vincent, with over 2,800 transactions (about 2% more than in 2017). At that level, he adds, transactions of pre-owned jets beat

W

42 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

shipments of new business jets by a 4:1 factor. That level of sales activity reflected a healthy market where transactions equated to about 12.9% of the in-service business jet fleet.

From the start of 2019, used business jet sales have shown signs of a slow deceleration, and are on a pace to equal about 2,000 transactions (~28% below last year’s level), according to some forecasters.

And looking ahead to any threat of an industry downturn, Brian Foley, of Brian Foley Associates, projects “…it's very unlikely that the next industry downturn will be as cataclysmic as the last, when deliveries halved. Instead, a 10-20% correction is more within reason.

“This is lower than typical downturns of 30% or more, but each of those were preceded by a multiyear spike in [new aircraft] deliveries. In contrast www.AVBUYER.com

Market Insight 1.qxp_Layout 1 17/09/2019 10:35 Page 2

AVBUYER.com

now, deliveries have been flat for the past decade.”

Equipment, Age & Equipment

For the time being, declining used aircraft sales may reflect age and equipment issues applicable to an array of otherwise capable and affordable aircraft.

Surprisingly, conversations with corporate pilots, air traffic controllers and dealers and brokers, indicate some business aircraft never received the equipment upgrade needed to use RVSM airspace.

The owners of those aircraft largely decided their flying didn't warrant the expense of equipping to use the higher flight levels of RVSM airspace. While they continue to enjoy access to the national airspace system, they can't access the airspace above FL290. www.AVBUYER.com

And then on January 1, 2020, the FAA mandate for Automatic Dependent Surveillance-Broadcast (ADS-B) compliance comes into effect for access to the same airspace where the agency already requires Mode C. (That's pretty much all the airspace used by jets and turboprops.)

Meanwhile, the fleet of business jets is aging with a growing proportion older than 20 years. As one aircraft finance executive explained, “There will be quite a number of aircraft ‘parked’ because of this triple-threat combination of shortcomings.

“The impact on the value of those aircraft makes investing in meeting both mandates a hurdle that’s too tall to clear. The costs for some of these aircraft will exceed their value and [will also] put the squeeze on some airplanes already RVSM compliant but not yet ready to fly with ADS-B.” The pilot of one older Mid-Size jet lacking both

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“If there's one thing we've improved over the past decade, it's been involving more people in Business Aviation...”

RVSM and ADS-B compliance told AvBuyer the airplane's owners had assessed the cost and decided to eschew both. The jet is likely to be scrapped for parts come January. “Management decided the investment would not pay off in the long term,” the pilot explained.

Supply & Demand Conundrum

The available pool of pre-owned business-turbine aircraft for sale held steady during the early months of 2019, and then began to increase. Prices unsurprisingly held steady.

For the past couple of months, however, that status bucked the expectations for a market with more used aircraft available for sale. The percentage now stands at just over 10% of the fleet. Nonetheless, prices continue to hold (except in areas with a disproportionately high fleet percentage on the market). In those niche areas small price concessions helped move airplanes.

Our finance executive expects total pre-owned sales to barely make 2,000 in 2019. “The financing is available. The terms are more realistic than a decade ago,” the finance officer observed (referring to the terms sought during the opening of the Great Recession).

“This slowdown, as it comes, won't approach the chaos and price depression of 2008 and 2009,” he forecast.

Virtually no aspect of today's market compares to the panic-driven sell-off that pushed aircraft values below the level of their owners' loan obligations.

“One element worth noting in how sales have started to slow is the uncertainty over the global economy and the trade conflicts between the US and China,” noted an east coast broker. “The full impact has yet to be felt here – but when it is, expect to see some current owners exit Business Aviation.”

Believers, Albeit not Aviation Apostles

The changes in options to access Business Aviation over the past decade give more ways to enjoy the benefits of business aircraft. For example, the expansion in the size, number and variety of fractional ownership programs; the club approach (as represented by Wheels Up); jet cards; and leases provide more avenues for Business Aviation users to pay for only the access they need, as opposed to full ownership.

“If there's one thing we've improved over the past decade, it's been involving more people in Business Aviation,” the aircraft finance executive noted. “A whole lot of users will explore every avenue available to keep them off the airlines – except for when it's absolutely the most costeffective choice. And we know that won't be a lot of the time.”

Meanwhile, with the backlogs grown in recent years, the certification and service entry of many new Large Cabin business jets will keep the fleet and users growing – even as it adds more sales stock to the pool of pre-owned business aircraft for sale. ❙

Understanding the Business Aviation Market - with AvBuyer 44 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

www.AVBUYER.com

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O'GaraJets October.qxp_Layout 1 16/09/2019 12:43 Page 2

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MARKET INSIGHTS

How Hot is the Used Helicopter Sales Market?

Recent market reports indicate the VIP used

helicopter marketplace is Mark Clancy Michael Roberts

holding up well so far in

2019. AvBuyer’s Matt Harris spoke with Mark Clancy, HelicopterBuyer and

Michael Roberts, JETVEND to gain their insights…

he used aircraft marketplace today paints a complex picture, and the market for preowned turbine helicopters is no different.

According to data released by JETNET, turbine helicopter sales decreased 13.3% year-overyear (YoY) during the first half (H1) of 2019.

At the same time, turbine helicopters took an average 31 days less to sell than they did in H1 2018, and the fleet percentage for sale dropped from 5.8% in 2018 to 5.3% in 2019.

Additional information published in Aero Asset’s recent report covering pre-owned helicopter market trends says that as many as 63% of sales in Q2 2019 were configured for VIP operations. So, while transactions appear to be down for the year generally, it seems that VIP-configured helicopters are holding up well within the current marketplace.

But why is this?

“Demand for VIP helicopters has increased during the last two years, and it comes from private buyers purchasing light single-engine turbines through to high-net-worth individuals seeking to purchase twinengine VIP configured medium helicopters,” explains Mark Clancy, president and CEO, HelicopterBuyer.

Clancy, with 32 years’ experience in the aviation business and 20 years in helicopter sales, started out as an aerospace engineer, overhauling Garrett

T

50 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

TFE731 turbofan engines and selling business jet and engine MRO services before offering Lycoming T53 and Rolls-Royce M250 helicopter engine MRO sales.

Eventually, in 2000, he moved into the helicopter trading business, and established HelicopterBuyer.

“The prosperous business environment today, especially in North America, is the impetus behind the trend for VIP sales,” he elaborates. “We have seen many small business owners interested in learning to fly and seeking to buy their own helicopter.”

Though he didn’t have percentages to hand for VIP helicopter transactions versus other applications, Michael Roberts, president, helicopter and jet sales brokerage JETVEND believes plenty of potential exists for continued growth in the VIP helicopter sector.

Roberts began his own fixed-wing brokerage in 2007, and when an opportunity arose to sell a Sikorsky which had been originally custom-ordered by the Sultan of Brunei he moved into rotorcraft sales, which forms a substantial part of his business today.

“There are many more people in the world who could benefit from, and can afford helicopter travel, who are not currently using helicopters,” he notes.

“Simply put, the potential is massive.” www.AVBUYER.com

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Medium Twin-Engine Trouble-spots

Aero Asset suggests that although twin-engine helicopter retail sales have been up across all weight classes, that has not been the case in the mediumtwin category - accounting for 30% of the pre-owned transaction volume, year to date (YTD).

“I believe that the medium-twins in question are former off-shore or EMS Bell 412s and older Eurocopter/Airbus AS332s that generally have not been selling and are sitting idle,” Clancy suggests.

“However, the trend over the last couple of years has been for these helicopters to find a second life in the utility markets.

“For example, the older Bell 412s (412, 412SP and 412HP) are much lighter than the 412EP and are less expensive. There have been several examples of utility operators reconfiguring them for utility missions," he elaborates.

“The Bell 412 hot and high performance is not as good as a Bell 205A-1++, 212S or 212 (for example), but not all utility operators need to fly in hot-andhigh environments. The 412 is also much faster and smoother to fly than the older Bell two-bladed rotor system medium twins. The same could be said of former offshore configured AS332 L1s and L2s; several have been reconfigured for firefighting in Europe and North America. www.AVBUYER.com

“The other reason why the medium-twins have not been selling well is due to growing interest in heavy helicopters for forestry and other infrastructure projects, such as power line construction.”

Older Helicopters: Finding a ‘Second Life’

Remarkably, according to Aero Asset’s report, only 2% of the YTD sales of VIP helicopters are for airframes older than 20 years. Clancy points out that while aircraft like the Bell 412 might find a ‘second life’ in a different sector, others are not so easily repurposed.

“Older Sikorsky S-76s do not have much of a ‘second life’ opportunity as they’re not candidates for utility work,” he explains. “They’re too expensive to reconfigure to VIP/corporate and are too costly to maintain. Generally, they’re too much for the private operator to fly and hangar.”

Nevertheless, some older Bell 206 Long Rangers and older AS350s are being transitioned from utility roles to private operators. “This type of transition first occurred years ago with the Bell 206B Jet Rangers and AS350Bs,” Clancy reveals. “Now, as commercial operators have shifted their preferences to the Bell 407 and AS350B3e, the Bell 206L3/L4 and AS350B2s are becoming aircraft of choice for private owners.”

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With a picture forming that some older helicopters have more traction than others on the pre-owned market, are there any big deterrents hindering more transactions of 20+ year-old helicopters in the current marketplace?

Roberts implies that some of the trouble could lay in the pricing. “Unless an older aircraft is priced according to its age, its current status, and particular projected expenses, it will sit on the market,” he details. “Buyers choose newer machines for the same amount that many sellers of older machines would like to get.”

“The key buyer deterrent relating to older helicopters is that most sellers are not thinking of the buyer when they decide to sell,” Clancy believes.

“Sellers really need to consider the buyer more when marketing their asset. They can do this by ensuring the helicopter is airworthy; by updating components; and by addressing major inspections that may be coming due soon.

“It’s also worth sellers investing in new paint and an interior refurbishment. And, they need to be realistic, ensuring they price the helicopter right for the target buyer-market.”

Pre-Owned Helicopter Market Hotspots

Having discussed a couple of the sticking points in today’s pre-owned helicopter marketplace, one market is catching Clancy’s eye for all the right reasons so far in 2019. “Bell 407s are probably the hottest helicopter on the market today as there is only 2.8% of the fleet for sale,” he says. “By comparison, many other models have 5% of the fleet for sale.”

What’s behind the market activity for this particular model? “While Bell has been increasing its factory production capability, it has many domestic and foreign government priority orders at present.

“This is pushing out commercial lead-times, driving the pre-owned demand and pricing,” he reveals.

Sunny Horizon for Pre-Owned Helicopter Sales?

Though used turbine sales during 2019 have been down YoY, do Roberts and Clancy expect an uptick

52 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

any time soon? While Roberts sees potential for all categories within the helicopter sales marketplace to improve, Clancy points to the different factors that influence different segments.

“Regional Gross Domestic Product growth and geopolitical stability drive the offshore helicopter markets, whereas private buyer demand is primarily a function of the economy,” he notes. “High-networth-individuals associated with the VIP markets are not affected by the economy, though.

“Meanwhile, emergency medical markets are determined by private investment and government regulation, but utility markets are driven by a combination of economically-driven resource development and environmentally-compelling firefighting and disaster recovery support.

“So, you see, depending on domestic and world events, and your point of view, you can develop your own sense of where the various global helicopter market sectors are headed going forwards…” ❙ MI More information from www.helicopterbuyer.com and www.jets.aero

www.AVBUYER.com

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MARKET INSIGHTS

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North American Business Jet & Turboprop Fleet Analysis

As eyes turn to Las Vegas, Nevada for NBAA-BACE 2019, Mike Chase takes the

opportunity to analyze the health of the North American Business Aviation fleet...

A Note on Global Trade

n August, the US economy celebrated its longest-ever period of growth—122 months, dating to the end of the Great Recession of 2007–2009. Real gross domestic product (GDP) increased 2% in Q2 2019, according to the “second” estimate released by the Bureau of Economic Analysis (BEA). In Q1, real GDP rose 3.1%.

Why’s this important? The BEA report shows that the US GDP was above the 3% growth mark (when Business Aviation tends to do well) in Q1 2019 but is off to a slow start in Q2.

I

Currently the US international trade in goods and services has global markets in dispute, causing much concern worldwide. In 2018 there was a large imbalance – to the tune of $628bn – between US imports and exports, and the US has been paying for a greater amount of imports.

To illustrate, in 1992 the negative balance between US imports and exports was recorded at $39bn, which grew to $384bn by 2009, and almost double in 2018. While the US is trying to reverse and reduce these trade imbalances, this

TABLE A: Location of In-Operation Wholly Owned Business Aircraft

By Continent (Based-In) AS OF 08/19

AFRICA

ASIA

OCEANIA

EUROPE

N. AMERICA

S. AMERICA

TOTAL

Business Jets

458

1,551

233

2,591

14,223

1,398

20,454

Fleet %

2%

8%

1%

13%

69%

7%

100%

Turboprops

878

1,003

540

1,303

9,259

1,988

14,971

Fleet %

6%

7%

3%

9%

62%

13%

100%

August 2010 to August 2019 CAGR 2.8%

12,000 10,000

CAGR 1.8%

North American Business Jet Fleet (By OEM)

8,000 6,000 4,000

Business Jets Source: JETNET Presentation and Analysis by Chase Associates

58 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

Business Turboprops

AUG 19

AUG 18

AUG 17

AUG 16

AUG 15

AUG 14

AUG 13

AUG 12

AUG 11

AUG 10

AUG 19

AUG 18

AUG 17

AUG 16

AUG 15

AUG 14

AUG 13

AUG 12

AUG 11

AUG 10

2,000 0

At the end of August 2019, North America accounted for 14,223 (69%) of the global wholly-owned, in operation, business jet fleet (based-in), and 9,259 (62%) of the total global business turboprop fleet (Table A, left).

This represents an increase of 403 (2.9%) more business jets in North America in 2019 compared to 2018, whereas business turboprops increased by 123 (1.3%) in North America during the same timeframe.

Chart A (left), meanwhile, depicts a tenyear fleet overview for North American business jets and turboprops (August 2010 through August 2019). There are 4,964 more business jets than turboprops, as of August 2019, a difference that has continued to grow since 2010 when there was a difference of 3,195.

(Note, too, that the Compounded Annual Grow Rate (CAGR) for business jets (2.8%) and turboprops (1.8%) are reflected over this ten-year period.)

CHART A: Ten Year North American Business Jet & Turboprop Fleet Overview

14,000

Global Fleet Percentages

North American Fleet Ten Year Overview

Source: JETNET

16,000

situation has resulted in trade wars between the US and other countries where very high tariffs have been placed on the goods and services traded.

These policies have resulted in a negative economic outlook in global business trade, including Business Aviation. So how is the North American BizAv fleet looking in 2019 with the current economic climate?

Textron Aviation, incorporating Cessna, Hawker and Beechjet models, lead the manufacturers for business jets in operation in North America (per Chart B, overleaf) with a combined total of 44% of the fleet.

Bombardier, Gulfstream, Dassault Falcon, and Embraer follow with the next largest percentages. Together,

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these ‘Top Five’ OEMs account for 95% of the 14,223 wholly-owned business jets in North America.

the US has the largest number of business jets and business turboprops in North America. (The total numbers of aircraft that are wholly-owned, shared and fractionally owned are also represented, along with the numbers leased.)

Today, leased business jets make up 6.7% of the total fleet of jets in operation within North America, and 6% of the turboprops.

North American Business Turboprop Fleet (By OEM)

Of the turboprop OEMs, Textron’s Beechcraft and Cessna lead the way in North America with 4,997 units (54%) of the total 9,259 units in operation.

Together, Textron, Pilatus, Piper/Cheyenne and Socata/DAHER comprise the ‘Top Four’ manufacturers of in-operation business turboprops in North America, and account for a combined 84% of all the turboprops there, (see Chart C, below, right).

In Summary

The Business Aviation Market is driven by strong economic activity, corporate profitability, wealth creation, and business investment. Based on GDP measurements, the US economy continues to have large quarterly percentage swings that has not shown consistently strong economic activity to sustain Business Aviation growth in North

Top Ten Operating Nations, North America

As depicted in Tables B and C (below),

CHART B: Business Jets by OEM, North America (August 2019)

Other Embraer 732 546 5% 4% Falcon 1,397 10%

CHART C: Business Turboprops by OEM, North America (August 2019)

Other 1,551 16%

Textron Bombardier

Gulfstream 2,169 15%

Falcon

Pilatus Piper/Cheyenne

Textron 4,997 54%

Piper/Cheyenne 1,027 11%

Embraer Bombardier 3,064 22%

Textron

Socata/DAHER 661 7%

Gulfstream

Textron 6,315 44%

America. The Top Three Business Aviationoperating countries in North America account for 98% of the total business jet fleet, and 96% of the turboprop fleet in the continent between them.

Of those Top Three nations, the GDP growth outlook for the US is 2.46% for 2019 and is expected to drop to 1.78% in 2020.

Canada expects a 1.35% GDP growth in 2019 and an increase to 1.85% in 2020, while Mexico anticipates the lowest projection for 2019 (among the Top Three) of 1.18% for 2019 and 1.5% for 2020.

The United States holds the leading position in North America for number of business jets and turboprops by a large margin. Overall, growth of the North American jet fleet continues at a faster rate than for turboprops. ❙

Socata/DAHER Other

Pilatus 1,063 11%

Other Total: 14,223

Total: 9,259 Source: JETNET

TABLE B: Top Ten N. American Countries, Business Jets (as of August 2019) WHOLLY OWNED

FRACTIONAL

TOTAL

LEASED

RANK

COUNTRY

12,564

477

617

13,658

940

1

United States

931

13

12

956

52

2

Canada

518

25

3

45

3

4

35

2

5

Panama

31

1

6

Costa Rica

26

1

7

Honduras

27

COUNTRY

1

United States

2

Mexico

3

Canada

488

6

24

4

Dominican Republic

44

1

-

5

Guatemala

35

-

-

6

Panama

30

1

-

7

Puerto Rico

26

-

-

16

8

Cayman Islands Virgin Islands (British) 14

10

Bahamas

WHOLLY OWNED

SHARED

RANK

9

TABLE C: Top Ten N. American Countries, Business Turboprops (as of August 2019)

-

11

-

2

SOURCE: JETNET Number of Leased included in total

60 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

16 14

-

1 -

13

-

SHARED

FRACTIONAL

TOTAL

LEASED

7,684

254

44

7,982

501

793

5

-

798

29

Mexico

444

8

-

452

17

Guatemala

74

2

-

76

1

72

1

-

73

-

34

-

-

34

6

-

-

27

-

8

Puerto Rico

24

-

-

24

9

9

Belize

21

-

-

21

2

10

Dominican Republic

19

-

-

19

1

SOURCE: JETNET Number of Leased included in total

www.AVBUYER.com

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Buying&Selling 1 Oct.QXP_Finance 17/09/2019 11:00 Page 1

BUYING & SELLING AIRCRAFT

Five Older Used Jets Worth a Second Look…

If you’re shopping the used aircraft marketplace, should older jets automatically be ruled out of your search? Aircraft appraiser Jeremy Cox highlights five older business aircraft that could be worth a second look, and why…

I

1)

2)

3)

t’s apparent to me that the current state of the business jet marketplace can be divided into three separate segments:

Large Cabin/Heavy Jets: This is a strong market, but late models suffer from significant depreciation in value during the first five years of service.

Aircraft younger than 2005 (Mid-size and Smaller): There is a lack of inventory at present, therefore values within this segment are increasing.

Everything else: Values continue to drop and some will struggle to find any buyer, now or in the future. Worse, still, the part-out market for

66 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

these aircraft is rapidly diminishing. Many of the jet aircraft in this segment are what I would term ‘Jurassic’ jets.

So what, in my opinion, defines a Jurassic jet? I tend to use the following criteria: • Is the aircraft older than 25 years?

• Does it have Cathode Ray Tube EFIS (if at all)?

• Does it have analog systems instead of digital?

• Does it lack the efficiency of winglets (a few exceptions apply here)?

• Is it lacking Full Authority Digital Engine Control (FADEC)?

• Does it operate with lower engine core by-pass air? www.AVBUYER.com

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Buying&Selling 1 Oct.QXP_Finance 17/09/2019 11:01 Page 2

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

Contact him via jeremy@jetvaluesjeremy.com

• • • • •

Table A: Fleet Depletion (by Model) Where More Than 75% Have Been Retired/Written Off

Does it lack efficient/optimized exhaust mixing?

Are there few (if any) R composite engine parts?

Does it have lower Inter Turbine Temperatures (ITT)?

Is there a lack of turbine gearing?

Is the aircraft on hard-time engine overhaul intervals (i.e. unqualified for MSG 3/oncondition)?

M BUSINESS JETS 1121A/B Jet Commander

1963

Hawker 1A/1B/3ARA/3A-731

1962

The average year of manufacture for the entire business jet fleet (which consists of over 21,000 aircraft) is 1991, putting the average age at 28 years.

Almost 20% (>4,100 aircraft) of all business jets manufactured have since been written-off for various reasons, with obsolescence being the primary cause.

For the more than 4,100 aircraft that have been written-off over time, the average total-hours since new is a mere 5,500 hours, which – viewed through the lens of the airline industry – is less than two years’ worth of operations for an aircraft like a Boeing 737 or 757.

Table A (right) illustrates this transition by listing the Fleet Depletion, by Model, where more than 75% of the model’s fleet has been retired/written-off.

Boeing B727-200

1973

Learjet 23/24A/24B/25

1963

Falcon 20S/E/F

1965

Fokker F28-1000

1969

Jetstar -8/731

1961

Lockheed L1011-500

1981

Diamond 1/II

1979

Sabreliner 40

1963

Older Aircraft That are Worth a Second Look

With this in mind, are older business jets ever worth considering in the used jet market? In some cases, the answer is a definite ‘yes’ as we’ll illustrate here…

The financial qualifications to own a business jet (as opposed to utilizing shares, jet cards or charter) are more than $25m net worth if you’re an individual, or over $120m annual sales as a corporation. If a potential business jet owner has less wealth or sales, they may well find that covering the annual operating cost (as well as debt service) on a new, or nearly new aircraft is very tight.

In today’s divided marketplace, however, potential buyers could choose to focus on the ‘Everything Else’ market segment I identified, and there are several great buys that could be considered here.

More than 10 years ago, before the Great Recession struck, I would often hear potential buyers say, “I can buy lots of gas for a couple of million dollars”, when they were in the market for a used jet and didn’t care that older aircraft had less fuel efficient engines.

Today’s fuel prices are stable and low, and for prospective buyers who are willing to be the last owner of a jet before it either ‘times-out’ on its engines, or completing a future airframe inspection is www.AVBUYER.com

TURBOPROPS Starship

1990

Gulfstream GI

1958

Hawker Siddeley HS748-2A/2B

1968

Merlin IIA

1967

Mitsubishi MU-2B/2F/2G/2J

1967

no longer fiscally viable, there are some excellent deals available that are well worth considering.

These include: • • • • •

Bombardier Learjet 35A (equipped with Honeywell TFE731-2-2B) Bombardier Learjet 55 (equipped with Honeywell TFE731-3A-2B) Mitsubishi Diamond 1A (equipped with Pratt & Whitney JT15D-4D) Sabreliner 65 (equipped with Honeywell TFE731-3DR-1D) IAI Westwind I/II (equipped with Honeywell TFE731-3-1G).

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BUYING & SELLING AIRCRAFT M

B

Table B: How do our Older Aircraft Compare?

MODEL

MOST RECENT PRODUCTION

FUEL BURN/Hr. (USG)

DOC $/Hr.*

CABIN SIZE (Cu Ft)

PILOTS

PAX SEATS

PRICE

Sample New Jet

2019

185

$1,221

325

1

8

$9,450,000

Learjet 35A

1992

206

$2,068

268

2

8

<$300,000

Learjet 55

1990

226

$2,463

407

2

8

<$300,000

Diamond 1A

1985

178

$2,013

292

2

7

<$300,000

Sabreliner 65

1981

230

$2,003

400

2

7

<$300,000

Westwind

1987

206

$2,265

323

2

8

<$300,000

TURBOPROPS S The criteria used to select the above list of aircraft included: • A purchase price below US$300k (which is less than the down-payment on a new aircraft); • If Honeywell TFE731 powered, FAA AD 201217-05 for the first stage low-pressure turbine rotor discs (due by October 2020) cannot apply.

The compliance cost is likely to exceed the value of the aircraft. (This includes the 731-4 and 731-5 series engines); • An airframe maintenance schedule predominantly governed by flight hours, rather than a calendar date; • Landing gear overhauls (if applicable) cost less than $100k to accomplish; • Parts and Components are readily available and relatively inexpensive from multiple ‘third-party’ sources.

comparison with the five older used jets we’ve identified as being worth a second look.

Note: The Direct Operating Cost (DOC) used is from the JetBrokers aircraft comparison tables (www.jetbrokers.com) and assumes a fuel cost of $4.25/gal, engine reserves (either MSP or overhaul agency estimates), and maintenance costs using information gathered from operators. All inspection estimates are based upon operating 400 hours per year, averaging 1.5hr legs.

Establishing an Aircraft’s Efficiency Rating

We summarize our review of older jets worth a second look using a formula provided by Robin Higham, whose comprehensive book ‘100 Years of Air Power and Aviation’ includes an ‘Efficiency Rating Scale’ that can be applied to all aircraft.

The three parameters used in creating an efficiency rating are:

You’ll also note that none of the above aircraft feature a stand-up cabin. That’s because most (if not all) of the larger cabin aircraft are economically challenged due to any one of the following reasons: • ADS-B compliance will cost too much; • Engines are subject to a calendar interval midlife inspection/overhaul due to corrosion; • Calendar inspection/checks may exceed the value of the aircraft; • A landing gear overhaul may exceed the value of the aircraft.

‘Z’, multiplied by ‘Y’, multiplied by ‘X’, divided by 50,000,000 equals the aircraft’s Efficiency rating.

Table C (below) presents the results using the Higham scale for our older aircraft and the same ‘Sample New Jet’. The results leave plenty of food for thought… ❙

Therefore, using one of today’s leading Light Jets (‘Sample New Jet’), Table B (above) provides a

More information from www.jetvaluesjeremy.com

• • •

(X) Maximum Gross Take Off Weight (MGTOW) (Y) Maximum Level Speed (Max VNO) (Z) Design Range

Table C: Efficiency Rating for Older Aircraft and Sample New Jet MODEL

MGTOW (lbs)

MAX VNO (KTAS)

DESIGN RANGE (NM)

E-RATING

RANK

Westwind

23,650

515

2,400

584.6

1

Sabre 65

24,000

436

2,775

580.8

2

Learjet 55

21,000

463

2,492

484.6

3

Learjet 35A

18,300

521

2,196

418.7

4

Sample New Jet

17,526

453

1,971

313.0

5

Diamond 1A

14,630

434

1,120

142.2

6

68 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

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0

Jeteffect 8 October.qxp 18/09/2019 12:04 Page 1

Gulfstream G450 • S/N 4189

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File Photo

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Corporate Concepts 1 October.qxp 18/09/2019 14:43 Page 1

Corporate Concepts International, Inc. VVIP Boeing 737-200 • Always VVIP – Only 7,500 hours • Heavy inspection and landing gear overhaul in progress – Recent Exterior refurbishment • For Sale or Lease – Trades Considered • Recent Interior with new generation Cabin Management System – 24 passenger seats • High Speed Internet, CPDLC, FANS-1/A, ADS-B, Synthetic Vision and EVS • Stage III compliant JT8D-17 engines • Long Range Fuel – Extensive Spares Pkg. • Video and full details at www.flycci.com

Gulfstream G-V • Enrolled in Corporate Care, CASP and HAPP • Avionics upgrades including ADS-B and CPDLC • Forward Galley – Forward and Aft Lavs • Seventeen passenger – Current FAR Pt. 135 • Recent Interior Refurbishment • Heater Ribbon ASC Completed • Recent Engine Shop Visits

Boeing 737-300 VIP For Sale or Lease • Never a commercial airliner – Low total time • 42 passenger VIP interior – Forward Airstair • Engines enrolled in GE On-Point • High Speed Internet, ADS-B, FANS-1/A • Winglets – Stage III Noise certified • Available for ACMI Lease with full crew • Fresh from major inspection, upgrades and 100% ready to go.

Also Available – VIP McDonnell Douglas DC8-72 Wanted – Falcon 900EX EASy, Challenger 604, Citation CJ 2 or CJ3

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Corporate Concepts 2 October.qxp 18/09/2019 14:43 Page 1

Exceptional Falcon 50-4 For Sale or Lease – Available Immediately

• New generation Proline 21 avionics with WAAS/LPV and ADS-B, • Cost and fuel efficient Honeywell TFE731-4 engines with lowest MSP cost, Improved hot/high performance over the Falcon 50EX and Stage IV Noise Compliant, • Engines and APU on Honeywell MSP Gold, avionics on CASP, • Fresh 24 month and engine MPI’s in July 2019, • Recently Refurbished interior totally like new, • For Sale or Lease – CJ2 or CJ3 considered in trade.

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Dennis Blackburn +1.832.647.7581 blackburn@flycci.com

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Falcon 2000LX 2011 SERIAL NUMBER 228

The 2000LX Youâ&#x20AC;&#x2122;ve Been Searching For! If youâ&#x20AC;&#x2122;ve been looking for the right 2000LX, SN 228 is the answer.

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

Contact Jim Donath at Donath Aircraft Services.

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Buying&Selling 2 OCT.qxp_Finance 17/09/2019 10:53 Page 1

BUYING & SELLING AIRCRAFT

How to Build a Business Aircraft Acquisition Plan Why is it important to develop a thorough aircraft acquisition plan for

your next business jet purchase? David Wyndham highlights not only why, but also how you should formulate a failsafe blueprintâ&#x20AC;Ś

ith a sense of urgency and a large sum of cash, an aircraft acquisition can be completed rather quickly.

However, without a plan or the right team in place, these types of scrambles typically result in the wrong aircraft for the job, or just simply picking the wrong aircraft. To avoid the headache from an impulse purchase, you

W

74 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

need to build a business aircraft acquisition plan.

To begin, there are two fundamental reasons for acquiring new or different aircraft: 1) The current aircraft can no longer perform the mission, or 2) The current aircraft is no longer the most costeffective solution. www.AVBUYER.com

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Buying&Selling 2 OCT.qxp_Finance 17/09/2019 10:54 Page 2

AVBUYER.com David Wyndham is vice president of Conklin & de Decker, a JSSI Company, where his expertise in cost and performance analyses, fleet planning and life cycle costing are invaluable.

He’s formerly an instructor pilot with the US Air Force. Contact him via david@conklindd.com

Changes in mission need to be quantified. As an example, one client in the Eastern US started flying shorter trips with fewer people. Their eightpassenger jet, with a 1,800nm range, was more than they needed.

Instead, they found that a five-passenger airplane that’s more efficient on short trips might be the next aircraft for them.

But how can you quantify what it is that you need and want? Economics are critical. The cost of an aircraft is more than the acquisition price alone.

It encompasses the total costs needed to operate the aircraft and allow for a future residual value.

As an example, a single aircraft that meets 98% of usage requirements may cost far more than an aircraft that meets 85% of your needs with a supplemental jet card, charter or fractional solution in place for the remaining 15%.

What Should Your Acquisition Plan Include?

It is important for you to understand what it costs to own and operate the aircraft – and this will all www.AVBUYER.com

come into your acquisition plan. So, what should your acquisition plan include?

An aircraft acquisition plan must (at a minimum): • • •

Identify, quantify and differentiate your needs and wants; Identify and rank the possible aircraft types by mission capability; and Analyze all the costs involved with the aircraft.

Your plan should be void of emotional issues and stay as far from subjective criteria as possible.

To help in this respect, you will need someone who can ask the tough questions and assist with an unbiased analysis of the candidate aircraft.

Consultants may offer the unbiased review that you initially need, and their feedback will need to cover both technical and financial aspects of the aircraft acquisition.

Who Should be on Your Acquisition Team?

As you proceed with the acquisition you need to

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Buying&Selling 2 OCT.qxp_Finance 17/09/2019 10:55 Page 3

AVBUYER.com

BUYING & SELLING AIRCRAFT

“Think of your business aircraft acquisition as a ‘time-is-money’ deal. That is, if you don’t have much time, you’ll probably spend even more money!” add expertise across several fields to your team.

Tax planning should begin well before the purchase, not after the closing, meaning that you will need to hire someone familiar with taxes as they apply to aviation.

You will also need to consult a qualified aviation attorney to ensure that the contracts are appropriate and that the various regulatory issues are addressed. A document that looks good from a basic business perspective may not be legal in the eyes of the FAA or other aviation authority.

Don't overlook the insurance broker, who will need to be kept informed as to when and how the aircraft is to be used. (For example, if the aircraft is to be placed on a management agreement, who and how are each of the parties to that agreement going to be covered?)

You will also need an aircraft sales professional, who will ideally have an excellent understanding of the aircraft sales market — what the availability is; lead times for various models; who to contact about pre-buy inspections and appraisals; and how long it could take to dispose of your current aircraft.

Moreover, the aircraft sales professional you hire will need all the qualities required to be an excellent facilitator, since their job will also be to make sure the deal closes and that all parties are happy.

Additional Planning When Buying New…

Moreover, if you are buying a new aircraft, specifying all the options, picking out paint, and choosing an interior may take a minimum of six months and may well require the services of additional advisors.

In Summary…

Think of your business aircraft acquisition as a “time-is-money” deal. That is, if you don’t have much time, you’ll probably spend even more money! If you are looking to close a deal by the end of this year, you need to be looking seriously right now, and investing in all of the right areas to ensure your acquisition plan results in the right aircraft, at the right cost, at the right time. ❙ More information from www.conklindd.com

Make More Informed Buying Decisions with AvBuyer 76 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

www.AVBUYER.com

Boutsen October.qxp_Layout 1 16/09/2019 12:49 Page 1

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2003 FALCON 2000EX - MSN 0014

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Rolls Royce October.qxp_Empyrean 17/09/2019 15:42 Page 1

Sponsored Column

Going for Gold: How Rolls-Royce prepares for the unexpected

You’re probably not giving much thought to the Olympics next year. However, Business Aviation manufacturers spend months of logistical planning for the thousands of customers that use Business Aviation to travel to the games. Preparation for Tokyo starts several months prior.

Gregor Schmidt, Head of Aircraft Operations at RollsRoyce, gives you an inside look at some of the nuances involved in preparing to host hundreds of business aircraft powered by Rolls-Royce engines.

“It’s similar to preparing for a marathon, it doesn’t just happen overnight”, Schmidt says. “We rely heavily on our unique global network of Authorized Service Centres (ASCs). It’s impossible to have local knowledge of every city or country in the world, but given our extensive footprint of 77 ASCs, we have a reliable partner in the region or even in the city where the major events are taking place.”

Rolls-Royce also triple-check the tooling and spare parts available on-site and proactively ship parts to the city where the event is taking place. “In Brazil during the 2014 FIFA World Cup and Olympics in 2016, we understood the pressure that these events would place on our service network and accepting a reduction in service level was simply not an option. Given the challenges with long

78 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

customs lead times in Brazil, additional provisions were imported to ensure adequate and seamless coverage for our demanding customers.”

When asked if similar preparation occurs for major sporting events such as the PGA Masters or the SuperBowl, Schmidt replies “Absolutely, but given that a large majority of Business Aviation is situated in North America, these events tend to be a little easier to plan for.

We have a very large footprint in the region, so moving spares, tooling and technical know-how isn’t as complex as dealing with less logistically accessible locations such as Sochi, Tokyo or Rio de Janeiro.”

Generally speaking, the “80-20” rule must be applied, focusing on providing inventory for those components that have a higher (yet still unlikely) historical tendency to fail. But if a spare part isn’t available, Schmidt explains “Rolls-Royce prides itself in going the extra mile.

Typically, we solve standard aircraft on ground (AOG) situations in under 24 hours, wherever these events occur.

However, we have contracts with reputable charter companies to ensure alternative lift is available for unexpected and lengthier AOG situations. Although we aren’t competing for medals at the Olympics, we like to think we’re also going for gold.”

www.AVBUYER.com

Buying&Selling 3.qxp_Finance 17/09/2019 16:28 Page 1

BUYING & SELLING AIRCRAFT

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www.AVBUYER.com

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AVBUYER.com

B

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

How Much Does a Private Jet Cost?

Is it easy to put a flat cost on private jet ownership? How does the cost compare to the value of owning a private jet? Industry expert Jet Tolbert highlights the basics, while offering the perspective of the many benefits that come from owning an aircraft…

or years people in the private jet industry have considered the scheduled airlines to be their largest advertiser. Flying a private jet enables travelers to avoid long, arduous arrivals and departures procedures, ticket queues and security checks, and allows them to run to their own schedule, rather than that of the airline.

Private jet flights are coordinated to meet the owner’s schedule, and delays are minimal. The difference is so profound that many corporate executives opt to fly privately. Even the most frugal of executives find the value far outweighs the cost of flying a business jet.

When Warren Buffett bought his first private jet, he named it ‘the Indefensible’ due to the negative criticism towards private jet owners at the time.

Later he not only renamed it ‘the Indispensable’, but he found the benefits so valuable he moved forward with the purchase of a company offering shared private jet ownership solutions (Fractional Ownership).

Clearly, there’s far more to consider when answering a question such as how much a private jet costs…

F

What’s the Purchase and Hourly Operating Cost of a Private Jet?

The price range for a brand-new business jet could www.AVBUYER.com

range anywhere from under $3m to over $70m, depending on the desired size and performance of the jet. Moreover, the costs per hour to operate a jet ranges substantially depending on the size and age of the jet and could cost anywhere from $900 per hour up to $4,500 per hour.

From my experience, a typical corporate user could have an average annual budget anywhere from to $400k to $2.5m. While these are certainly big numbers, nearly all operators of private jets that I’ve met have entered aircraft ownership as a result of the economic benefits.

Not everybody owns their own jet, however.

Some find charter and jet card options to be an economically viable way of accessing Business Aviation, and others purchase a fractional share in an aircraft if their annual utilization is too low to justify outright ownership.

Who Owns a Private Jet?

The current worldwide fleet comprises approximately 22,000 private jets and 15,000 turboprops, of which around 65-70% are located in the US. And within the US, 3% of corporate aircraft owners are S&P 500 companies, meaning that the remaining 97% of private jet aircraft are operated by individuals, organizations and businesses – whether large, medium or small.

In fact, 85% of US Companies that utilize

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BUYING & SELLING AIRCRAFT

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corporate aircraft are small to mid-size businesses with 50-500 employees.

What are the Corporate Benefits of Private Jets?

According to a 2017 NEXA study, companies utilizing Business Aviation outperform their competitors in several metrics. Indeed, companies using Business Aviation outperformed non-users by 70% in terms of Enterprise Value based on their statistics from the five-year period 2012-2017.

The same study cited 10 areas where many toprated companies were Business Aviation users.

Here are some of the metrics (and percentages) of companies that utilize Business Aviation to achieve this accolade: • • • • • • •

92% of America’s 50 most-innovative companies (Forbes Global List 2017) 95% of the 100 best places to work (Fortune 2017) 97% of the 50 ‘Best Customer Services’ (24/7 Wall St. 2016) 92% of the 50 best brands (Interbrand 2016) 98% of the world’s 50 most-admired companies (Fortune 2017) 95% of the 50 top-performing US companies (Forbes Global 2017) 100% of the most trustworthy companies in America (Forbes 2017)

• • •

86% of the S&P 50 top performing stocks (16Q117) 95% of the ‘Change the World’ top 20 (Fortune 2016) 92% of the 100 ‘Best Corporate Citizens’ (The CRO 2017)

The Broader Economic Benefits to Private Jets

We’ll summarize with a few more economic benefits that should illustrate that when discussing the cost of a private jet, those costs must be weighed against the benefits the jet brings to an organization.

According to the same 2017 NEXA study, the FAA estimates that Business Aviation contributes approximately $64bn to the US economy annually.

PricewaterhouseCoopers’ Study concluded that Business Aviation helps support more than one million jobs and over $200bn in economic activity nationwide, and that a single aircraft can bring $2.5m in economic benefit to a local community surrounding a General Aviation airport from direct, indirect and induced economic contribution.

This contribution to local economies and taxes makes Business Aviation users good corporate citizens and increases shareholder value. That’s got to be a cost worth expending… ❙ More information from www.americanaircraftsales.com

Lower Carbon Emissions Costs Expected In a related area to private jet cost, at present bio jet fuel manufacturers are working towards reducing the cost to aircraft operators for their carbon emissions. For example, in the US LAX is using 50/50 biofuel in all commercial aircraft fuel purchases; a blend that reduces carbon emissions by up to 40%.

It’s expected that there will be a 82 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

100% biofuel approval within the next five years which will enable an 80% reduction in carbon emissions from jets. This technology is being promoted in Business Aviation, too, through partnerships with FBOs, and it’s expected to begin fueling private aircraft in the near future.

Currently there are five processes for creating bio jet fuel

with several more set to be approved for ASTM manufacturing standards. In fact, the expectation is for at least a dozen more manufacturing processes to be approved within the next five years, creating a further increase in availability as a direct replacement for Jet A, without the need for any modifications to the aircraft or their engines. www.AVBUYER.com

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OWNERSHIP

Three Reasons for Business Jet Ownership

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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 the aviation director for his current employer.

There are multiple stories highlighting how the business aircraft was the only tool that could get the job done for hundreds of companies around the world. Andre Fodor, aviation director, Johnsonville, lists three examples from his career… he story repeats itself every year. Flight department managers annually find themselves working with tax accountants and lawyers, preparing tax statements that show aircraft usage, costs and the tax burden of aircraft operation and ownership.

From a practical standpoint, taxation accountants and flight department managers differ when looking at costs. Speaking as a flight department manager, an accountant’s math is an alchemy that includes elements of depreciation, acquisition, capitalization and operational costs that on paper may show hourly costs soaring to astounding numbers. The flight department manager’s math focuses on the actual day-to-day costs to operate.

These tax statements often lead to discussions with company principals about the personal use of the aircraft, associated costs and taxation. Initially they’re surprised – even shocked – over the costs.

But when asked whether they would be willing to fly scheduled airlines, fly less, or cancel some of their personal usage, the answer is usually a resounding ‘no’.

Why? Let’s look at three short stories highlighting where flying business aircraft was the only way to get the job done…

T

One day, a crew was dispatched to fly the former president of a major nation. Already a complex trip with much pre-planning and back-up planning, the crew arrived early and readied the aircraft for a quick departure. The entourage arrived late, though, and behind schedule for their next meeting.

As the passengers boarded the jet and the captain asked for their IDs, the ex-president casually replied, “I don’t have any”. A moment of solemn silence ensued after the captain explained that he could not depart without valid identification. Although the passenger is the former president of a major nation with a face that is well-known – there was no doubting who he was – the law is the law.

Looking for an alternative solution we called the federal authorities and discovered that someone who is in custody and being transported by a federal law enforcement officer (LEO) can fly, providing the LEO travels alongside their charge until they reach their destination.

A secret service agent was summoned, accepted custody, and the flight was able to proceed. You’d have difficulty matching the level of problem-solving and flexibility aboard a scheduled airline

A President Without ID

Multiple Contracts, Multiple Destinations

When managing flight operations for a charter company, new restrictions came into effect requiring positive government identification of all passengers before they could board a charter flight.

As the law, it also became part of the company’s Standard Operating Procedures. www.AVBUYER.com

On another occasion a shipping magnate from the Philippines was close to closing a major contract deal. His company was buying the rights to port access in several European countries. This was a project that had taken years to finalize and was culminating with the signing of valuable contracts.

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OWNERSHIP

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“Private aviation provides an exclusive service for getting people from Point A to Point B.” The caveat was that each agreement was predicated on the signature of linked contracts with another European port and all of the contracts required the magnate’s signature on the same day.

That would require the CEO to fly – in specific order – to Copenhagen, Denmark; Stockholm, Sweden; Tallinn, Estonia; Helsinki, Finland; and finally to St. Petersburg, Russia. Assuring the success of this sequence of flights was so important that three aircraft were involved; one aircraft to take the passengers, while two were positioned on stand-by with fresh crews in case of AOG or dutytime issues.

Try that using the scheduled airlines!

Humanitarian Mission Flexibility

After a hurricane had ravaged an island leaving it without power, access to medication or hospital services, I received a call from operations asking if we could evacuate cancer patients from the island.

The patients were stable but needed to get to a medical facility to resume their treatment.

All airline flight access to the island was shut 86 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

down because the main airport was being used for relief operations, but there was a small General Aviation airport nearby.

Thinking ahead, we loaded the aircraft with supplies – potable water, dry foods and medications - unloaded and then loaded ten passengers aboard, flying them back to the mainland and preventing them from reaching a critical condition.

In Summary…

Private aviation provides an exclusive service for getting people from Point A to Point B. Quantifying the benefits of private flight is a challenge, especially when the goal is to try to balance costs and benefits.

However, you need only look at the major corporate hubs worldwide, including Teterboro, NY; Nice, France; London Luton, UK; and Geneva, Switzerland that continue to see traffic grow, as proof that Business Aviation provides tangible benefits that can’t merely be quantified in dollars and cents. T www.AVBUYER.com

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JET COMPARISON

BOMBARDIER GLOBAL 7500

Ultra-Long-Range Jet Comparison: Bombardier Global 7500 vs Gulfstream G650ER How do Bombardier’s Global 7500 and the Gulfstream G650ER compare?

What are the advantages that each model offers? Mike Chase analyses the

performance of Business Aviation’s two big Ultra-Long-Range contenders… ver the following paragraphs we’ll consider key productivity parameters (including payload, range, speed and cabin size) and the current market for the Bombardier Global 7500 and Gulfstream G650ER. In a direct comparison of these Ultra-Long-Range business jet models, which has the greater range?

We’ll assess the pros and cons of each model…

O

Bombardier Global 7500

Announced in October 2010 as the Global 7000, the model was renamed the Global 7500 after its extended range capability was announced in 2018.

The Global 7500 was type certified by Transport Canada (TC) and the US Federal Aviation Administration (FAA) towards the end of 2018 and entered service on December 20, 2018. EASA 88 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

certification followed in February 2019.

The Global 7500 features an improved design over the Global 6000 aircraft with a new high-speed transonic wing, which significantly optimizes its aerodynamic efficiency. The aircraft is outfitted with a Global Vision flight deck and a Rockwell Collins avionics system. It also features an onboard maintenance system (OMS), datalink, high-speed SATCOM, next generation cabin management system (CMS) and controller pilot datalink communication (CPDLC).

As of August 2019, four Bombardier Global 7500s were in operation, according to JETNET, and at a recent investors conference, CEO Alain Bellemare said he expected Bombardier to achieve its 2019 delivery targets, including 15-20 Global 7500s.

The Global 7500 had 100 secured orders as it www.AVBUYER.com

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HOW MANY

EXECUTIVE

SEATS

BOMBARDIER Global 7500

(Manufactured between 2019-Present)

$72.8 Million (2019 Model)

18

$71.5Million

18

vs.

GULFSTREAM G650ER

(Manufactured between 2015-Present)

(2019 Model)

WHICH OF THESE uLTRA LONG RANGE JETS WILL COME OUT ON TOP

HOW FAR

CAN WE GO?

(Nautical Miles. 8 Pax)

WHAT’S THE

HOW MUCH

PAYLOAD CAN WE TAKE?

Bombardier Global 7500 7,725

Bombardier Global 7500

Gulfstream G650ER 7,437

Gulfstream G650ER

(Lbs) 5,800 6,000

HOW MANY

HOW MANY

OPERATION?

EACH MONTH?

UNITS IN

NEW/USED SOLD

4

CRUISING SPEED?

(Knots)

Bombardier Global 7500

488

Gulfstream G650ER

488

WHAT’S THE

COST PER HOUR?

0 (0%) 3 (6%)

134

12-Month Average Figure

(% = Global Fleet For Sale) Sources used: OEMs, Conklin & de Decker, JETNET, Vref, Chase & Associates

www.AVBUYER.com

LONG RANGE

Bombardier Global 7500 Gulfstream G650ER

$4,596 $4,545

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JET COMPARISON

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Table A - Payload & Range Comparison

entered service on December 20, 2018, Vista Jet and NetJets having a combined 50 orders.

Gulfstream G650ER

Bombardier Global 7500 Gulfstream G650ER

114,850 103,600

51,150 48,200 Max Fuel (lb)

MTOW (lb)

J

5,800

6,000

Max Payload (lb)

1,890

1,300

Avail Payload w/Max Fuel (lb)

Source: OEMs, B&CA

1,312 1,334 1,334

Chart A - Cabin Comparison Bombardier Global 7500

Gulfstream G650ER

6,902

6,459

Max Payload w/avail Fuel IFR Range (nm)

The Gulfstream G650 began production in 2011 and remains in production today.

There are 239 Gulfstream G650 aircraft in operation worldwide with 237 wholly owned and two in shared ownership. To date, just two Gulfstream G650s have been retired.

When the Gulfstream G650 entered service in 2012 it was one of the fastest and longest-range business jets ever built. In 2015 Gulfstream added the G650ER, extending the range and maximum gross weight and increasing the fuel capacity compared to the G650.

Currently 134 Gulfstream G650ER aircraft are in operation worldwide.

Of the combined 373 G650 and G650ER jets in operation today, North America has the largest fleet percentage (50%), followed by Asia (31%) and Europe (14%), for a combined total of 95% of the world’s fleet. At the time of writing, 32% are in fleet ownership with the largest fleet operator – Jet Aviation Flight Services, Inc. (United States) - owning six.

Payload & Range Comparison

Source: UPCAST JETBOOK

Chart B - Range Comparison Global 7500 G650ER G650

Source: Chase & Associates

90 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

7,725 nm (w/8 Pax) 7,437 nm (w/8 Pax) 6,912 nm (w/8 Pax)

A potential operator should focus on payload capability as a key factor when selecting the right aircraft for their need.

Table A (top, left) shows the Bombardier Global 7500’s ‘Available Payload with Maximum Fuel’ to be 1,890lbs., which is greater than the 1,300lbs. offered by the Gulfstream G650ER.

Cabin Cross-Section Comparison

Chart A (middle, left) depicts the cabin cross-sections of the Bombardier Global 7500 and Gulfstream G650ER. As shown, the Bombardier Global 7500 has slightly less cabin height (6.17ft vs 6.25ft) and width (8.0ft vs 8.17ft) compared to the Gulfstream G650ER. However, not depicted on the chart, the Global 7500 has greater cabin length (54.5ft) compared to the Gulfstream G650ER (46.8ft) providing more overall cabin volume (estimated between 2,400 2,650 cu.ft) for the Global 7500 compared to the Gulfstream G650ER (2,138 cu.ft). The Global 7500 and Gulfstream G650ER each provide a generous 195cu.ft internal baggage space.

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Leading Edge 8 to view October.qxp_Layout 1 17/09/2019 11:13 Page 1

2013 Challenger 300 s/n 20429

Engines & APU on MSP, Very Late 300 Delivered New w/Proline 21 Advanced Avionics & Dual IRS, One Owner Since New

2004 Falcon 2000EX s/n 026

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

1977 King Air C90 s/n LJ-728

PT6A-135A Engines, Garmin 530W/430W, ADS-B Out w/ WAAS & LPV

2013 Challenger 605 s/n 5942

Currently Operating Part 135, 10 Pax, Fwd. Galley, Always U.S. Owned, Proline 21 Advanced Avionics Plus FANS 1/A+

2008 Gulfstream G450 s/n 4098

Low Time – 3,312 TTAF, Engines on RRCC, Recent Price Reduction, U.S. Owned & Registered Since New

2013 King Air 350i s/n FL-854

Low Time – 1,067 TTAF, Collins ProLine 21 Avionics Package, LoPresti Landing Lights, One U.S. Owner Since New

1997 Gulfstream GV s/n 504

One U.S. Owner Since New, New Paint 03/19, HUD & EVS, 192 Month CMP Codes c/w May 2014

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JET COMPARISON

AVBUYER.com

Range Comparison

Chart C – Variable Cost Comparison

Bombardier Global 7500

$4,596

Gulfstream G650ER

$4,545 $0

$2,000

$1,000

$3,000

$4,000

J

As depicted in Chart B (previous page) using Wichita, Kansas, as the origin point the Bombardier Global 7500 shows more range coverage (7,725nm) than the Gulfstream G650ER (7,437nm), each with eight passengers.

Note: For business jets, ‘Eight Pax Range’ represents the maximum IFR range of the aircraft at long range cruise. NBAA IFR fuel reserve calculation is for a 200nm alternate. This range does not include winds aloft or any other weather-related obstacles.

$5,000

US $ per hour Source: JETNET

Powerplant Details

Two GE Passport 20-19BB1A engines power the Global 7500 each offering 18,920lbst and using 435 gallons per hour (GPH). The Gulfstream G650ER, meanwhile, is powered by two Rolls-Royce BR700725A1-12 engines, each offering 16,900lbst and burning 415 gallons per hour (GPH).

Table B - Market Comparison Bombardier Global 7500 Gulfstream G650ER

Total Variable Cost Comparison

488

2,4002,650 2,138

488

Long Range Cruise Speed (Kts)

Cabin Volume Cu Ft

7,725 7,437

$72.8 $71.5

8 Pax w/Avail Fuel IFR Range (nm)

New 2019 Vref Price $USm

44

NA

134

6.0%

% For Sale

In Operation

NA

3

Average New & Pre-owned Sold per Month*

*Average Full Sale Transactions in the past 12 months, per Aug 2019; Source: JETNET Data courtesy of Vref; BC&A; JETNET

Chart D - Maximum Scheduled Maintenance Equity Bombardier Global 7500 Bombardier Global 7500 Assumed Annual Utilization: 470 Flight Hours Average Maximum Maintenance Equity: $11,059,594 Pct of Avg Max Mtnc Equity vs. Aircraft Age 100%

Pct of Max Mtnc Equity

90% 80% 70% 60% 50% 40%

30% 20% 10%

The ‘Total Variable Cost’, sourced from JETNET and illustrated in Chart C (top, left), is defined as the cost of fuel expense, maintenance labor expense, scheduled parts expense, and miscellaneous trip expense (hangar, crew and catering). There is an estimated 1% difference with the G650ER showing a slightly lower cost per hour ($4,545 vs $4,596). However, more cost data is needed as more Global 7500s become operational.

Aircraft Comparison Table

Table B (middle, left) contains new prices (per Vref) for a 2019 model Bombardier Global 7500 and Gulfstream G650ER. The long-range cruise speed and range numbers are from B&CA, the cabin volumes are from each OEM, and the number of aircraft in-operation, percentage for sale, and average numbers sold are from JETNET. Being so new to market the Bombardier Global 7500 fleet had no pre-owned aircraft for sale as of the end of August 2019, while the Gulfstream G650ER had just 6% of its fleet for sale. The average number of new and used transactions (units sold) per month over the previous 12 months for the Gulfstream G650ER was three.

0%

1

2

3

4

5

6

7

Source: Asset Insight (www.assetinsight.com)

92 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

8

9

10

11

Aircraft Age (Years)

12

13

14

15

Maximum Scheduled Maintenance Equity

Charts D (left) and E (overleaf) display the Bombardier Global 7500 and Gulfstream www.AVBUYER.com



9

CUSTOMER SERVICE

VISION TO SEE INSIDE YOUR ENGINES. INSIGHT TO KEEP THEM FLYING. INNOVATIVE DIGITAL SOLUTIONS TO KEEP YOU MOVING FORWARD. Pratt & Whitney’s advanced service technology provides a complete, on-wing view of your fleet from the inside out. Our FAST™ solution captures full-flight data to deliver predictive and preventive insights, empowering you to plan for maintenance and increase your fleet’s availability. It helps you see the small details — ​as well as the bigger picture.

EXPLORE OUR DIGITAL SOLUTIONS AT PWC.CA

19-0592 / 07-2019

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JET COMPARISON

Chart E - Maximum Scheduled Maintenance Equity Gulfstream G650ER Gulfstream G650ER Assumed Annual Utilization: 424 Flight Hours Average Maximum Maintenance Equity: $10,162,026

G650ER respectively, depicting (and projecting) the Maximum Maintenance Equity each jet has available, based on its age. â&#x20AC;˘

Pct of Avg Max Mtnc Equity vs. Aircraft Age

Pct of Max Mtnc Equity

100% 90% 80%

â&#x20AC;˘

70% 60% 50% 40%

30%

1

3

2

4

5

6

8

7

10

9

11

12

14

13

15

Aircraft Age (Years)

Source: Asset Insight (www.assetinsight.com)

Table C - Global 7500 MACRS Depreciation Schedule 2019 Bombardier Global 7500 - Private (Part 91) Full Retail Price - Million $72.800 Year

1

Rate (%)

20.0%

Depreciation ($M)

Depreciation Value ($M)

3

19.2%

$14.560

$23.296

$13.978

$14.560

$37.856

$51.834

$58.240

Cum. Depreciation ($M)

2

32.0%

$34.944

$20.966

4

11.5%

5

11.5%

6

5.8%

$8.387

$8.387

$4.193

$60.220

$68.607

$72.800

$12.580

$4.193

$0.000

2019 Bombardier Global 7500 - Charter (Part 135) Full Retail Price - Million $72.800 Year

Rate (%)

Depreciation ($M)

Depreciation Value ($M) Cum. Depreciation ($M)

1

14.3%

$10.403

$62.397

$10.403

2

24.5%

$17.829

$44.568

$28.232

3

17.5%

$12.733

$31.835

$40.965

4

12.5%

$9.093

$22.743 $50.057

5

8.9%

6

8.9%

7

8.9%

8

4.5%

$6.501

$6.494

$6.501

$3.247

$56.558

$63.052

$69.553

$72.800

$16.242

$9.748

$3.247

$0.000

Source: Vref

Table D - G650ER MACRS Depreciation Schedule 2019 Gulfstream G650ER - Private (Part 91) Full Retail Price - Million $71.500 Year

Rate (%)

1

20.0%

2

32.0%

3

19.2%

Depreciation ($M)

$14.300

$22.880

$13.728

Cum. Depreciation ($M)

$14.300

$37.180

$50.908

Depreciation Value ($M)

$57.200

$34.320

$20.592

4

11.5%

5

11.5%

6

5.8%

$8.237

$8.237

$4.193

$59.145

$67.382

$71.500

$12.355

$4.118

$0.000

2019 Gulfstream G650ER - Charter (Part 135) Full Retail Price - Million $71.500 Year

Rate (%)

1

14.3%

2

24.5%

3

17.5%

Depreciation ($M)

$10.217

$17.510

$12.505

Cum. Depreciation ($M)

$10.217

$27.728

$40.223

Depreciation Value ($M)

$61.283

$43.772

Source: Vref

94 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

$31.267

4

12.5%

$8.930

$22.337 $49.163

5

8.9%

6

8.9%

7

8.9%

8

4.5%

$6.385

$6.378

$6.385

$3.189

$55.548

$61.926

$68.311

$71.500

$15.952

$9.574

$3.189

$0.000

The Maximum Maintenance Equity figure was achieved the day an aircraft came off the production line (since it had not accumulated any utilization toward any maintenance events).

The percent of the Maximum Maintenance Equity that an average aircraft will have available, based on its age, assumes: - Average annual utilization of 470 flight hours (in the case of the Global 7500) and 424 flight hours (in the case of the G650ER); and - All maintenance is completed when due.

Depreciation Schedule

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

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 sevenyear recovery period, or under ADS using a twelve-year recovery period.

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

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Asking Prices & Quantity

As of August 2019, no Bombardier Global 7500 jets were available on the used aircraft market. By comparison, eight Gulfstream G650ER business jets were listed for sale, and two were displaying asking prices of $42.95m and $47.5m.

While each serial number is unique, the Airframe Total Time (AFTT) and age/condition of an aircraft will cause great variation in the price of a specific aircraft – even between two aircraft from the same year of manufacture. The final negotiated price remains to be decided between the seller and buyer before the sale of an aircraft is completed.

Productivity Comparisons

The points in Chart F (top, right) are centered on the Bombardier Global 7500 and Gulfstream G650ER. For added measure, we include the original Gulfstream G650, too. Pricing used in the vertical axis is as published in the Vref Pricing Guide. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors: 1. Eight Passenger Range (nm) with available fuel;

www.AVBUYER.com

Chart F - Productivity Comparison

$90.0

Price (Millions)

depreciation deduction available in any given year.

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

Under the new Act, taxpayers may be able to deduct up to 100% of the cost of a new or pre-owned aircraft purchased after September 27, 2017 and placed in service before January 1, 2023.

This 100% expensing provision is a huge bonus for aircraft owners and operators. After December 31, 2022 the Act decreases the percentage available each year by 20% to depreciate qualified business jets until December 31, 2026.

Table C (left) depicts an example of using the MACRS schedule for a 2019model Bombardier Global 7500 in private (Part 91) and charter (Part 135) operations over five- and seven-year periods.

Table D (left) depicts an example of using the MACRS schedule for a 2019model Gulfstream G650ER in private (Part 91) and charter (Part 135) operations over five- and seven-year periods.

J

$85.0 $80.0 $75.0 $70.0

2019 Bombardier Global 7500 2019 Gulfstream G650 2019 Gulfstream G650ER

$65.0 $60.0 $55.0 $50.0 6.000

7.000

8.000

9.000

10.000

11.000

12.000

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

2. The long-range cruise speed flown to achieve that range; 3. The net cabin volume available for passengers and amenities.

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

The new 2019-model Bombardier Global 7500 is purchased at a higher price than a new 2019-model Gulfstream G650ER, and the G650ER exhibits a slightly lower hourly variable operating cost.

In terms of productivity, however, the Bombardier Global 7500 edged out the Gulfstream G650ER with a greater cabin volume (additional cabin length), greater range, and extra ‘Available Payload with Maximum Fuel’ capacity.

Compare, Contrast, Decide with AvBuyer

In Summary

Within the preceding paragraphs we have touched upon several of the attributes that business jet operators value. There are other qualities such as airport performance, terminal area performance and time to climb that might factor in a buying decision, however. Operators should weigh up their mission requirements precisely when picking which option is the best for them.

For many years Gulfstream’s G650ER dominated the top end of the purposebuilt business jet market. Our comparison illustrates that entry into the market of the Bombardier Global 7500 introduces some healthy competition, and perhaps some incentive for our two Ultra-Long-Range business jet OEMs to raise the bar even further with future business jet announcements… This is a market segment well worth watching! 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 features.

Contact Mike via mike@avbuyer.com

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HELICOPTER COMPARISON

AVBUYER.com

Bell 505 vs Robinson R66 Operating Cost Correction In our August Helicopter Comparison featuring the Robinson R66 and Bell 505, we incorporated some erroneous data relating to the Cost Per Mile, and Total Variable Cost.

The correct information should have run as follows: Cost Per Mile Comparison

Total Variable Cost Comparison

The following chart details the ‘Cost per Mile’ for the Bell 505 and Robinson R66, per Conklin and de Decker data. It factors direct costs (no depreciation) and with each aircraft flying a 200nm mission.

The average US Jet-A fuel cost used for August 2019 was $4.67 per gallon.

The Bell 505 shows a higher cost per nautical mile at $4.56, compared to $3.40 for the Robinson R66. That’s a difference of 25% in favor of the Robinson R66.

The ‘Total Variable Cost’, illustrated below, is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the Robinson R66 computes at $371/hour, which is 20% less than the Bell 505 ($465/hour), according to Conklin de Decker.

With the following corrections, our concluding comments should have reflected that the Robinson R66 has an ~20% lower operating cost of the Comparative helicopters, not a 20% higher cost. T

Cost Per Mile

Total Variable Cost

Robinson R66: Avg Cruise Speed 109Kts

96 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

Bell 505: Avg Cruise Speed 102Kts

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Values Intro Feb19.qxp_Finance 17/09/2019 11:05 Page 1

VALUES - MEDIUM JETS

AVBUYER.com

Business Aircraft Values: Medium Jets Of all the business jet

categories, none does more to balance

capability with utility

than the Medium Jet segment; and no

segment provides

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

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

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

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

F

98 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

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

Medium Cabin Jet Price Guide

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

For example, the Cessna Citation XLS+ values reported in the Fall 2019 edition of the Bluebook show $6.8m for a 2013 model, $6.3m 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 30 aircraft models in the following Medium Jets average price guide, and for additional assistance, Conklin & de Decker’s Performance and Specifications data for these models can be referred to, beginning on page 104.



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PNC Aviation October.qxp_Layout 1 19/09/2019 09:49 Page 1

CAN WE HELP YOU

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Visit us at NBAA Booth #C13039

PNC is a registered mark of The PNC Financial Services Group, Inc. (“PNC”).

Equipment financing and leasing products are provided by PNC Equipment Finance, LLC, a wholly-owned subsidiary of PNC Bank, N.A. Aircraft financing is provided by PNC Aviation Finance, a division of PNC Equipment Finance, LLC. In Canada, PNC Bank Canada Branch, the Canadian branch of PNC Bank, N.A., provides bank deposit, treasury management, lending (including asset-based lending through its Business Credit division) and leasing products and services (through its Equipment Finance division). Deposits with PNC Bank Canada Branch are not insured by the Canada Deposit Insurance Corporation. Deposits with PNC Bank Canada Branch are not insured by the Federal Deposit Insurance Corporation, nor are they guaranteed by the United States Government or any agency thereof.

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CIB EF PDF 0719-0142-1311903

Retail Values OCT2019.qxp_RPG 18/09/2019 14:14 Page 1

VALUES - MEDIUM CABIN JETS

Medium Cabin Jets: Average Retail Price Guide 2019 US$M

2018 US$M

2017 US$M

2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

2011 US$M

11.7

11.5

11.0

9.5

4.0

3.8

3.4

3.2

4.5

4.2

3.8

3.250

2.950

2.650

8.8

7.8

6.8

8.4

7.8

7.3

6.9

6.8

6.3

5.8

5.6

6.2

5.8

6.0

5.5

5.0

HAWKER 4000

3.8

3.6

3.4

HAWKER 900XP

5.1

4.6

4.1

3.3

2.8

MODEL YEAR $

2010 US$M

MODEL BOMBARDIER CHALLENGER 300

12.5

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

CESSNA CITATION X+ 750

18.0

17.0

15.0

14.0

11.0

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

17.325

14.0

12.0

10.5

10.0

CESSNA CITATION SOVEREIGN+680

18.790

15.0

12.5

11.5

10.5

10.0

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+560

13.6

10.0

9.0

8.2

7.7

7.2

24.5

18.5

17.5

16.5

15.5

14.5

9.5

CESSNA CITATION XLS 560 CESSNA CITATION EXCEL 560

DASSAULT FALCON 2000 DASSAULT FALCON 50EX

GULFSTREAM G280

13.5

12.5

GULFSTREAM G200 GULFSTREAM G150

8.0

7.5

7.0

6.5

GULFSTREAM G100 GULFSTREAM/ ASTRA 1125 SPX

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

100 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

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Retail Values OCT2019.qxp_RPG 18/09/2019 14:14 Page 2

AVBUYER.com

What your money buys today

Fall 2019 2009 US$M

2008 US$M

2007 US$M

2006 US$M

2005 US$M

2004 US$M

9.0

8.5

7.9

7.5

6.9

6.7

3.0

2.7

2.5 2.5

2003 US$M

2.450

3.4

2.250

2001 US$M

2000 US$M

6.4

MODEL YEAR $ MODEL BOMBARDIER CHALLENGER 300 BOMBARDIER LEARJET 60XR

2.3

2.2

2.1

BOMBARDIER LEARJET 60SE 2.0

3.6

2002 US$M

3.2

2.9

2.6

2.5

2.3

2.6

2.4

2.1

1.9

1.7

2.050

1.850

1.450

1.750

1.550

1.350

1.9

1.7

1.6

BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

1.6

1.5

1.4

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

1.250

BOMBARDIER LEARJET 40

CESSNA NEW CITATION X+750 5.8

5.0

4.4

3.8

3.6

3.4

3.2

3.0

2.8

2.6

CESSNA CITATION X 750

1.8

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

6.4

6.1

5.4

5.3

4.8

4.7

5.8

5.4

5.0

4.7

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+560

4.2

4.0

3.8

3.6

CESSNA CITATION XLS 560

2.7

2.5

2.4

2.3

2.1

CESSNA CITATION EXCEL 560

7.3

6.8

6.2

5.7

5.0

4.7

4.3

3.5

DASSAULT FALCON 2000

5.2

5.0

4.8

4.6

4.3

3.8

3.4

3.2

DASSAULT FALCON 50EX

GULFSTREAM G280 5.4

5.0

4.6

4.2

4.5

4.0

3.5

3.0 2.6

4.0

3.7

3.2

3.0

2.8

2.6

GULFSTREAM G200 GULFSTREAM G150

2.5

2.3

2.2

2.0

1.8 1.8

GULFSTREAM G100 1.7

GULFSTREAM/ ASTRA125 SPX

3.0

2.8

HAWKER 4000

3.4

3.1

HAWKER 900XP

3.5

3.2

2.9

2.5

HAWKER 850XP PRO LINE 2.0 2.0

2.3

2.0

HAWKER 800XP/I PRO LINE 1.9

1.8

1.7

1.6

1.5

HAWKER 800XP HAWKER 750

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

www.AVBUYER.com

AVBUYER MAGAZINE Vol 23 Issue 10 2019

101

Three Business Aviation Events. Endless Opportunity.

Each year, NBAA brings together tens of thousands of buyers from around the world, for three incredible events spanning three continents – the United States, Asia and Europe. These high-profile attendees include owners, executives, industry leaders, investors and the full range of business aviation professionals.

Exhibitors will have the opportunity to showcase their innovative products and services to these decision makers, build relationships with new and existing customers, close deals, and grow their business globally. Visit the website to learn more about exhibiting at one, two or all three events in 2020.

LEARN MORE | nbaa.org/2020exhibit

®

APR IL 21-23, 2020

OCTOBER 6 – 8, 2020 • ORLANDO, FL

Blackhawk October.qxp_Layout 1 18/09/2019 11:55 Page 1

P104.qxp_AC Specs Intronov06 18/09/2019 10:23 Page 1

SPECIFICATIONS - MEDIUM JETS

Aircraft Performance & Specifications Medium Jets

T

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

This month’s category of aircraft - Medium Jets – appears opposite, to be followed by Light Jets next month.

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

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

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

Description of Cost Elements

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

There are no sales taxes included in these costs.

SPECIFICATIONS - GENERAL

Cabin Dimensions: Cabin Height, Width, and Length are based on a completed interior. On “cabin-class” aircraft, the length is measured from the cockpit divider to the aft pressure bulkhead (or aft cabin bulkhead if unpressurized). For small cabin aircraft, the distance is from the cockpit firewall to the aft bulkhead. Height and width are the maximum within that cabin space. Cabin Volume is the interior volume, with headliner in place, without chairs or other furnishings.

•

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

Performance Range: • Ferry Range - is the maximum IFR range of the aircraft with the maximum fuel on board and no passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft.

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

Cruise Speed: (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise.

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

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

104 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

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Specifications.qxp_PerfspecDecember06 17/09/2019 15:12 Page 1

2050

447

2

TFE 731-5BR

BEECHCRAFT HAWKER 800XP

5.75

6

21.3

551

8

28000

2050

2470

449

2

TFE 731-5BR

BEECHCRAFT HAWKER 800XPi

5.75

6

21.3

551

8

28000

2050

2470

449

2

TFE 731-5BR

BEECHCRAFT HAWKER 800XPR

5.75

6

21.3

551

8

28000

1950

2733

452

2

TFE 731-50R

BEECHCRAFT HAWKER 850XP

5.75

6

21.3

551

8

28000

2120

2525

452

2

TFE 731-5BR

BEECHCRAFT HAWKER 900XP

5.75

6

21.3

551

8

28000

1950

2733

452

2

TFE 731-50R

BEECHCRAFT HAWKER 4000

6

6.46

25

746

8

39500

2300

3100

489

2

PW308A

BOMBARDIER LEARJET 40

4.92

5.12

17.67

369

6

20350

2282

1573

465

2

TFE 731-20AR

BOMBARDIER LEARJET 40XR

4.92

5.12

17.67

369

6

21000

2051

1778

465

2

TFE 731-20BR

BOMBARDIER LEARJET 45

4.92

5.12

19.75

415

8

20500

2110

1423

465

2

TFE 731-20AR

BOMBARDIER LEARJET 45XR

4.92

5.12

19.75

415

8

21500

1875

1685

465

2

TFE 731-20BR

BOMBARDIER LEARJET 60

5.71

5.92

17.67

447

7

23500

2228

2186

465

2

PW305A

BOMBARDIER LEARJET 60XR

5.71

5.92

17.67

447

7

23500

2104

2044

465

2

PW305A

BOMBARDIER LEARJET 70

4.92

5.12

17.67

369

6

21500

2285

1849

465

2

TFE 731-40BR

BOMBARDIER LEARJET 75

4.92

5.12

19.75

415

8

21500

2110

1805

465

2

TFE 731-40BR

BOMBARDIER CHALLENGER 300

6.08

7.17

23.7

930

8

38850

3350

3065

470

2

HTF7000

BOMBARDIER CHALLENGER 350

6.08

7.17

23.7

930

8

40600

3400

3277

470

2

HTF7350

ENGINE MODEL

2200

NUMBER OF ENGINES

27000

MAX SPEED (ktas)

8

FERRY RANGE-nm (NBAA IFR FUEL RESERVES)

551

MAX PAYLOAD (lbs)

21.3

MAX TAKEOFF (lbs)

6

PASS SEATS TYPICAL

CABIN VOLUME (Cuft)

5.75

CABIN WIDTH (ft)

BEECHCRAFT HAWKER 750

CABIN HEIGHT (ft)

CABIN LENGTH (ft)

AVBUYER.com

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

www.AVBUYER.com

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105

ï&#x20AC;¹

Specifications.qxp_PerfspecDecember06 17/09/2019 15:13 Page 2

NUMBER OF ENGINES

422

7

23000

2250

1693

452

2

CESSNA CITATION EXCEL

5.7

5.5

18.5

422

7

20000

2500

1449

433

2

PW545A

CESSNA CITATION XLS

5.7

5.5

18.5

422

8

20200

2300

1539

433

2

PW545B

CESSNA CITATION XLS+

5.7

5.5

18.5

422

8

20200

2300

1528

440

2

PW545C

CESSNA CITATION SOVEREIGN

5.7

5.5

25.25

571

9

30300

2650

2620

459

2

PW306C

CESSNA CITATION SOVEREIGN+

5.7

5.5

25.25

585

9

30755

2490

2773

459

2

PW306D

CESSNA CITATION X

5.7

5.5

23.92

538

8

36100

2375

2890

525

2

AE 3007C1

CESSNA CITATION X+

5.7

5.5

25.2

593

8

36600

2514

3229

527

2

AE 3007C2

6

6.42

21.08

587

9

30800

2544

2455

429

2

PW306D

DASSAULT FALCON 50EX

5.9

6.1

23.5

569

9

39700

3320

3223

480

3

TFE 731-40

DASSAULT FALCON 2000

6.2

7.7

31.2

1028

10

35800

5910

2841

475

2

CFE 738-1-1B

EMBRAER LEGACY 450

6

6.83

24

705

7

35758

2754

2498

468

2

HTF7500E

EMBRAER LEGACY 500

6

6.83

27.5

823

8

38360

2650

2762

472

2

HTF7500E

GULFSTREAM G100

5.6

4.75

17.1

304

7

24650

2635

2550

474

2

TFE 731-40R

GULFSTREAM G150

5.75

5.75

17.7

521

7

26100

2400

2760

470

2

TFE 731-40AR

GULFSTREAM G200

6.25

7.2

24.5

869

8

35450

4050

3130

470

2

PW306A

GULFSTREAM G280

6.25

7.2

32.25

888

8

39600

4050

3590

482

2

HTF7250G

CESSNA CITATION LATITUDE

ENGINE MODEL

MAX SPEED (ktas)

18.4

FERRY RANGE-nm

PASS SEATS TYPICAL

5.5

(NBAA IFR FUEL RESERVES)

CABIN VOLUME (Cuft)

5.7

MAX PAYLOAD (lbs)

CABIN LENGTH (ft)

CESSNA CITATION VII

MAX TAKEOFF (lbs)

CABIN WIDTH (ft)

AVBUYER.com

CABIN HEIGHT (ft)

SPECIFICATIONS - MEDIUM JETS

TFE 731-4R-2

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

106 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

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T

Aruba vs FAA EVERYTHING YOU WANTED TO KNOW WITHOUT ASKING The N registry was set up as a public service; thus, it was never made to cater to high networth individuals. Not only will you not receive personalized services, but you will also be waiting for weeks, if not months before your aircraft is registered and eligible to fly.

N-registered aircrafts take between 6 to 8 months to obtain a CPDLC airspace approval.

Starting January 1, 2020, the consent will be a requirement to enter the EASA airspace.

In Aruba, you can obtain all your required airspace approval at your initial registration.

Easy Access: As an aircraft owner, you can pick up the phone and review any registration or airworthiness issue with the help of our reputable inspectors and registration officers. If there is a problem, you can settle it directly with the DCA of Aruba.

With inspectors strategically located around the world, we can always ensure you with a 24/7 service; as they are chosen to enable fast response time for our clients’ requests. Designated inspectors have a practical approach to solve problems. They have extensive experience in regulatory oversight, and they carry out inspections in a personal yet businesslike manner.

RECAP: ARUBA IS OPEN TO ALL The Registry of Aruba welcomes all aircraft with an MTOW of 5,700 kg, whether from private, corporate, or commercial operations.

REGISTRATION VIA DOMICILE You can register your aircraft in Aruba without opening a local Aruban company (AVV). Register your aircraft via domicile using your existing foreign SPV. BOUTIQUE CUSTOMER SERVICE When you register in Aruba, you can feel confident that our experienced team will provide a service that inspires confidence in all aspects of your operation’s ownership and fiscal responsibilities.

We have had several accounts of clients complaining that they are unable to get someone from the FAA on the phone. Even when they have gone in person, the FAA has seemed genuinely uninterested in their concerns.

Privacy / Security: Aruba is a jurisdiction with a long history of providing the utmost in client privacy and confidentiality while offering equally superior customer service.

The N registry is a matter of public record; an aircraft owner/operator’s information is publicly distributed online.

There are times when a lower-profile flag than US registration is necessary for political reasons. Security considerations are critical and will only become more important in the future.

LET US HANDLE IT!

We pride ourselves on our great customer services, our clients have access to our registering officers 24 hours a day 7 days a week. We considered ourselves a boutique registry offering personalized services that meets individual clients needs.

In Aruba your aircraft can be registered within 24–48 hours.*

Visit us at TheRegistryofAruba.com HELPING YOU FLY * After the airworthiness inspection has been completed and all the necessary documentation is satisfactory upon receipt.

DCA-FAA 1P-02.indd 1

SINCE DAY ONE.

13/09/2019 10:28

Finance Oct.qxp_Finance 17/09/2019 12:56 Page 1

FINANCE

A Banker’s View of Aircraft Financing

Different banks approach aircraft financing differently. How does 1st Source Bank see the aircraft financing market today, and how does it seek to meet the needs of today’s aircraft buyers? Dave Higdon caught up with Greg Holst… hen Orville and Wilbur Wright first took off at Kitty Hawk, 1st Source Bank had already amassed 40 years of history having been founded in 1863.

Today, 156 years after its founding, 1st Source remains a strong, stable, local and personal financial institution for its clients.

The bank's service region covers Indiana's northern half and Michigan's southwest area, and 1st Source lays claim to being the largest locallycontrolled financial institution headquartered in that area. However, 1st Source also competes nationally, vying for business in several specialized financing services areas.

W

108 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

Indeed, within a specialty finance unit (serving the market for construction equipment, buses, funeral cars, rental car fleet financing and trucking) the bank dedicates an entire division as well as funding solutions for business and private jets, turboprops and turbine helicopters.

Heading up the Aviation Finance Division for the past 28 years is Greg Holst. A 40-year veteran of the Business Aviation industry, Holst's employment history includes management roles with Cessna Finance Corporation, Chase Manhattan Leasing, Textron Financial Corporation and Xerox Financial Services.

Holst, a pilot, has developed specialist knowledge www.AVBUYER.com

w

Finance Oct.qxp_Finance 17/09/2019 12:57 Page 2

AVBUYER.com

F

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

Aviation Financing: Nothing Like a Decade Ago

of international aviation lending and leasing, letters of credit, remote capture business checking and deposit management, wealth management and interest-rate swap contracts.

1st Source has a dedicated team of 16 business aircraft banking professionals who serve the US, Mexico, Brazil and Canada. Their goal is to provide clients with straight talk and sound advice that brings efficiency and client-focused solutions to the bank's relationships.

The key to the success of 1st Source Bank, whether its aviation business or its overall operation, is its aim to provide customer focus on a par with its regional-banking roots.

“We’re focused on service,” Holst explains. “You don't have to be a multi-millionaire to get our attention. We try to keep our clients' best interest in mind with straight talk, sound advice, great service and just being there. Knowing you can call on a good person, during or after office hours, and get action toward your goal has always been a key to our operating.” www.AVBUYER.com

Aviation is a big component of 1st Source Bank's business. “1st Source has been servicing the Business Aviation segment continuously for more than 33 years,” Holst explains. “And aircraft financing has consistently been a double-digit component of the bank’s lending business.

“We have a big commitment to the Business Aviation community,” he continued, “and that's because of good, consistent management of our portfolio and our dedication to clients.”

According to Holst, 1st Source Bank's aviation practice goes beyond what's typical of a regional bank. “We're more engaged and involved in Business Aviation than most other banks our size, and some larger banks,” he elaborates, noting that 1st Source didn't suffer most of the problems and panic of the Great Recession (2008/09) that sent many a lender, owner and operator for the Business Aviation exit doors.

Commenting on the current market, Holst notes “[This year] I've seen a flattening in the market. But it's still stable. One of our segments is floor-planning for dealers, which is aircraft held for re-sale, and that's down right now. The availability of good preowned aircraft is very limited.”

Not surprisingly, the many concentrated areas of instability have some would-be operators on hold – but not running for the exits like they did a decade ago. “People are waiting to see the direction of global trade concerns and the 2020 election. I think that's going to make markets relatively stable or decline modestly,” Holst says.

But Holst doesn't see the current state of the market being anywhere near as dire as a decade ago. That's not saying times won't get tighter before they improve. “I think we're ultimately going to see some softening in the market until this stuff gets settled out,” Holst projects.

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“We've had a few clients sell their aircraft while values are good,” he adds, “and some are holding off on replacing their aircraft – for now.”

Those previous owners haven't abandoned the many tangible and intangible benefits of traveling by business aircraft. Instead of bailing on Business Aviation altogether, they’re employing alternative flying options, including fractional ownership programs, membership programs, and, of course, the evergreen aircraft charter and lease.

today is we don't have the over-inflation of the business aircraft market like we had in 2008.

“One thing that hurts us in this current cycle is that the international market can't boost performance like we had post 2008,” Holst cautions.

“We had the bubble in the housing market, the subprime-mortgage problem, but international markets helped us out by sustaining sales. Those circumstances don't exist today.”

And Today's Aircraft Financing Market…?

Ultimately, 1st Source avoids trying to be a be-alland-finance-all option, instead focusing on specific types of business aircraft. According to Holst, “We focus primarily on aircraft used for executive transport and revenue generation. When you look at what we do, most of our business is concentrated on Light to Mid-Size jets, Turboprops and Light to MidSize helicopters.”

Beyond those parameters, 1st Source tries to stay in its lane for its Business Aviation lending. “We finance both new and used aircraft and try to stay within 20 years in aircraft age.”

During its 156 years in business, 1st Source Bank has never been liquidated or been acquired. “I think that feeds into the leadership and strategy,” Holst offers. “That's a big reason why I joined this bank 28 years ago. I'd been with some bigger names and when things were good it was great, then we'd go through a downturn and ultimately exit the business.

I decided I didn't want to live that way.”

When he first talked to 1st Source, Holst was impressed with the long view and desire to help clients see that picture. “I liked the long view and the commitment to the community the bank serves.”

If what's past is prologue, 1st Source customers should expect more of the same for decades to come.

“In times like these, a lot of lenders want to take an approach that's ‘tightening’”, Holst notes of today’s market for aircraft financing. “We don't spend as much time tightening – or loosening – credit. We focus on doing business with people who have sound credit, structuring the loan so that the client maintains a significant equity investment in the aircraft.”

Much of 1st Source Bank’s aviation practice is colored by Holst's long career in aviation finance. “My experience is that when people have a bad experience owning an aircraft, when it comes time to sell or trade they don't come back. They may charter, perhaps buy a fractional share, but they don't buy again.”

Interest rates have been coming down throughout the year, Holst notes, because most lenders key off the swap rates. “Most owners use the airplane for between three and five years. A small percentage want a 20-year loan, but more typical are loans for five to 10 years.

“The marketplace is seeing interest rates that are in the 4% range and even into the 3% range, but there are many variables including how the aircraft is going to be used and where it will operate.”

While some fear that today's market seems to follow the same trends that transpired in 2007-2008, Holst notes some large differences. “What's different 110 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

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How Was Gogo’s AVANCE L5 Developed, and Why? What was involved in development of the AVANCE L5 cabin connectivity solution and its white-hot industry reception? Matt Harris spoke with Jeremy Tyler, senior director, Airborne Product Engineering at Gogo Business Aviation… ogo Business Aviation describes it as the most robust, highperforming system it has produced. The Business Aviation community would appear to agree. It took just 16 months from market launch for the company’s AVANCE L5 to surpass the milestone 500th business jet installation.

That milestone came and went in February 2019, and many more operators have had the system installed aboard their jets since.

Coming in a single configuration that delivers the ‘Gogo Biz 4G’ inflight experience, AVANCE L5 enables cabin occupants to stream video and audio, watch movies, access moving maps and flight information, and use personal smartphones, while flight crews can access real-time data for cockpit apps and remote diagnostics and support.

“People have grown to expect the same connectivity experience whether they are at home, in the office, or anywhere in between,” Jeremy Tyler, senior director of Airborne Product Engineering, Gogo

G

www.AVBUYER.com

Business Aviation tells AvBuyer as he discusses the perceived gaps in the cabin connectivity market that led Gogo to explore AVANCE L5 as a concept.

“Ultimately, Gogo saw a need to continue to improve the in-flight connectivity experience helping keep us on a par with the ever-growing expectations of users.” With that came the initial plans that led to the development of AVANCE L5, he adds.

One of the leading minds behind AVANCE L5, Tyler began his career with a telecommunications equipment and service provider, before developing hardware solutions for a company supplying rugged equipment to aviation and the military.

Those experiences gave him the foundation needed for the work he undertakes for Gogo today.

Challenges of Developing a Market Leader

As successful as AVANCE L5 has been, development naturally brought its challenges and the expertise of Tyler and his team was put to the test as the initial AVBUYER MAGAZINE Vol 23 Issue 10

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“That helped us, and we ended up with a software-centric design that can be quickly changed and adapted to provide solutions for other connectivity needs.”

idea moved from concept to reality. “There are always technical obstacles when taking on new product development projects – whether it’s trying to meet size, weight, or power constraints, or issues with making everything work as designed,” he explains.

“Engineers always love a challenge, though, and usually can find a solution to difficult technology barriers.”

But according to Tyler, some of the most difficult challenges had nothing to do with the technology. “In aviation, safety, quality and reliability are also critical. And from a product development perspective, time to market and user experience are critical.

“The biggest challenges for us really came with finding a way to keep things running at a fast pace to keep up with the technology, without sacrificing safety, quality or reliability,” he reflects.

And while it’s not uncommon for a future product concept to undergo significant adaptations as development progresses, and as challenges and obstacles are negotiated, that wasn’t the case for the AVANCE L5, according to Tyler.

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“As we began discussing the concept of AVANCE L5, Gogo’s senior leadership provided very high-level guidance and then let the development teams brainstorm to come up with the best solution. The concept we came up with is the AVANCE L5 product we have today,” he asserts.

“The latitude that our leadership team provided allowed the engineering team the opportunity to think more broadly about the design architecture and methodology.

“That helped us, and we ended up with a software-centric design that can be quickly changed and adapted to provide solutions for other connectivity needs,” Tyler added. The same software-centric approach allowed Gogo to quickly launch the AVANCE L3 product with minimal effort shortly after releasing L5.

Today’s Connectivity With Tomorrow in Mind While a successful launch into the Business Aviation marketplace quickly becomes history, just how much was the ever-shifting future of cabin connectivity a part of the thought-process, ensuring it remains a viable solution for Business Aviation operators years into the future?

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“Gogo has also taken a common software approach across its SCS, AVANCE L5 and AVANCE L3 products an approach that Tyler says was critical...”

“Much of continuing to remain viable has to do with looking as far into the future as possible early in the design phase so that we can plan for everything we might need,” Tyler affirms.

That means it was crucial to the product’s development to build into the design the flexibility to quickly and easily make upgrades.

“The software-centric approach provides this flexibility,” Tyler notes.

“As the market changes and new technologies emerge, we can make modifications to pieces of the AVANCE L5 design to quickly take advantage of these technologies without having to build a new solution from the ground up.”

Gogo has also taken a common software approach across its SCS, AVANCE L5 and AVANCE L3 products - an approach that Tyler says was critical, too, because “it lets us bring new and enhanced features to all our products more quickly and efficiently.”

Gogo 5G and Beyond: Waiting for the Next Big Thing

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elsewhere in the market that will allow it to further ratchet up the high standard it already offers in cabin connectivity. The question turns to what would make the ‘perfect’ product that today’s cabin connectivity solutions can’t yet achieve?

“The best solution combines the bandwidth and global reach of satellite connectivity with the low latency and lower cost that an Air-To-Ground network provides,” Tyler suggests. “Gogo 5G will be a great step in that direction, but there are always new developments that will take 5G even further, and that remains undefined.

“As the technology continues to evolve, a solution to the challenges we face in aviation such as minimal size, weight and power constraints, may be just around the corner. The key is to keep up with the technology so that we’re ready when the next big thing arrives.”

And going by what Tyler has told us, when that next ‘big thing’ does arrive after 5G launches, Gogo Business Aviation will certainly be a frontrunner in the race to respond… Stay tuned! ❙ More information from https://business.gogoair.com/ www.AVBUYER.com

Sky Aviation Holdings September.qxp_Empyrean 16/09/2019 14:56 Page 1

1992 Gulfstream GIV - Nicest GIV On The Market

Serial Number: 1188 Airframe TT: 3893 Landings: 2409 • WAAS/LPV/SBAS • ADS-B FANS-1/A • AirCellGoGoBiz ATG-5000 Wi-Fi • Corporate Jet Support Briteparts • Honeywell Avionics Protection Plan • APU On MSP Engines Rolls Royce TAY611-8 S/N: 16479 16482 TSN: 3893 3893 CSN: 2409 2409 TSOH: 1554 1554 APU Honeywell GTCP36-100 Total Time: 2,989 Hours Avionics Honeywell 6 tube SPZ-8000 EFIS with DU-880 displays • 2 Collins VHF-422C Comms • 2 Collins VIR-432 NAV’s • 2 Collins ADF-462 • 2 Collins DME-442 • 2 Collins TDR-94D Mode S/EnhFlt ID with ADS-B Out (meets DO260B U.S. mandate requirements for 2020) Interior • Interior is a 9.9/10 • Front and Aft Lavatories • Forward Galley with microwave/convection oven and Nespresso machine • New Aircraft Modular Products model 2524.014.01 club seats, four conference seats and two divans covered in Venezia/Luna leather Exterior • Painted March 2013 By Duncan Lincoln • 9.5/10 Additional Equipment • RVSM • RNAV/ RNP-5 • Honeywell HAPP Program • Rockwell Collins RTU-4220 Radio Tuning Units • Marker Beacon System • 2 FZ-820 Flt Guidance Comp • Honeywell LP-850 Lightning Sensor • StbyAltimeter • Flight Display Systems 22” Forward Monitor • Precise Flight PulselightSystem • Dome Lights, and Reading Lights

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

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How are Electronic Flight Bags Developing in BizAv?

What are the developments in Electronic Flight Bags that have increased flight deck efficiency and performance today? And how will they continue to evolve to cater for pilot needs in the future? Mario Pierobon polls the industry…

usiness jet pilots have always looked for ways to improve flight deck efficiency and performance. One such way has been through the widespread adoption of electronic flight bag (EFB) solutions.

While in the early days EFB solutions mainly facilitated the transition to paperless flight decks, the technology has evolved significantly to further increase the improvements in flight deck efficiency and performance.

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Development of EFB Solutions

In the early days of EFB applications, one could find 118 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

‘apps’ that ran on powerful hand-held computers that then migrated to early generation personal electronic devices (PED).

“This facilitated much of the flight crew’s pre-flight planning with functions including the latest weather forecasts and information, as well as fuel planning and weight and balance calculations,” Scott Sweet, market development director, Business Aviation, Inmarsat told AvBuyer.

“These apps eventually evolved into dedicated EFB devices, and further developments have now made it possible for them to run on commercial ‘off the shelf’ tablets and smartphones. www.AVBUYER.com

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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 mariopierobon@az-all-in-one.com

“EFB solutions have evolved from offering basic calculations to much more complex and interactive efficiency-enhancing solutions that utilize inputs from on-board GPS sources, massive increases in digital memory capacity and the integration of high-speed broadband connectivity.”

Initially EFBs were intended to replace paper enroute and terminal navigation charts. Updates of paper sets of charts required a high workload.

“Progressively, performance software was introduced,” recalls Cristophe Jumelle, EFB and performance operations manager, Dassault Aviation Falcon Customer Service. www.AVBUYER.com

“Performance applications provide accurate results and reduce pilot workload. The operational documentation has also become more and more electronically based. The last step for operators to become paperless was the replacement of the flight folder (mission data such as weather, notices to airmen (NOTAMs) and the operational flight plan) by electronic tools (weather applications, electronic flight folder).

“As of today, operators can fly an aircraft while only keeping the paper quick reference handbook (QRH), particularly for abnormal procedures. In the future an electronic QRH may even fully remove paper in the flight deck,” Jumelle reflects.

Early EFB solutions ultimately consisted simply of MS Windows-based PDF readers. “The form factors at that time were very limited in terms of choice, and many required a stylus,” explains Frank McGee, senior customer support specialist, Gulfstream Aerospace. “For our airplanes, paper can still be found in the form of the aircraft flight manual, as FAA regulations require it to be aboard the aircraft and accessible by the flight crew.

“Our PlaneBook app for iPad, which made its debut in 2011, is designed and marketed as an electronic document management app for the flight deck. It can, however, serve as an EFB, provided it is approved by the owner’s aviation regulatory authority for this purpose,” McGee continues.

“The PlaneBook app contains all the reference documents a flight crew could ever need, including the aircraft flight manual, operating manual, quick reference handbook, pilot’s checklist, and master minimum equipment list, just to name a few. A logical arrangement, extensive use of hyperlinks and a robust search functionality make it simple to

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navigate and locate data. There are nearly 8,000 subscribers to the PlaneBook app.”

A companion to PlaneBook is the Gulfstream Performance iPad app, available for G650ER, G650, G550, G500, G450 and G280 flight crews. “The app features an intuitive interface for accomplishing comprehensive takeoff and landing performance calculations, with results provided in easy-to-interpret graphics,” McGee adds.

“Performance calculations are based on the aircraft’s certified Airplane Flight Manual (AFM) performance data, and when connected to a mobile network or Wi-Fi, the Gulfstream Performance app uses real-time meteorological reports in its performance calculations.”

Additionally, the app incorporates navigation database obstacle data to further assist pilots in the pre-mission planning process.

Improvements in EFB Hardware

In the beginning EFBs were simple laptops. The need was mainly moving away from reams of paper in the flight deck to something more manageable.

“We just used laptops in the beginning. You had to fold them out and the keyboard would be in the way,” says Uwe Nitsche, chief executive officer, RocketRoute. “Then touchscreens started to evolve and we started moving to the earliest generation of tablets.

“The first path of development was making the hardware more portable. The first functionality was search. Quickly getting to a document was the main aspect of interest in the early stages. And then of course things started moving forward.”

The EFB hardware technology has evolved in parallel with computer technology standards: Touchscreen, sensitivity, quality of display, time of response. “The advent of digital technology, driven by consumer electronics, has allowed a comparable 120 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

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evolution in the EFB industry,” Sweet notes.

“The biggest advances include the exponential growth in the size of digital memory, electronic component miniaturization, ever faster microprocessor speeds, embedded GPS, and of course, giant leaps in connectivity from cellular to broadband.”

“The revolution in the EFB industry came with the introduction of the iPad in 2010,” McGee specifies.

“Improvements to data processing speed, graphics refreshment rates, storage capacity and location services have cemented the iPad as the leading form factor in the EFB industry.”

Functionalities of EFB Applications

Very much like the hardware, EFB software – the ‘apps’ – has also developed significantly and enabled ever more functionality in support of the safety and efficiency of business aircraft operations.

“Some of the most important functionalities have to include charts and maps with integrated positioning capabilities both on the ground (taxi/take-off) and in the air, as well as the ability to utilize broadband connectivity to see real-time weather updates”, says Sweet.

Jumelle, meanwhile, points out how the weather conditions may drastically change between flight preparation and flight execution. “Some weather applications propose weather prediction along the flight path before departure,” he says.

“They also permit in-flight updates (observations and prediction) and enable the crew to anticipate strong weather phenomena, as the on-board weather radar may not have the range for such anticipation.”

Moreover, parameters coming from the aircraft’s avionics can be useful on the EFB. “EFBs now host more and more applications that can be fed by the avionics instead of being manually entered by the

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pilot (i.e. aircraft position, fuel on board, time of overflying a waypoint, gross weight etc.),” Jumelle highlights.

“The avionics parameters retrieval on the EFB reduces the pilot workload and thus the risk of errors.

Dassault Falcon proposes an EFB hardware solution (CMA-1310) for all our EASy aircraft.

“The CMA-1310 receives avionics parameters and hosts the ‘FalconSphere’ suite of applications, which currently include documentation, performance modules, charts, weather, and will introduce an electronic flight folder in 2020”.

Current EFB applications can have external data automatically ‘fetched’ into the application. And additionally, some EFB applications allow the user to perform calculations inside the application, notes McGee.

Areas of Particular EFB Development

EFB applications witnessing particular development include flight planning and performance calculation.

The PPS Flight Planning System is a combination of a client-server-based solution and a cloud-based solution.

“EFB technology constitutes the future of flight information management for flight crews. The PPS Flight Planning System integrates seamlessly with the majority of Class I and Class II EFB solutions on the market today through rapid data export/import flows”, offers Kristoffer Sejer Brødløs, marketing manager, Air Support.

The basic components include the core planning system with its essential route generator, a webbased briefing platform and a sub-system to facilitate the exchange of flight planning data with third party entities, such as other integrated software systems along with ATC services.

“Whereas some flight planning systems are proprietary in approach towards system integration, 122 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

the PPS Flight Planning System facilitates numerous integrations to third party software systems, mainly through APIs,” says Brødløs.

“System integration is a key feature because the aircraft operator can stick to only replacing the existing flight planning system and still reap the benefits of using other types of best-in-class third party aviation software system.

“Moreover, PPS provides the workflow our customers require to not only get their flight plan created as quickly as possible with very fast reply to changes in the plan, but also remain live in the briefing phase in order to always have the latest data available without having to recalculate everything via a remote server.”

With regard to performance calculation Dassault has released an iPad compatible version of FalconPerf allowing quick and intuitive computation of Falcon take-off and landing performance.

“FalconPerf for iPad will be critical in helping crews and operators optimize their mission and save fuel,” explains Frédéric Leboeuf, vice president, Falcon Operational Support. “Based on input from customer pilots and Dassault’s own flight operations, it’s designed to permit the quick calculation of aircraft payload requirements, including last-minute adjustments, and help ensure accurate performance limits.”

The new app was released in parallel with an iPad compatible version of Dassault’s FalconSphere electronic flight bag suite, which hosts FalconPerf and a large number of other Falcon apps.

FalconSphere on iPad includes many of the leading features of the basic EFB, including the ability to seamlessly prepare, manage and restitute Falcon missions. FalconPerf for iPad calculates takeoff and landing performance in compliance with AFM and Dassault recommendations.

Airport data, including one-engine inoperative

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“...this really plays in to what is going to happen in the next few years, when more congested airspace is expected.”

- Uwe Nitsche, RocketRoute (OEI) contingency procedures are extracted from Jeppesen NavData and OpsData charts and are updated every 28 days.

Among the graphically-displayed data items are take-off and landing distances for dry, wet and contaminated runways, a vertical cross-section view of the take-off flight path, a tabulated summary of the maximum weight variation with input, maximum take-off weight (MTOW), take-off safety altitude (TOSA) and maximum landing weight (MLW).

What’s the Future of EFB Technology?

EFB technology itself will continue to head in the direction of becoming smaller and lighter, making use of increased electronic component miniaturization. Screen resolution and size will almost always dictate EFB size, however.

“While smaller and lighter are almost always good in anything electronic, with EFBs flight crews need the fastest processors with 4K resolution touch screens of optimal size,” Sweet explains. “With so many EFB solutions now available for business jets, there is also a focus upon the robust, reliable, broadband connection that’s needed to power such data-hungry apps.

“A strong IP connection is essential if EFB applications are to deliver on promises to reduce fuel burn, make operational savings and improve inflight performance.

“Inmarsat offers high-speed connectivity solutions that act as a platform for apps to deliver real-time insights to the cockpit,” he continues. “Our network

is designed to support third-party applications, from weather tracking to health monitoring, delivering the real-time information that business jets require to be safe and more efficient today and in the future.”

McGee highlights that research is taking place to develop software that is ‘aware’ of the airplane in which it resides, knowing host parameters such as aircraft configuration, aircraft health and trend monitoring.

Nitsche believes that the continuous development of EFB technology will be an enabler of the air traffic management system of the future.

“The flight routes have historically been pretty much stuck to the flight plans filed the night before or the morning of a given flight day because the big challenge has historically been getting the paperwork to the pilot,” he reflects.

“The route that has been planned and the paperwork associated with it also defines the fuel requirement. Historically it was not desirable to do these things at the last minute because it was really hard to get the briefing to the crew and get things all done. With EFB technology having matured and being available at a reasonable cost it is now possible to look at changing processes from the formerly static briefings.

“So now one can start changing routes at the very last minute and this means we can react to weather or airspace congestion much more quickly – and this really plays in to what is going to happen in the next few years, when more congested airspace is expected.” ❙

Understand Business Aircraft Avionics - with AvBuyer 124 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

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Ken Elliott is a veteran with 52 years of aviation experience focused on avionics, in General and Business Aviation.

Having a broad understanding after working in several countries on many aircraft types and avionics system, he has contributed to several work groups and committees, including for NextGen, Airport Lighting, Human Factors, Unmanned Aircraft and Low Vision Technology.

In retirement, he is striving to give back the knowledge gained with an eye on aviation’s future direction.

What’s the Future of Avionics?

(Part 5) Ken Elliott continues his reversed time journey from the future back to the present, covering the evolution of avionics. This month, he expands his discussion of Primary Enabling Electronic Technology... lthough satellite dependent, and with its inherent vulnerability to be tampered with, Global Positioning Satellite (GPS) navigation remains the most accurate means of knowing where you are across the planet. Yet airworthiness authorities in the US are reluctant to decommission Distance Measuring Equipment (DME).

DME remains an extremely reliable and accurate ‘line of site’ form of navigation. This method of navigating has been around for decades and uses Rho-Rho calculations to determine accurate distances and positioning.

Historically, it was used along with Variable Omni Range (VOR) ground stations providing the less accurate Rho-Theta calculation. The FAA are smartly continuing the deployment and upkeep of DME as a backup for GPS within the contiguous US.

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Drones like to use RTK GPS as a method of positioning and navigation. Manned aircraft use DGPS to achieve the same. Small drones particularly need to know where they are to within inches, and manned aircraft to within feet.

Future aircraft will operate with greater versatility and will need to make decisions with even greater accuracy, depending upon their role. Vertical operations from small landing sites will naturally need higher accuracy than existing operations at airport runways.

The two GPS technologies are defined as: • •

RTK-GPS: Real Time Kinematic operated by small drones, using carrier-based error correction; and DGPS: Pseudo Differential operated by manned aircraft, using code-based error correction.

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Figure A: RTK GPS Arrangement

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A greater concern is the reliability and consistency of error. RTK GPS has less overall error, and DGPS can lack in the consistency of error. This is of crucial importance to precision navigation where, over time, there needs to be minimal variation in error.

Both types of GPS require a fixed reference-based station signal and work better if receiving signals from different GPS satellite constellations. The following Global Navigation Satellite Systems (GNSS) are currently operational: • • • • •

GPS (US) GLONASS (Russia) BeiDou (China) IRNSS Regional Navigation Satellite System (India) QZSS Regional Navigation Satellite System that enhances GPS (Japan)

Also to be operational by 2020: •

Galileo GNSS System (European Union)

Communication as LTE and C2 (or C3)

Just as newer generations of people prefer texting to phoning, the world of technology continues to move away from a reliance on the human voice and more to the use of digitized versions of the same.

If transactional aircraft communication is all digital, along with navigation, surveillance and diagnostics, then why not use a platform commonly deployed by the internet? Especially an internet widely understood, with a broad bandwidth, worldwide coverage and operating at lightning speed.

That internet is fast becoming the reality and therefore is a perfect means to move digits of data on 128 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

and off aircraft. Already, drones are using LTE means and C2 (or C3) methods to move the data around. So, what are LTE and C2 (or C3)?

LTE: Long-Term Evolution (LTE) is an existing implementation of 4G technology and was meant to meet the speed goal of one Gigabyte per second (Gbps). This never happened. The providers have only reached top speeds between 20-21 Megabytes per second (Mbps).

5G is still in development and implementation but should reach speeds that are twenty times faster than the 4G LTE goal. In other words, 5G can reach speeds of 20Gbps. Of course, we’re likely to see 5G in LTE format too, and it may be inferred that the internet is really a 3G/4G or later 5G, working at rates comparable to the LTE rate of the day.

Current Air to Ground (ATG) speeds are akin to ground phone data and can reach up to 100Mbps. For the future aircraft, a bridge needs to be constructed that will permit six important criteria: 1) Cost per Megabyte, then Gigabyte and eventually Terabyte must be realistic to future demand and usage.

2) Latency (signal delay) of transmission will need to be virtually zero.

3) Bandwidth must allow sufficient, simultaneous data transfer for a multiplicity of aircraft functions.

4) Speed of data transfer must permit an aircraft to react as fast to remote commands as if the real pilot were in the cockpit, and to allow adequate response to 4D, compact airspace demands.

5) Reliability should be high enough to prevent signal unlock, degradation and compromise.

6) Security must be sufficient to prevent any form of tampering.

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Figure B: Anticipated Goal of 5G Experience

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While not new to modern aircraft, the internet, when widely used as a tool to command and control the aircraft, would be new. We are at that threshold as the internet is applied to aircraft diagnostics, a function far beyond its versatility for cabin occupants.

C2 (or C3): Command & Control (as C2) comes out of the military and special mission environment, where, for air forces, it is conventional to have a mission involving multiple aircraft, personnel, equipment and procedures controlled by a single command aircraft. This requires critical communication and therefore is often termed C3, to include that element.

Because future aircraft will be operated remotely and within compact 4D airspace while responding to superfast data requirements, C3 will be critical to their success.

Drones use C2 (or C3) constantly and that forms the link between the ground-based control and the active drone.

Manned aircraft use the pilot in the loop as command and control, and specifically the pilot in command (PIC), as the final decision maker.

We may expect both the command and control function to gradually become autonomous and, by design, remote.

We know, for sure, that the C3 element of communication has already morphed from voice to data.

It is the nature of the data and how it is to be transported that will permit the transformation of aircraft to command and control functionality.

Recovery as Loss Link & Auto Return

Continuous linkage of command and control is essential for any remotely controlled mode of transport. Equally, if the link is lost or if the transport has any form of catastrophic failure, it must return to its home base. The latter assumes catastrophic to be limited to mission failure and not it’s ability to function as a basic aircraft.

Today’s manned aircraft loss link would be construed as a failure to communicate to ATC or an inability to connect to satellites, for example to navigate. The autoreturn is the action of the pilot in command to return the aircraft to the nearest airport runway, if the failure warrants it.

For the future aircraft, piloted remotely or

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Figure C: Possible Future Command & Control Configuration

Manned ATC

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Remote Pilot

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Avionic Cloud

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AVBUYER.com Figure D: Variables in Future Operations, Deeming Loss Link & Recovery as Crucial

Courtesy of US Government Accountability Office (GAO)

autonomously, the linkage of command and control will be as crucial as it is with drones today. The automated return function will be a multi-layered set of recovery procedures based on the criticality of the failure, with respect to phases of flight. For example, a minor loss of datalink or system failure could result in the virtual aircraft (including its airspace bubble) expanding, adding a greater buffer between itself, other aircraft and obstacles in the environment.

On the other hand, a more significant event may trigger an internal automatic response to where the aircraft will cancel its mission and fly to the nearest suitable runway. It will also simultaneously corroborate with ATC and the entity that operates it.

Note that ‘recovery’ can imply many levels of response. It should never be such that a total loss of datalink will immobilize an aircraft. The aircraft should always be able to recover and do something to safely ‘return’. However, when there is an internal failure that could impede the aircraft’s ability to fly, there may be

the option to deploy a parachute, as with some drones today.

In the case of larger transport aircraft that may not have the glide capability to reach a road or a runway, this would require a safety system that would prevent, or render unlikely the ‘falling aircraft’ from fatally injuring persons on the ground.

Airworthiness authorities are currently grappling with this issue when considering authorization of drones for operations Beyond Visual Line of Sight (BVLOS). A recent, well publicized, incident in Switzerland of a delivery drone’s catastrophic failure close to a school, highlighted that concern and shelved the client’s multientity program.

Diagnostics using RFID Sensors

Air carriers use Radio Frequency Identification (RFID) for checking the status of baggage and the presence of cabin components, as well as maintenance-due status of their transport aircraft equipment. The use of RFID for

Figure E: Example of an Aircraft Active Radio Frequency Identification (RFID) Device

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system operational status is new, while the ability to combine groups of sensors into an overall aircraft status is newer still.

RTCA work group SC-236 and EUROCAE WG-79, Standards for Wireless Avionics Intra-Communication System (WAIC) has been developing recommendations for some time. The intention is to create and use WAIC devices operating in the FCC assigned band of 42004400 MHz, ironically also used by aircraft radar altimeter systems.

Apart from recommendations on avoiding interference with radar altimeters, the standards recently issued as DO378, provide a permissible power allowance (flux density) and other criteria.

Other standards covering passive RFID devices include SAE AS5678 (and newer AS6023), along with ATAâ&#x20AC;&#x2122;s Spec2000. Active RFIDs will locally transmit their data to a hub. Multiple hubs will combine the data through a central controller, and add to the aircraftâ&#x20AC;&#x2122;s overall digital signal, sent to the remote pilot and cloudbased avionics for processing.

This level of autonomous and â&#x20AC;&#x2DC;virtual live sensing and monitoringâ&#x20AC;&#x2122; allows for the proper commands in response to any aircraft deficiency. All in all, an aircraft of the future, working as a closed loop system via its remote avionic cloud, will function fast and accurately because www.AVBUYER.com

of sensors like RFIDs. It is important to achieve a significant degree of sensing and response right at each aircraft subassembly. This is achieved by the wireless communication of status from the source and all along the aircraftâ&#x20AC;&#x2122;s monitoring pipeline. This will minimize the wiring, connectors and points of failure. It also reduces weight and takes less time to push and pull data around the total circuit.

Just as we route internet data, and use Bluetooth in place of handsets, in modern cabins we can rapidly transfer wireless data from aircraft components to â&#x20AC;&#x2DC;high density collectorsâ&#x20AC;&#x2122; that modify the data to a form that is suitable for inter-satellite communication.

In Summary

Having wrapped up the Primary Enabling Electronic Technology for a future aircraft here, building from the newer technologies in use by drones and planned for e-VTOL, our next article will review Primary Existing Advancing Electronic Technologies (Avionics).

Avionics implies the use of these technologies in our business jets of today. However, they will later morph into more advanced technologies, while in some cases, merging with those previously defined as primary enabling. T AVBUYER MAGAZINE Vol 23 Issue 10 2019

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Do Engine Maintenance Programs Help Older Jet Values?

It can be tempting to remove an older business airplane from its engine maintenance program to save costs. Engine Assurance Program’s Sean Lynch tells Dave Higdon why this is a bad idea… ne of the keys to economical business aircraft use is the pure longevity of the airplanes we fly. Older airframes need not face obsolescence thanks to processes that allow upgrades and improvements — changes which can provide aging aircraft with avionics and interiors on a par with newer jets.

Thanks to Supplemental Type Certificates and the advanced systems produced specifically for retrofit, a 30-year-old jet can fly neck-and-neck with one produced only yesterday. As a result, many operators continue to fly airframes that are years

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older than average.

If there's a weak link, however, it parallels the tired human heart that’s worked hard, worn out and is subject to more maintenance than before. That's why maintenance technicians advise taking the best possible care of the aircraft's heartbeat: its powerplants.

The uncomfortable truth is that as engines age they can become more expensive to maintain. But keeping abreast with that engine's maintenance needs can help it live longer, more efficiently and with greater reliability. www.AVBUYER.com

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

Contact him via Dave@avbuyer.com

The Economies of Age

Often as a business aircraft ages it becomes more expensive to operate and maintain, and as costs grow the value of the aircraft declines. The process can become something of a death spiral for the aircraft. As its value and potential use decline, the willingness to spend money maintaining it weakens.

And by missing some key work needs, the asset's value declines further.

That value decline becomes particularly acute when those expensive turbine engines approach their age and/or overhaul limits. But it doesn't have to be that way…

According to Sean Lynch, of Engine Assurance Program, which delivers hourly engine coverage at affordable costs to operators flying legacy aircraft with legacy engines, operators haven't so much been overlooked in the marketplace as been priced out of sticking with their original programs.

“As the values of older, legacy jets fall, no parallel decrease comes in the costs of powerplant maintenance and the fees for engine service programs,” Lynch notes.

“We realized back in 2010 a big difference between what it costs to maintain engines and the cost of maintenance programs,” he recalls. “The cost of a lot of parts have gotten substantially less expensive but those savings were not necessarily being passed on to the customers.”

What started as something of a hobby project evolved into a business after Lynch used his background in parts and aircraft sales to develop spreadsheets tracking parts costs for older engines. EAP started the financial model in 2010, launching the service in 2015. “We've basically doubled in size each year since then,” Lynch reveals.

EAP's growth came from developing a core focus on several older powerplants, leading the company to develop coverage for more than 20 engine types in less than five years. “We're focusing on the segment of the market that's truly been overlooked,” Lynch says.

The Old Business Aircraft Challenge

“Our biggest challenge is with people who've decided to leave their engine program,” he www.AVBUYER.com

explained. The most cited reason tends to be value and cost. Unfortunately, operators often fail to appreciate the value such programs bring to a business aircraft.

“When [operators leave their engine program] it truly seals the fate of that airplane,” Lynch notes, citing a pair of real-world examples.

“A Dassault Falcon 50 was pulled off its program four years ago and sold a year ago.

Before selling, the operator figured they could save $500k by taking the aircraft off the engine program. The aircraft was worth more than $1m when the owner took it off the program, but it lost that value because of the program removal.

“When the owner sold the airplane, it was fully deducted for the lack of an engine program. It sold for less than a half million.” Ultimately, it cost them $50,000 more with the loss of airframe value than the savings they made by not accruing for an engine program. And all the while they received no benefit of engine coverage, Lynch emphasizes.

In Lynch's second example, the jet was doomed.

“A Dassault Falcon 900B was taken off its engine maintenance program,” he relayed. “Three years later it was parted-out because there was no equity in the engines when the owner decided to sell.”

The value loss was directly related to these two aircraft's lack of participation in a maintenance program – particularly for those engine types.

“That's the real risk of operating without a maintenance program; the financial loss when it comes time to sell.”

So, although cost saving is the usual reason given for dropping an engine service program, particularly for older aircraft, that is clearly a shortterm view. Today, Lynch says, EAP is the fastest growing engine program for Falcon 50s and Falcon 900Bs. “Engine maintenance programs add value above and beyond their costs.”

Developing a Program for Unmet Need

Prior to starting EAP, Lynch worked as a business aircraft broker for 10 years and then for five years as an aircraft parts vendor. It was when a client who was new to Business Aviation approached Lynch for help in pricing a support program that he began to consider the opportunity of starting something new.

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airplane, they often want to buy something that can get rolled on to the program,” Lynch says. “I have to tell you, it's been fun. I've never been involved in a market where people are pleased that you're bringing some competition in the market.”

EAP recognized that different operators need or want different levels of support for their powerplants. To that end, EAP offers three programs tailored to the age and time on the engines and the level of coverage the operator wants.

Sean Lynch

“Engine programs don't cost, they pay; they do so by helping retain value.”

“I had just quoted the engine maintenance program cost to this new-to-aviation buyer and when we spoke about price the owner was shocked at the accrual costs,” Lynch recalled. “I started to survey engine shops, collect statistical data and – as a hobby – I started plugging all that data into spreadsheets.”

He worked with others to develop the business model he uses today. “It was just dumb luck that this worked out.” Today, EAP runs a lean operation with six full-time staff members, several contractors who work for EAP and by using the existing networks of engine shops.

“When customers are buying a different 136 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

Comprehensive Engine Coverage: This option covers scheduled and unscheduled engine maintenance, including life-limited parts, linereplaceable units (LRUs), removal and re-installation (R&R), shipping, rentals, line maintenance, and 24/7 access to Engine Assurance Program’s AOG assistance. Catastrophic coverage is also included. Operators get full coverage with only 75 hours as the yearly minimum.

Proportional Coverage: An option designed for those starting the program without a full buy-in. As an example, EAP will cover the next overhaul on a 50% basis if the operator has already flown through 50% of the time prior to the next overhaul at the time of enrollment. This includes all coverage from the comprehensive program, except that it’s covered at the proportional rate.

Catastrophic Failure Coverage: This is limited to the catastrophic failure of the engine prior to its next scheduled event. The Catastrophic Failure Option also includes unscheduled failure of LRUs.

Conclusion

Having and maintaining coverage brings value to the aircraft, an important factor that is too often overlooked by operators unhappy with enginemaintenance program costs. Lynch explained, “Engine programs don't cost, they pay; they do so by helping retain value.

“When the engines are on a program, operators are forced to be disciplined and follow the inspection and maintenance efforts. But when that stuff (engine-maintenance programs) gets thrown out, there's a potential safety issue because of the lack of routine engine maintenance.” T More information from www.eap.aero www.AVBUYER.com

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"We have worked closely with AvBuyer for many years. We find the entire team to be extremely friendly, efficient, flexible and accommodating to our frequently changing needs, even at short notice. Avbuyer always go above and beyond to ensure our brand and inventory receives the best exposure and most qualified leads through their varied media packages. The content in AvBuyer magazine and on their website is always current, relevant, of very high quality and perfectly tailored to our target audience."

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OEM Bites

Dassault Reports Sales Flourish

Airbus Corporate Helicopters has flown the second prototype of its new five-bladed H145 at its Donauwörth facility. The helicopter will be used for additional flight tests to achieve EASA certification of the new five-bladed H145 in early 2020. The first prototype is currently performing a high altitude test campaign in South America, while the second will be mainly used for autopilot testing, performance and airframe structural validation. www.airbus.com

In a recent report, Dassault’s Eric Trappier noted how the book-to-bill ratio is greater than one, thanks partly to an unexpected sales flourish in summer 2019…

D

assault CEO Eric Trappier reported a sudden, unexpected flourish of Falcon sales in July and August following a ‘very flat’ first half performance, in which only seven business jets were sold.

By August 31, the French OEM had sold 26 year-to-date, taking the backlog to 56 Falcons, with 23 delivered— “a book-to-bill of greater than one,” Trappier said. According to Trappier, the Falcon 6X is the big hope for Falcon sales.

The 6X program is “progressing in line with schedule” for service entry in 2022, said Trappier. Work has started on wing subassemblies while four Pratt & Whitney Canada PW812D engines are undergoing tests, with more than 1,000 hours

achieved to date - some of which have been on a flying testbed.

And Trappier added that work continues on the “Future Falcon,” but remains “confidential” at this point in time.

Global Markets

Overall, Trappier described Falcon sales in most parts of the world as “a bit flat", with the US providing the exception.

Nevertheless, undisclosed hedging strategies have been put in place to protect against any slide in the strength of the US dollar relative to the Euro.

He expressed hope for China and—as “a separate market”—the rest of Asia, where Dassault continues to invest.

Bombardier announced that L.J. Aviation has expanded its fleet with its latest addition of two Challenger 350 aircraft. The high-performing Challenger 350 business jets join the company’s existing fleet of 40 aircraft and are available for charter in the Mid-Atlantic States. www.aero.bombardier.com

More information from www.dassaultfalcon.com

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Clermont Group has completed its majority acquisition of Eviation Aircraft. In January, Singapore-based Clermont entered into an agreement to acquire a 70% stake in the Israelbased start-up, which plans to become the first-to-market manufacturer of an all-electric-propulsion aircraft, which it named Alice. www.clermont.com

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Heli Connections Aviation October.qxp_Empyrean 19/09/2019 09:56 Page 1

2011 Airbus EC145 sn 9397 registration N745AF

Price on Request

Airframe Total Time: 465:19. Landings: 845 Immaculate with one corporate owner since new

Engines Turbomeca Arriel 1E2 Left engine: 464:43 TT/697 Cycles (SN 47305) Right engine: 464:43 TT / 699 Cycles (SN 47310) Avionics 3Axis Auto Pilot/ Single Pilot IFR 2 Thales Flight Control Display Units Garmin GTX 330 Mode S Transponder DME 4000 Honeywell KRA 405B Radar Altimeters EGPWS MK XXI Garmin GNS 430W WAAS GPS/Nav/Comm w/LPV Approach Capable Dual Air Data Computers-Thales ADU 3200 4 Smart Multifunctional Displays - Thales SMD 45H-NVG Traffic Advisory System –Avidyne TAS-610

Vehicle & Engine Multifunction Display (VEMD) Dual AHRU’s Single Pilot IFR Avionics Install Chelton ADF DF-431B Garmin SL-40 Comm Tranceiver TFM-500 VHF/UHF Radio System Garmin GMX Multifunction Display KTR993 HF Transmitter KTA 970 – TCAS 1 Icarus Sky Connect Flight Tracker Dual Engine Cycle Counter Interior VIP Interior seats up to 6 passengers w/leather upholstery. 3 forward and 3 aft facing seats.

Cabin iPod dock w/ volume control. Bose A20 Active Noise Reduction Headsets (5ea) with Bluetooth. Refreshment cabinet available Exterior Imron White upper fuselage and Arista Blue lower fuselage with Red and Gamma Gray stripes

Heli Connections Aviation Barry Hewko or Scott Hope www.heliconnections.com www.AVBUYER.com

Additional Features No Damage Cineflex Elite Camera Mount Fuel Management System LED Anti Collision Light BeckerCabin ICS w/ (5 ea) Headset Jacks CVFDR-Cockpit Voice Flight Data Recorder Manual Blade Fold Kit Lead Acid Main Aircraft Battery Artex C406-N HM ELT Tech-Tools Tinted Windows Aircraft Emergency Floatation System Tailboom Ballast Kit Survival Products 4 Place Life Raft (2) Auxiliary Fuel Tank Meeker Multipurpose Step Mount 100 Kt Tie Down Kit Maintenance In accordance with manufacturers recommendations

Tel: Barry +1 250-888-0424 barry@heliconnections.com Tel: Scott +1 250-212-8021 scott@heliconnections.com AVBUYER MAGAZINE Vol 23 Issue 10 2019

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COMMUNITY

AVBUYER.com

C

OEM Bites

Embraer released images of its allelectric aircraft technology demonstrator, which it’s developing in partnership with Brazilian electronics firm WEG. The testbed – an adapted EMB-203 Ipanema crop duster – is "ready to receive systems and components", according to Embraer, and is expected to make its first flight in 2020. www.executive.embraer.com

Bell 505 Jet Ranger X Fleet Hits New Milestone

Bell Helicopter announced that the Bell 505 Jet Ranger X has surpassed more than 20,000 flight hours.

H

aving delivered 200 aircraft to customers, Bell reports its Bell 505 is now flying across six continents. The 20,000 hours the helicopter has amassed since first delivery in 2017 makes it Bell’s fastest growing accumulation of flight hours of any current commercial platform.

With a speed of 125 knots and useful load of 1,500 pounds, operators can enjoy a range of up to 306 nautical miles.

The five-seat Bell 505 is designed for safety, efficiency and reliability using

advanced avionics technology. It incorporates proven dynamic components, advanced aerodynamic design and a dual channel FADEC Turbomeca Arrius 2R engine.

A flat floor, open cabin is configurable for a wide variety of missions and payloads, whether carrying up to four passengers or for internal cargo missions by removing quick disconnect rear cabin seats and/or co-pilot seat.

More information from www.bellflight.com

Understanding the Business Aviation Market - with 142 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

AvBuyer

Piaggio Aerospace was awarded a contract by Italy's civil air traffic management company ENAV for the maintenance of its P.180s. The agreement, with an estimated duration of approximately seven years, is worth 12.6m euro and will guarantee integrated logistic support for ENAV's fleet of four P180 Avanti II. www.enav.it

Quantum Air – a charter start-up company - has agreed to purchase 22 of Bye Aerospace’s electrically powered, fixed-wing, four-seat eFlyer 4 aircraft and four of its two-seat eFlyer 2s.

Quantum Air also committed to buy two examples of another new electric aircraft that Bye Aerospace now has in development. www.byeaerospace.com

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The Regional Aircraft Marketing Specialists Tel. + 44 1753 832088

juliet@skyworld.co.uk

Library picture. Aircraft will be delivered with fresh white paint

88 leather seats

Embraer 170-200 STD (E175) available for lease • • • • •

Two aircraft, available March 2020 Manufactured 2012/13 Engines enrolled on GE OnPoint programme Operated in European environment since new Long term leases available

• • • • •

Honeywell Primus Epic avionics Approx. 1,500 nm range (full payload) Ideal corporate shuttle 88 leather seats One of the most comfortable aircraft of its class

For more information contact Juliet Hewitt - juliet@skyworld.co.uk

www.skyworld.co.uk

JETAPPRAISALS Performed by Accredited Senior Appraisers

877.531.1450 jetappraisals.com

Desktop Aircraft Appraisals / On-Site Asset Verification and Logbook Review Residual Values / Customized Analysis www.AVBUYER.com

AVBUYER MAGAZINE R Vol 23 Issue 10 2019 R

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COMMUNITY

AVBUYER.com John Benoit has been appointed to the position of director of strategic business development at Universal Avionics.

John Benoit

Shannon Chambers has been promoted to vice president of marketing and communications for the National Air Transportation Association (NATA).

Michael Chen, Metrojet China manager, has been elected to the AsBAA Board.

Jeff Cole has been appointed by Bombardier as sales director, Northeast US.

Michael Chen

Anne Devilliers becomes International sales director for Great Britain, Ireland, the Balkans and Greece on behalf of Dassault Aviation.

Jeff Favati has been added to the Av8 Group sales team as sales manager.

Anne Devilliers

Rusty Gardner is the new Avionics Install Manager at West Star Aviation’s East Alton (ALN) location.

Matthew Greene steps up as president at Safe Flight Instrument Corp.

Jean-Marc Lenz has been appointed CEO at SR Technics. He succeeds Frank Walschot.

Rusty Gardner

Julie Maggio sales support administrator at 1st Source Bank, has

been promoted to Officer of the Bank. Maggio has been with 1st Source since 2001 and serves in the support role for the Bank’s aircraft sales team within the specialty finance group.

Michael Parker has been added to Soljets’ sales team as executive sales director.

Matthew Greene

Ross Perot Jr is to be honored by the NBAA with the Meritorious Service to Aviation Award. The award recognizes “extraordinary lifelong professional contributions to aviation”.

John Rosanvallon currently CEO at Dassault Falcon, is stepping down after a 44-year career with the French OEM. Dassault Aviation has appointed Thierry Betbeze as the new CEO of Dassault Falcon Jet, its US Business Aviation subsidiary.

Ross Perot Jr

Ramy Sidhom has been appointed president of Aviation Finance at PNC Bank.

Gary Strapp has been appointed to the role of senior vice president, global program management and technical services at Jet Support Services, Inc. (JSSI), the leading independent provider of maintenance support and financial services to the aviation industry.

Mike Ward has joined DAS/Flite as the vice president of sales, parts and component repair.

John Rosanvallon

Gary Strapp

BizAv Events 2019/20 Spanish Aviation Symposium Oct 4 Madrid, Spain www. aeropodium.com

Baltic Business Aviation Oct 30 Tallinn, Estonia www. aeropodium.com

Safety Summit 19 Nov 12 – 13 Cologne, Germany www.ebaa.org

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

Malta Corporate Aviation Symposium Oct 18 Malta www. aeropodium.com

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

Aircraft Transaction Masterclass Nov 14 – 15 Miami, FL www.corporatejetinvestor.com

Russian & CIS Business Aviation Dec 5 Moscow, Russia www. aeropodium.com

NBAA: Single Pilot Safety Standdown Oct 21 Las Vegas, NV, USA www.nbaa.org

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

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

Principles of Aircraft Valuations Jan 10 Fort Lauderdale, FL, USA www. aeropodium.com

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

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

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

Transformative Vertical Flight 2020 Jan 21 – 23 San Jose, CA, USA www.vtol.org T

144 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

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JetNet October.qxp_Layout 1 16/09/2019 15:08 Page 1

PURCHASETHE

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Products & Services October.qxp_Layout 1 19/09/2019 15:34 Page 1

PRODUCTS & SERVICES Wichita: Where Aviation Took Wing

Branding agency Greteman Group has produced a new book, “Wichita: Where Aviation Took Wing,” that documents the Midwestern city’s history and contributions to aviation. The firm’s namesake and president, Sonia Greteman, said the idea for the book arose from the agency’s four years of research developing displays at Wichita Eisenhower National Airport highlighting the city’s aviation history.

At its peak, the 173-page book notes, Wichita had 16 aircraft manufacturers, six aircraft engine factories, 11 airports, and a dozen flying schools. Today, the city is home to Textron Aviation (Beechcraft and Cessna), Bombardier Learjet, commercial aircraft supplier Spirit AeroSystems, and Airbus North America Engineering. Sonia Greteman, whose father was chief photographer for Boeing Wichita, explained it was a confluence of people, geography, and good fortune that spurred the development of Wichita and its moniker, the “Air Capital of the World.” www.gretemangroup.com

328 Support Services New Structure

328 Support Services GmbH, the type certificate holder of the Dornier 328 aircraft, announced the formation of a new aircraft original equipment manufacturer, DRA GmbH.

Representatives of 328, a wholly owned subsidiary of Sierra Nevada Corporation (SNC) and the German Federal & State of Saxony ministries, signed a Memorandum of Understanding to establish DRA GmbH’s final assembly line for the D328NEU aircraft, a derivative of the Dornier 328, at Leipzig/Halle Airport, in the State of Saxony. The project anticipates the creation of up to 250 new jobs at the production facilities in Leipzig, and an additional 100 plus jobs at 328’s HQ in Oberpfaffenhofen, near Munich. www.328.eu

Banyan’s 40th Anniversary

Banyan Air Service based at Fort Lauderdale Executive Airport recently hosted a customer appreciation open house.

146 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

“It was 1979 when it all began and it is hard to believe it’s been 40 years,” says Banyan’s president, Don Campion. “It’s been a fantastic journey and it’s because of our dedicated teammates and loyal customers that we owe our success.” www.banyanair.com

CAE Take 50% of SimCom

CAE plans to expand its business with the acquisition of a 50% stake in SimCom Holdings, a training provider, for $85 million, the training provider says. In addition, Directional Aviation Capital’s business jet operator subsidiaries, which includes Flexjet, Flight Options, Flairjet, Sirio, Nextant Aerospace and Corporate Wings, will form a fifthteen year training services agreement with SimCom and with CAE for training. Combined, the two companies have a fleet of about 175 business ... www.cae.com

Comlux Appointed DC Aviation

DC Aviation Group acting on behalf of the owner of an Airbus ACJ320neo has appointed Comlux Completion to provide the aircraft's interior. This new signing consolidates Comlux's order book with a total of four ACJ320neo VIP cabins contracts signed to date.

The aircraft, owned by a customer of DC Aviation Group, is to be delivered green by Airbus next month.

Michael Kuhn, CEO DC Aviation Group says, “We have been working on the ACJ320neo project on behalf of the owner for more than a year. Further to the selection of Callies Gräfe Design earlier this year for the interior design concept, we are now pleased to team with Comlux Completion for the building the VIP cabin. Its experience on Airbus cabin completions and its customer-minded and innovative approach have made the difference in the selection process of the outfitting centre. We are looking forward to get delivery of the completed aircraft to start operations and fly our customer around the world.” Since 2009, Comlux Completion has completed a full range of VIP completions including Airbus ACJ319, ACJ320, ACJ321, ACJ330, Boeing BBJ, BBJ3, 757BBJ and Sukhoi SBJ. It has one ACJ320neo and one BBJ MAX currently in completion, plus an order book of three further ACJ320neos.

Sealing the deal: Joseph Huber, vice chairman and CFO, Comlux; Stuart Burrows, vice president business development, DC Aviation Group; Tobias Laps, svp sales, Comlux; and Richard Gaona, executive chairman and CEO, Comlux www.comlux.com www.AVBUYER.com

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

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

conklindd.com

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PRODUCTS & SERVICES Dassault Gets TAG MROs

Gulfstream Expands in Appleton

Dassault Aviation announced last month that it has now completed its acquisition of TAG Aviation’s MRO organization. That includes TAG's service centers in Geneva, Switzerland; Farnborough, UK; Paris Le Bourget; Lisbon, Portugal; and satellite operations in Luton, UK, and Moscow.

Rebranded as TAG Maintenance Services (TMS), the MRO network will operate as a wholly-owned Dassault Aviation affiliate. TMS will continue servicing the various aircraft types it has supported in the past, Falcons and others, and its customers will have access to the same personnel. www.dassault-aviation.com

Gulfstream has expanded its MRO operations at Wisconsin’s Appleton International Airport with the opening of a newly built aircraft maintenance facility. The nearly 190,000 squarefoot/17,652-square-meter building, northeast of the airport terminal, was constructed with an investment of approximately $40m. The expansion to the Appleton service center includes 101,853 sq ft/9,462 sq m of hangar space, which will accommodate 12 Gulfstream G650ER or G650 aircraft.

In addition to offices, back shops and general support space, the expansion adds a new sales and design center and increased customer access to Gulfstream’s design portfolio. www.gulfstream.com

Duncan’s ADS-B Countdown is On

IFR Cert for Bell 407GXi with Garmin G1000H NXi

Duncan Aviation holds or has access to 42 Supplemental Type Certificates (STCs) for FAA-approved ADS-B equipment for more than 100 models. One of those models is the Gulfstream GIV, and more than half of all of those aircraft have yet to be upgraded for ADS-B. Duncan Aviation has several paths to certification for this aircraft, including an STC developed by CMD Flight Solutions.

Avionics technicians at any of Duncan Aviation’s Satellite Avionics Shops can upgrade the TDR-94D in as little as 10 days, saving downtime and money and ensuring a path to certification before the mandate deadline.

If you haven’t yet upgraded but don’t want to be flying low or sitting on the ground on January 1, 2020, take a moment to schedule hangar space and upgrade to ADS-B. www.duncanaviation.aero

DC Aviation Grows

Dassault Falcon 2000S added to managed fleet and aircraft is available for charter flights Stuttgart-headquartered DC Aviation Group continues to grow its aircraft management fleet with the addition of a Dassault Falcon 2000S. The new aircraft is immediately available for charter flights.

With redesigned wings, enhanced engines, an advanced cockpit and improved maintenance features, the 2000S guarantees a perfect balance between performance and economy the company states. www.dc-aviation.com 148 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

The Bell 407GXi equipped with the Garmin G1000H NXi has obtained IFR certification, Garmin announced. A variety of advanced features makes the G1000H NXi optimized for use in helicopter operations, and the certification paves the way for the aircraft's use in certain military applications.

The G1000H NXi consists of a PFD and an MFD capable of displaying in a variety of modes depending on the phase of flight and the pilot’s selections. Primary among the system’s new features is the helicopter terrain awareness and warning system (HTAWS) that depicts obstructions in five-color shading, with voice callout alerts for obstacles, such as power lines and towers. www.garmin.com

King Aerospace Sees Rising Trend

Dallas-based BBJ MRO Specialist King Aerospace Commercial Corporation (KACC) has seen an uptick in business for the third consecutive year, with the bizliner specialist on track to provide 40 MRO and interior refurbishments on Boeing business aircraft alone. That compares with 29 the previous year and 10 in 2017.

“Strong markets, access to capital, and new tax rules are contributing drivers to business aviation’s upturn, but our forward momentum underscores the strong relationships we build with customers,” said company president Jarid King.

“While people have long known us for our excellent paint services, the word is getting out about the value we deliver in interiors, avionics, and maintenance.” www.kingaerospace.com www.AVBUYER.com

American Kodiak August.qxp_Layout 1 18/07/2019 16:31 Page 1

The Kodiak 100 One Plane That Can Do It All www.AmericanKodiak.com An American Department of Wildlife and Fisheries chose the Kodiak 100 because it is easy to work on, easy to fly, and safe with great flight handling. For the complete story, visit our website at www.americankodiak.com/blog

RUGGED

One of their specialties is duck and geese surveys – taking estimates of the duck and geese population from the air. They need an aircraft that the flight crew could safely maneuver in tight spaces with tough landing gear and rugged tundra tires for all their field landing missions.

RELIABLE

Safety was a top concern. The Kodiak 100 can deliver their entire team – biologists, observers, flight crew and equipment – safely to remote locations involving variable takeoffs and landings, weather conditions and lengths of flight. The Kodiak 100’s unmatched STOL performance, sturdy landing gear, advanced avionics and turbine power reliability (750HP) make it all possible.

VERSATILE

The cargo pod allows the department to manage passenger and cargo capacity that optimizes use of space in the Kodiak 100.

They can carry 2 or 3 biologists, observers and flight crew with comfort. The large opening in the back even allows them to easily relocate whooping cranes as necessary.

AmericanKodiak.com | Mailing Address: 5007 Airport Road, Denton TX 76207 | 940-800-8022 Sales: Eamonn Donovan | Eamonn@americankodiak.com OR Dan Boone | Dan@americankodiak.com

Products & Services October.qxp_Layout 1 19/09/2019 15:35 Page 3

PRODUCTS & SERVICES Robinson Offers NEW R66 Slimline Auxiliary Fuel Tank

The FAA certified Robinson Helicopter’s Slimline Auxiliary Fuel Tank for its R66 Turbine helicopter. The tank holds 23.2 gallons (88 liters), roughly half the fuel of the company’s larger auxiliary fuel tank, adds approximately 1 hour to helicopter endurance, and extends its range by as much as 100 nautical miles (115 statute miles). It mounts on a fiberglass tray that installs in the aircraft’s baggage compartment, occupies one-third of the space, and leaves room for up to 200 lbs. of baggage. Both tank and tray can be removed when not in use. www.robinsonheli.com

StandardAero’s New STC for Globals

StandardAero has completed Supplemental Type Certificate (STC) approval for installing Viasat Ku, Ka or KuKa SATCOM systems on Bombardier Global 5000/6000/GEX models. The system is the fastest Ka SATCOM solution currently available.

The new STC product, including radome, was certified in August with the first article being completed by StandardAero’s Organizational Delegation Authorization (ODA) team, located at the company’s Springfield, Illinois MRO facility.

The Viasat product line is exclusive to StandardAero on the Global family of aircraft. Installations can be performed by any Viasat dealer. Interested owners or MROs can reach out to StandardAero for pricing. www.standardaero.com

Textron 50 Years in Zurich

Textron Aviation recently celebrated the 50th anniversary of its Zurich, Switzerland service center. The facility was one of two in Europe that it acquired in December 2012 from General Dynamics FBO, aircraft charter, maintenance, completions, and staffing services provider subsidiary Jet Aviation. At the time of the acquisition, the Zurich center served as a Cessna Citation Service Center until Textron wrapped up its acquisition of Beechcraft in 2014 and began servicing that brand, as well as Hawker models. www.txtav.com 150 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

Albinati Awarded Argus Platinum

Albinati Aeronautics announced that it has been awarded the ARGUS Platinum Certification along with the renewal of its IS-BAO Stage 2 in July 2019. This combo-audit certification is a worldwide and highly recognized symbol of quality, safety and operational excellence. “This is an important milestone for our company and our teams who strive to continuously stay on top of the industry and deliver the best services to our customers for the past 18 years” comments the CEO and founder, Stefano Albinati.

Albinati Aeronautics has become an undisputed reference in private aviation. It keeps increasing its focus on charter flights and will soon add new aircraft to its fleet: two new Bombardier Global 7500 coming in 2020 and 2021 and a new PC-24 coming by June 2020 www.albinati.aero

Metrojet 60-Month Inspection on Global 5000

Hong Kong-based Metrojet , announced that its MRO Facility in Hong Kong has recently supported a 60-month inspection on a Bombardier Global 5000.

With the aid of its own Maintenance Delivery System (MDS), Metrojet HK MRO was able to complete the check within 42 days.

Established in 1995, Metrojet pioneered business aviation services in Hong Kong and remains one of the leading business jet operators and maintenance providers in Asia Pacific. The company provides all-inclusive aircraft management, maintenance and aviation consultancy services www.metrojet.com

AMAC get More ADS-B out Requests

AMAC Aerospace has received three orders for new ‘ADS-B Out’ (Automatic Dependent Surveillance-Broadcast) installations. Two privately owned Boeing B737 arrived by end of July for the ‘ADS-B Out’ installation and simultaneously they will undergo a small maintenance input. An Airbus A319 successfully fulfilled the mandated ’ADS-B Out’ with AMAC. The privately-owned aircraft left AMAC at the beginning of August. AMAC Aerospace is getting more and more requests for ‘ADS-B Out’ installations as the FAA has mandated ‘ADS-B Out’ capabilities for aircraft after January 1, 2020, for flights in most airspace where a Mode C transponder is required www.amacaerospace.com www.AVBUYER.com

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PRODUCTS & SERVICES Essex Aviation Adds Global 7500

Essex Aviation Group announced that it has successfully finalized the acquisition, completion management and final delivery of a new 2019 Bombardier Global 7500 ultralong-range business jet for one of its New York City-based clients.

The purchaser had partnered with Essex in the past to acquire a dedicated Global 6000 aircraft; the client also utilizes Essex’s ongoing consulting services when evaluating various items concerning their private aircraft www.essexaviation.com

Greenpoint Moves to New HQ

VIP business jet completions company Greenpoint Technologies has moved its corporate headquarters to a new, 36,000sq-ft facility in Parklands North Creek in Bothell, Washington. The new headquarters houses its design, engineering, program management, operations, certification, and sales departments.

Notably, Greenpoint’s “expansive” design center in the new facility features a library of material and surface selections, design development gallery, portfolio wall, and interactive space for client presentations www.greenpoint.com

World Fuel Services Acquires UVair Fuel Business

Garmin Avionics for Bye’s eFlyer 2

Bye Aerospace joined together with Garmin in announcing that the two companies will partner to provide Garmin's G3X Touch for Bye's eFlyer 2 all-electric aircraft in development. "As the trusted leader in avionics, we are very excited pilots have the opportunity to fly behind the G3X Touch avionics suite in the eFlyer 2," said Carl Wolf, Garmin vice president of aviation sales and marketing. "The G3X Touch in the eFlyer 2 boasts a

superior feature set with modern capabilities such as wireless connectivity and synthetic vision, as well as geo-referenced charts, traffic, terrain and more, offering advanced avionics capabilities in a glass cockpit that is both impressive and intuitive. We look forward to continuing our business relationship with Bye Aerospace as they bring the eFlyer family of aircraft to market." www.garmin.com 152 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

World Fuel Services Corporation announced that a whollyowned subsidiary of the company has signed a definitive agreement with Universal Weather and Aviation, to acquire Universal’s UVair fuel business. The total purchase price of approximately $170 million, a portion of which is payable over three years, will be funded through cash-on-hand and liquidity available through the company’s existing unsecured credit facility.

UVair, headquartered in Houston, Texas, serves business and general aviation customers at more than 5,000 locations worldwide. While Universal will maintain its international trip planning services business, the agreement to purchase the UVair® fuel business also includes an agreement for Universal to work exclusively with World Fuel to provide fuel supply to their customers www.wfscorp.com

To feature here please contact:

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

Amstat October.qxp_Layout 1 16/09/2019 15:43 Page 1

CONNECTING T H E A E R O S PAC E INDUSTRY

17-21 NOVEMBER 2019 DWC, D UBAI AI RSH OW S IT E WWW. D U BA I A I RSH OW. A E RO | @ D U BA I A I R S HOW

POINT CAMERA TO REGISTER

Jetsense Aviation Beechcraft 1900D October.qxp_Empyrean 15/10/2019 12:08 Page 1

S H O W C A S E

1992 Beechcraft 1900D Serial Number: UE-25 Registration: N83413 Airframe TT: 18,895.6 Landings: 26,966  Undergoing 2020 Compliance (ADS-B Installation)  Respectively 2160 / 2675 Engine Hours Remaining Before Overhaul  Fresh Hot Section Inspection June 2019  Fresh Phase 4/5/6, I Check and Landing Gear Overhaul  Very Good Cosmetics: Interior is 9/10 and Paint is 10/10  18 Seat Interior with Aft Lav and Fwd Closet  Collins Proline 21 Cockpit Avionics  Brake Deicing  Anti Skid  Power Steering Nose Wheel  APS 65 Autopilot Airframe Maintenance Tracking - Enrolled on CAMP Engines Left engine Right engine Description: P&W PT6A-67D P&W PT6A-67D S/N: PCE-114286 PCE-114369 THSN: 13,459.2 Hours 14,856.7 Hours TCSN: 18,616 Cycles 20,264 Cycles TUOH: 2159.1 Hours 2674.9 Hours TSOH: 3840.9 Hours 3325.1 Hours Propellers Left prop Right prop Description: HC-E4A-3 HC-E4A-3 S/N: HJ-2448 KX-593

Left prop Right prop THSN: 12,291.1 Hours 20,688.1 Hours TUOH: 3888.7 Hours 3323.8 Hours Avionics • Collins Proline 21 Cockpit Avionics • Dual Garmin GTN 625 GPS • ADS-B Installation in progress • FDR • CVR • TCAS II • TAWS • Fitted with AHRS • APS 65 Autopilot • Weather Radar General Specifications Seating 2/18 Baggage (CuFt Ext/Int) 00/55 Cabin Height (Ft) 5’11” Cabin Width (Ft) 4’6” Cabin Volume (CuFt) 670.06 Seats Full Range (NM) 1,247 Balance Field Length (Ft) 3,715.73 Landing Distance (Ft) 3,564.28 Average Block Speed (Kts) 254 Normal Cruise Speed (Kts) 254 Long Range Cruise Speed (Kts) 224 Interior Interior shows 9/10 Number of Passengers 18 Seats Lavatory Location Aft Lav Closet Fwd Closet Exterior Exterior Paint shows 10/10 Base Paint Color Matterhorn White Stripe Colors Black, Red and Tan

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

Members of Jet Sense Aviation, LLC’s Team Available to Meet at NBAA To Schedule an in-person appointment at NBAA, please call or email: +1-847-910-6846 Brett Forrester brett@jetsenseaviation.com Heather Wolff Griffin +1-815-814-9444 heather@jetsenseaviation.com Pat Mitchell +1-847-409-1675 pat@jetsenseaviation.com Pat Sullivan +1-847-977-2310 pat@jetsenseaviation.com

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

AVBUYER MAGAZINE Vol 23 Issue 10 2019

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Jetsense Aviation Citation Bravo October.qxp_Empyrean 15/10/2019 11:47 Page 1

S H O W C A S E

1998 Citation Bravo Serial Number: 550-0855 Registration: N562JS Airframe TT: 5815 Landings: 5188  Over 2300 Remaining Engine Hours Before Overhaul  Paid ADS-B Slot Reserved for Mid-September  Delivered with Fresh Phase 5 Inspection  Always Hangered  Complete Logs  Good Paint and Interior  Belted Lav Airframe Maintenance Tracking - Enrolled on CAMP Engines Left engine Right engine Description: PW530A PW530A S/N: DA0119 DA0121 THSN: 5681.9 Hours 5535.3 Hours TCSN: 5772 Cycles 5072 Cycles TSO: 1662.2 Hours 1662.2 Hours TRBO: 2337.8 Hours 2337.8 Hours Avionics EFIS Honeywell Primus 1000 3 Tube EFIS SYSTEM FMS Honeywell GNS-XLS GPS Honeywell GNS-XLS CDU Honeywell GNS-XLS TCAS Honeywell CAS 66A TCAS I ADC Dual Honeywell AZ-850 NAV Dual Bendix King KN-53 VHF COM Dual Bendix King KY-196A

WEATHER RADAR Primus Color W P-880 RADIO ALTIMETER Collins AIT55B CVR Fairchild A2005 DME Dual Bendix King KDI572 ADF Bendix King KR-87 GPWS Honeywell MK-VII TRANSPONDER Dual Bendix King KT-70 ELT Artex C-406 A/P Honeywell PC-400 General Specifications Seating 2/7 Baggage (CuFt Ext/Int) 46/26 Cabin Height (Ft) 4’8” Cabin Width (Ft) 4’10” Cabin Volume (CuFt) 355.25 Seats Full Range (NM) 1,258 Balance Field Length (Ft) 4,065 Landing Distance (Ft) 3,280.23 Average Block Speed (Kts) 395 Normal Cruise Speed (Kts) 395 Long Range Cruise Speed (Kts) 327 Fuel Usage (Gal/Hr) 164 Service Ceiling (Ft) 43,000 Useful Payload with Fuel (Lbs) 781 Interior Number of Passengers Seven (7) + Belted Lav. (1) = Eight (8) Total Lavatory Location Aft (Belted) Refreshment Center Fwd Exterior Base Paint Color Matterhorn White Stripe Colors Dark Blue

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

156 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

Members of Jet Sense Aviation, LLC’s Team Available to Meet at NBAA To Schedule an in-person appointment at NBAA, please call or email: +1-847-910-6846 Brett Forrester brett@jetsenseaviation.com Heather Wolff Griffin +1-815-814-9444 heather@jetsenseaviation.com Pat Mitchell +1-847-409-1675 pat@jetsenseaviation.com Pat Sullivan +1-847-977-2310 pat@jetsenseaviation.com

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

Jetsense Aviation Citation V September.qxp_Empyrean 15/10/2019 12:08 Page 1

S H O W C A S E

1989 Citation V Serial Number: Registration: Airframe TT: Landings:

560-0020 N7867T 8047 7871

 ADS-B Out Installed for 2020 Compliance  3 US Owners Since New  Always US Based  Recent Hot Sections: 187.5 hrs SHSI  Both Engines Are Time Since New (Respectively 1582 hrs / 1843 hrs)  Freon Air Conditioning with Flood Cooling  BACON Low Utilization Program  Lead Acid Battery  Increased Gross Takeoff Weight Mod (16,300 lbs)  Radome Quick Release Mod  Full and Complete Records and Logs Airframe Maintenance Tracking - Enrolled on CAMP Engines Left engine Right engine Description: JT15D-5A JT15D-5A S/N: JD0548 JD0547 THSN: 1582.2 Hours 1843.3 Hours TSHS: 187.5 Cycles 187.5 Cycles TRUHS: 1512.5 Hours 1512.5 Hours TRUO: 1917.8 Hours 1656.7 Hours Avionics EFIS 2-Tube Honeywell ED-600 ADI & HSI FMS Universal UNS-1F TCAS Ryan TCAD FDS Sperry SPZ-500

VHF NAV Dual Collins VIR-32 VHF COM Dual Collins VHF-22A RADAR Honeywell Primus WU-650 RADIO ALTIMETER Collins ALT-55B CVR Fairchild GA-100 CVR DME Dual Collins DME-42 ADF Collins ADF-462 EGPWS Honeywell MK VIII TRANSPONDERS Dual Collins TDR-90 GPS Garmin GNS-400W IFR WAAS Navigator with moving map HF Radio Bendix/King KHF-950 RVSM Garrett Reduced Vertical Separation Minimum Installation Weight and Balance The aircraft has a Gross Takeoff Weight Modification, which allows for the aircraft to carry 400 lbs more than the standard Citation V. Interior Number of Passengers: Nine (9): Two 4-Place Clubs plus Belted Lav. Lavatory Location: Aft (Belted). Interior Refurbishment: Airport Interiors (Smyrna, TN) in 2011: New headliner, leather seat coverings, seat belts and side panels.

Carpet replaced in 2014 Exterior Completed at Jim Miller Aircraft Painting in 2015 Base Paint Color: Matterhorn White Accent Colors: Black, Red and Grey

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

Members of Jet Sense Aviation, LLC’s Team Available to Meet at NBAA To Schedule an in-person appointment at NBAA, please call or email: +1-847-910-6846 Brett Forrester brett@jetsenseaviation.com Heather Wolff Griffin +1-815-814-9444 heather@jetsenseaviation.com Pat Mitchell +1-847-409-1675 pat@jetsenseaviation.com Pat Sullivan +1-847-977-2310 pat@jetsenseaviation.com

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

AVBUYER MAGAZINE Vol 23 Issue 10 2019

157

Dassault Falcon 7X SN116 October.qxp 18/09/2019 10:36 Page 1

S H O W C A S E

2011 Dassault Falcon 7X Serial Number: Airframe: Landings:

116 3137 1051

Public / EU OPS 1 (Sub-parts K&L) Compliant EASY II (3rd Cert), SBAS-LPV, ADS-B out, ADM, SVS, CPDLC ATN-B1, CPDLC FANS-1A+

Engines #1 Eng s/n PCE-CH0367: 3014 hrs 1017 cycles #2 Eng s/n PCE-CH0366: 3137 hrs 1051 cycles #3 Eng s/n PCE-CH0368: 3008 hrs 1010 cycles Engine Type: Pratt & Whitney Canada PW307A on ESP “PLATINUM” APU GTCP36-150 (FN) P226 TSN 1709 hours on MSP “GOLD” Maintenance On CAMP. “1C” inspection underway at Dassault Falcon Service-Merignac Exterior Oyster White body with custom curved Beige and Green Gold stripes Interior Beige leather Single Seats and Bronze/Paprika Fabric Dual Seats, Red Birch Hi-Gloss veneer and Satin Champagne Gold metal plating in Cabin Seating 14 Pax Floorplan w/3rd Crew Seat, Galley & Aft Cabin Pocket Sliding Door, Aft Cabin w/2 Divans w/ Berthing (elec. ctrld) Settee in Mid-Cabin, Fwd & Aft Lavatories

Avionics Communication (VHF DATA RADIO): Triple Honeywell TR 866B Communication (HF): Dual Honeywell KHF1050 Selcal VHF & HF: Honeywell Flight Deck Audio: Triple Honeywell AV 900 Emergency Locator W/ NAV Interface: Honeywell Rescu 406AF Flight Deck Printer Miltope TP-4840 (for AFIS, Maintenance Jeppesen Charts) Satcom System: Honeywell MCS-7120 - Aero H+ / SBB (WIFI) VOR/ILS/Marker/GPS: Dual Honeywell NV875X ADF System: Dual Honeywell DF-855 Flight Management Systems (FMS): Triple Honeywell FMS Electronic Jeppesen Charts: Dual Honeywell Easy w/ Falconperf Color Weather Radar: Honeywell Primus 880 Additional Equipment CMF, Uplink Weather Capability, HP Cabin Printer, Iridium Axxess II additional Satcom.

Rockwell Collins FCMS: Airshow 4000, 1ea 21.3” & 1ea 17” LCD monitors, Dual Satellite TV w/2 Receivers. - Galley: TIA coffee maker, Microwave & extra-wide high temp oven. Misc: Premium Soundproofing Kit, Emergency Vision Assurance System (EVAS), LSS-860 Lightning Sensor, Quick Access Recorder (QAR)

Price: $22,500,000

www.dassaultfalcon.com

158 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

Dassault Falcon Pre-Owned Department USA Tel: + (1) (201) 541-4556 E-mail: preowned@falconjet.com www.dassaultfalcon.com/preowned

www.AVBUYER.com

Dassault Falcon 7X SN162 October.qxp 18/09/2019 10:37 Page 1

S H O W C A S E

2012 Dassault Falcon 7X Fortune 100 Owned, Operated and Maintained Serial Number: Registration: Airframe: Landings:

162 N495ZC 1794 1096

Engines #1 PCE-CH0506: 1759 Hrs.; Cycles: 1070 #2 PCE-CH0499: 1759 Hrs.; Cycles: 1070 #3 PCE-CH0504: 1759 Hrs.; Cycles: 1070 Engine Type: Pratt & Whitney Canada PW307A - Enrolled on ESP Platinum APU APU Honeywell GTCP36-150(FN) s/n P-275 enrolled on MSP Gold Avionics & Connectivity EASy II+: WAAS-LPV; ADS-B Out; SVS; ADM; Dual Jepp. Charts; XM Graphical WX, CPDLC – FANS 1/A & ATN B1 Triple Honeywell EASy FMS Central Maintenance Computer Honeywell EASy VHF Communications & VHF Data Radio – “VDR” triple Honeywell TR-866B VOR/ILS/Marker/GPS dual Honeywell DME Systems dual Honeywell DM-855 ADF Systems dual Honeywell DF-855 Mode S Transponder Systems dual Honeywell Color Weather Radar System Honeywell Primus 880 TCAS II System with Change 7.1 Radar Altimeter System dual Honeywell KRA-405B Enhanced GPWS with Windshear Honeywell EASy

Head-Up Guidance System (HGS) Rockwell Collins HGS-5860 Enhanced Flight Vision System (EFVS) Rockwell Collins EFVS-5860 High Frequency Communication Systems dual Honeywell KHF-1050 SATCOM Aero H+ / Swift Broadband Honeywell MCS-7120 w/ATG-5000 Micro Inertial Reference Units triple Honeywell Laseref V Voice and Flight Data Combined Recorder dual Honeywell AR-Combi ELT System with NAV Interface Honeywell Rescue 406AF Interior & Entertainment Beige leather seats, Beige lower sidewall, Pale Beige Ultra-leather headliner, Black Pearl Satin plating (Brushed), Birdseye Maple veneer with dark stain replaced by DAS-ILG August 2016.

Seating: 14 passengers: L/H forward galley opposite 71 inch Crew compartment, 3rd flight deck seat, 4-place forward club, 4-place midcabin dining group with opposing credenza, two aft 3-place divans, forward and aft lavatories Exterior Overall White with Orange, Medium Blue and Green custom accent stripes (DAS-ILG August 2016) MAKE OFFER

www.dassaultfalcon.com

www.AVBUYER.com

Dassault Falcon Pre-Owned Department USA Tel: + (1) (201) 541-4556 FR Tel: + 33 1 47 11 60 71 E-mail: preowned@falconjet.com

AVBUYER MAGAZINE R Vol 23 Issue 10 2019 R

159

Sky Service October.qxp_Empyrean 18/09/2019 12:26 Page 1

S H O W C A S E

2010 Dassault Falcon 2000LX Serial Number: 0196 Registration: OO-VRO Airframe: 2613:55 Landings: 1317 This super looking aircraft with NDH had only two EUR owners since new, was always hangered, only limited chartered and is in great condition.

• Engines & APU on Full JSSI • OEM installed Winglets • EASA/EU-OPS 1, Part CAT: YES • EASY II 2nd Cert : YES & 3 th Cert • ADS-B out : YES • SBAS-LPV : YES • CDPLC & FANS1/A+ Engines 2 x Pratt & Whitney Model PW308C LH Engine: S/N & TSN/Cycles S/N PCECF0434: 2616:00 Hours & 1316 Cycles RH Engine: S/N & TSN/Cycles S/N PCECF0428: 2613:55 Hours & 1317 Cycles APU Honeywell Model 36-150 (F2M) APU S/N & TSN/Cycles: S/N P-561: 1396 Hours & 2244 Cycles Avionics Honeywell EASy II (3rd certif. load 16.4) with LPV Approach, ADS-B Out, CPLDC FANS 1/A  Quad Honeywell DU-1310 displays  Triple Honeywell TR-866B VHF Comms  Dual Honeywell DF-855 ADF  Dual Honeywell DM-855 DME  Triple Honeywell EASy FMS version 7.1.2

 ACSS TCAS 3000 (ACAS II – 7.1)  Honeywell Primus WU-880 Weather Radar  Triple Honeywell Laseref V IRS  Triple Honeywell AV-900 Audio (EUOps1/Part 135)  Dual Rockwell Collins HF-9034A w/SELCAL Interior Main Cabin Option 1 Floorplan inc. 10 x Pax Seating Configuration with 4-Pax Forward Double Club (4 x Single 20 inch Seats) and 4-Pax Aft Dining Group (2 x Dual 41 inch Seats) opposite 2-Pax Single Club (2 x Single 18 inch Seats), Forward RH Galley with Galley Annex opposite Entryway Closet and Rear Fully Enclosed RH Flushing Lavatory & LH Vanity with access to Aft Baggage Compartment.

Forward Galley 36 inch “Rounded Look Style” Galley inc. Single Extra-Wide High Temperature Oven with Digital Controller, Storage Racks and Nespresso Coffee Maker with Sliding Tray and Lower Galley Section incorporating a Rounded Sink with Optional Vola Model KV1 Continuous Flow Faucet, Pop-Out Work Surface and Independent Storage Drawers for Trash, Ice and Cold Storage.

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

Sky Service Private Aviation Experience Tel: +32 475 44 39 11 Email: barth.foucart@skyservice.be

160 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

EAC Group AB Tel: +46 8 592 50 808 Mob: +46 708 80 44 77 Email: gunnar@eacgroup.se

www.AVBUYER.com

Al Jaber Aviation September.qxp_Empyrean 19/09/2019 09:54 Page 1

S H O W C A S E

2010/2011 Embraer Lineage 1000 Serial Number: Registration: Airframe TT: Landings:

261 A6-AJI 3766 1068

 $17,750,000 Best value on the market  FAA/EASA Commercial Certification  Immediate sale/delivery directly by owner  Low time / well maintained / on programs  Will be delivered with fresh M8 and ADSB-Out  Interior refresh possible during M8 inspection Engines: GE/CF34-10E7B Enrolled on GE OnPoint Program Left engine Right engine Total Hours: 3766 3766 Total Cycles: 1068 1068 APU: PWC/APS2300 Serial Number: HSCE1023797 Total Hours: 3794 Avionics Lineage 1000 Honeywell Primus Epic Avionics Suite, Fly-by-wire technology, Steep approach capability Dual Honeywell DF-855 ADF Dual Honeywell TR-865A & TR-865B VHF Standby Magnetic Compass Dual Honeywell DM-855 DME 5-tube EFIS 5-tube Flight Director Audio International (cordless) Flight Phone

Dual FMS Dual Honeywell GPS w/Honeywell Antenna Dual Honeywell KRX-1053 HF w/SELCAL Dual Honeywell IRS Dual Honeywell VHF NAV Honeywell Radar Altimeter Iridium ICS-400 & PABX SATCOM EGPWS w/Windshear Honeywell TCAS-3000SP Dual Honeywell XS-857A Mode S Transponders Primus 880 Weather Radar w/Turbulence Interior & Entertainment VVIP/19 Passengers TTL. Seating - Forward meeting area, dining & conference suite, mid-cabin 4-place club, aft-4-place club, divan & 6-place conference group, aft divan opposite 2-place club, observer seat, flight attendant seat.

Forward galley: 2 ovens, microwave oven, chiller, coffee brewer, espresso maker.

Forward 17-inch video monitor, mid-cabin 42-inch monitor, additional aft 23-inch mid-cabin monitors entertainment cabinets, dual Audio International CD players, Airshow 4000 (lineage premium worldwide package), three multi-region DVD players, iPOD, external audio/video connectivity, Hi-Fi stereo surround sound, SATCOM, high-speed data w/wireless LAN Business- fax machine, laptop connections * Subject to verification by buyer upon inspection, subject to prior sale and/or removal from market

Al Jaber Aviation LLC Bilal Yousuf Al Bateen Airport, Abu Dhabi United Arab Emirates www.AVBUYER.com

+971 (50) 813-3029 bilal.yousuf@ajaprivatejets.com

AVBUYER MAGAZINE Vol 23 Issue 10 2019

161

Mesotis October.qxp 19/09/2019 09:52 Page 1

S H O W C A S E

2008 Cessna Citation CJ2+ Serial Number: Registration: Airframe TT: Landings:

525A-0398 LZ-FNB 5132 3027

• EU-OPS 1 Compliant • Engines 100% on JSSI • ProParts • CAMP • No damage history/ No Corrosion

Engines Engine 1: 4905 hours / 2899 cycles Engine 2: 4905 hours / 2899 cycles

Avionics & Connectivity • Collins Proline 21 Integrated Flight Director and Autopilot with 3-tube 8x10” EFIS • Dual Collins RTU-4200 Series Radio Tuning Units with Dual Comm, Dual Nav, DME, ADF, and Dual TDR-94D Mode S Transponders with Enhanced Surveillance

Interior & Entertainment Overall Beige. Six passenger seats: Pacific Tailoring. Four Lateral Tracking Chairs in a club arrangement completed in Leather Carpets. Two forward facing. Floor covering Carpet

Additional Avionics • Collins RTA 800 • Collins ALT 4000 • Collins FMS 300 • Garmin GPS 500 • BFG SKYWATCH HP • Honeywell Mark VIII EGPWS • CVR provisions • Artex C406-2 Three Freq. ELT

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

60-302 ES-PVP 5711 3288

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

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

Mesotis Jets Thomas Thums Fleischmarkt 7/3 1010 Vienna Austria

162 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

SATCOM Iridium ICS-200 SELCAL JETCAll-5 RADAR RTA-854 RADAR ALT Rockwell Collins ALT-4000 Interior & Entertainment Eight (7+1) seats: Fwd 2 place seating RH 3 place divan 2 place club seating 1 belted toilet seat

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

www.AVBUYER.com

New Jet International October.qxp_Empyrean 18/09/2019 12:14 Page 1

S H O W C A S E

2006 Dassault Falcon 2000EX EASy Serial Number: 075 Registration: M-FLCN Airframe TT: 4039 Landings: 2156 • Enrolled in CAMP – Engines ESP GOLD – APU MSP • Avionics Honeywell HAPP • Automatic Dependent Surveillance Broadcast – Out (ADS-B Out) • Fresh Paint Oct. 2018 • Base Location Milan, Italy Engines PWC PW 308C Engines enrolled on ESP Gold Engine CF0024 CF0026 Hours 4009 3878 Cycles 2232 2096 APU GTCP36-150 (F2M) 2017 Hrs 2069 Cycles. APU enrolled on MSP Avionics & Connectivity Enhance Avionic System EASy II (SB300) • Enhanced Navigation with Localizer Performance with Vertical Guidance (LPV) (SB302) • Automatic Dependent Surveillance Broadcast – Out (ADS-B Out) (SB302) • Enhanced Avionic System EASy II LOAD 16.4 (SB322) • Flight Display System: Honeywell EASy (4EA 14.1 DU-1310 Displays) • Flight Management System: Triple Honeywell EASy Primus Epic • Flight Control System: Honeywell EASy (GP-600 Guidance Panel)

• Auto throttle System: Honeywell EASy (SM-200 AT SERVOS) • Jeppesen Charts: Dual Jeppesen Charts (SB305) • Head Up Guidance System: Flight Dynamic HSG-2860 • Enhanced Vision System: Provision for EVS Wire & Space • Flight Deck Audio: Triple Honeywell AV-900 • GPS: Dual Honeywell GPS • EGPWS: Honeywell EASy with Windshear • VHF COM Receiver: Triple Honeywell TR-866B • VHF NAV Receiver: Dual NV-855A • HF COM: Dual Collins HF9000 w/ SELCAL • SATAFIS: Honeywell CMF+AFIS 3rd VHF VDL Mode • DME: Dual Honeywell DM-855 • SATCOM: Thrane&Thrane AEROH+(Swift 64 Data Internet) ADF: Dual Honeywell DF-855 Interior & Entertainment Galley Pocket Door, Wood veneer, Grey leather seats, Metal Parts Satin, Partial Refurbishment October 2018. 8 pax, 4 Club Seat Forward, Mid Cabin Dining w/ Electrical Table and Storage Cabinets Opposite, 3rd Crew Seat, Aft Lavatory. 2 seat couch opposite conference table (Non belted and non certified for Take-Off and Landing) Exterior Fresh Paint October 2018 Overall Grey with Black and White custom stripes Maintenance Status Fresh 2C, 1B, Landing Gear O/H in October 2018 at DFS in Le Bourget

New Jet International 74 Boulevard d’Italie 98000, Monaco

www.AVBUYER.com

New Jet International will be at NBAA this year in Las Vegas. We look forward to meeting any potential buyer - please call +377 9770 1020 to set up a meeting.

Tel: +377 9770 1020 Email: sales@newjet.com www.newjet.com

AVBUYER MAGAZINE Vol 23 Issue 10 2019

163

FROG Flugservice GmbH October.qxp_Empyrean 18/09/2019 12:13 Page 1

S H O W C A S E

Price reduction to: $1,375,000USD 2001 Citation 525 Citation Jet 1 Serial Number: 525-0435 Registration: D-IAWU Airframe TT: 3500 Landings: 3150 • EASA compliant and taxed in the EU • No known damage history • Two Owners Since New • VIP Corporate Interior • Always Hangared • All maintenance and mandatory service works done, comes with fresh Doc 10 inspection at delivery • Interior Refurbishment 2019 Engines Left: approximately 3400 h since new, on TAP Elite Blue Right: approximately 3550 h since new, on TAP Elite Blue Avionics/Radios Collins Proline 21 FD/AP (2-Tube EFIS) Dual Garmin GTN-650 Comm/Nav/GPS, 8.33 kHZ spacing, will be delivered with LPV capability Universal UNS-1K FMS Collins RTA-800 Weather Radar King KR-87 ADF King KN-63 DME plus additional Chelton DM441B DME Honeywell TPU-66A TCAS class 1 Dual Garmin GTX 330D “S” Diversity Transponders, will be delivered ADSB-out certified Artex C406-2 ELT Collins RTA 800 WX Radar

Additional Equipment RVSM and MNPS compliant, Thrust attenuators, oxygen system, crew oxygen masks, Standby combi flight instruments, fully JAR (commercial) compliant, Ski Tube Extension, 50 Cu. Ft. O2 System, Monorail Sunvisors, Eros Oxygen Masks & Goggles, Lead Acid Battery, Engine Sync, Angle of Attack, Digital Clock, Headrest Pillow Slipcovers, Navigation Chart Cases Interior Aircraft will be sold with fully overhauled interior.

Four lateral tracking chairs, deluxe forward refreshment center, 2 executive writing tables, seats finished in beige leather. Forward galley.

Side facing 5th seat in front of main exit, Aft lavatory with vanity and flushing toilet, not approved as 6th seat. Cabinetry in walnut high gloss finish. New carpet Exterior Overall cream white with small red and black accent stripes. Freshly polished at delivery Maintenance and Registry Aircraft on CESCOM, Engines on TAP Elite Blue, Enrolled in Pro Parts. No damage history. All AD and Mandatory SB to date completed, fresh annual inspection, Document 10 will be done before delivery. Complete EASA registration with decal tail numbers

FROG Flugservice GmbH Dr. Martin Altmann, CEO POB 5253, D-51491 Overath, Germany

164 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

Tel: +49-2204-74033 Mob: +49-170-6778833 Email: jetsales@froggy.de

www.AVBUYER.com

SMS October.qxp_Heeren Cit Ultra sep 18/09/2019 14:42 Page 1

S H O W C A S E

Price : Make Offer 2009 Gulfstream G550 Serial Number: Airframe TT: Landings:

5249 2675.3 662

G550-5249 is an immaculate, one experienced owner/operator from new, always hangared at home base (Singapore), no damage history aircraft. It has been 'N' Reg from day one, with owner to retain N757PL. (registration change underway now). Enrolled on RRCC, PlaneParts, GCMP, and HAPP. There is no Internet / WiFi system on board, and APU is not currently enrolled on MSP. Aircraft has never been on charter Engines BR710-11 APU Honeywell RE220: (No MSP Program) Enrolled Programs Rolls Royce Corporate Care Engine Program Honeywell Avionics Protection Plan Gulfstream PlaneParts Program (No APU MSP Plan) Avionics 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 Interior & Entertainment Gulfstream Select Universal 14 passenger Interior. Featuring a forward crew rest area and forward galley which includes coffee pot plus Espresso machine, microwave and convection warming ovens, refrigerator, ice drawers, hot water, control panel incorporating Securaplane screen, with a four-place club seating group, 4 place conference group, aft cabin 2 single club chairs opposing a four-place divan, fax machine.

Forward and aft vacuum flushing lavatories, 6 Individual monitors in all single seat positions, 2 x 20â&#x20AC;&#x2122; bulkhead monitor, 1 x 17â&#x20AC;&#x2122; monitor positioned above credenza and 3 external cameras.

Exterior Overall Matterhorn white with Vintage red stripes

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

Tel: +613 9863 9550 Cell: +61 417 727 727 E-mail: gsvensen@smsaircraft.com www.smsaircraft.com

AVBUYER MAGAZINE Vol 23 Issue 10 2019

165

AirGo May.qxp 18/09/2019 12:13 Page 1

S H O W C A S E

Special AOCPackage Package Special AOC

EMBRAER PRAETOR 600 NEW

Special AOC Package

Embraer © Pictures for illustration only – colors and paint schemes at your choice

Commercially operated in German AOC with Charter Income – Smart Investment.

Mono Fleet Concept. Fast and easy enrolment: • No enrolment cost • Experienced pilots Ask for Operational Proposal – Just buy and fly!

FEATURES 4,018 NM / 7.440 km Range London – New York or London – Dubai non-stop

4

Fly-by-Wire & Auto Throttle & Auto Brake 4 • LPV approaches, ADSB out, CPDLC over ATN (EASA Link2000+) and FANS 1/A+ CPDLC Package • Lightning •! Detection System • Predictive Wind Shear System (PWS) & Vertical Weather (VWX) ••!Surface Management System ! Cockpit • Paperless !

• Steep Approach (approved at London City Airport) • !Provisions ! for EVS - Enhanced Vision System & for! HUD !- Head Up Display / Installation at owners wish

! ! ! !

CABIN f !

• !VIP – 9 Seat Cabin Arrangement in your color specifications 4 passenger club arrangement plus 2 club seats plus 3-place-divan, f • Galley with oven/microwave, coffee maker, refrigerator and CA seat

!

• Fully enclosed lavatory and wardrobe/cabin baggage storage • Stone floor on entrance/galley and lavatory floors •! Cabin Management System plus Upper Tech Panel • !Enhanced • Heating! system for Baggage Compartment • Iridium! Satellite Phone ••!Leather, panels and woodworks according your color specification ! ! ! ! ! ! !

! ! !

166 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

FLY SMART: no need for a heavy jet for long range due to fuel-efficient engines and fine-tuned aerodynamics.

That makes the PRAETOR 600 the greenest business jet and a game changer.

The PRAETOR 600 amazes passengers with its inviting cabin with a 1.83 m ceiling, a flat floor, low cabin noise level and smooth ride by a special turbulence-reduction feature. c With a fully equipped galley, convenient restroom with wardrobe and cabin cluggage storage, seats transforming to 4 flat beds the PRAETOR 600 is the ideal airplane to be used for long flights but also lands on short runways like La Môle St. Tropez.

The state-of-the-art airliner equipment assures a safe flight with highest technology standards.

AirGO SERVICES The supervision of the process from purchase of your PRAETOR 600 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 organize your flight as well as third party charter; schedules crews and takes care of your special wishes while the approved AirGO Training Organization takes care of continuous pilot training.

AirGO is committed to sustainability. We work only with the most efficient aircraft in its class as well as taking part in programs off-setting CO2, promoting SAJF (Sustainable Alternative Jet Fuel) and working towards environmentally friendly practices in all areas of service. AirGO avoids the use of plastic wherever possible and promotes to remove plastic packaging completely.

AirGO Private Airline GmbH Am Finther Wald 5833 D-55126 Mainz / Germany

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

Fly smart – Fly Avanti www.AVBUYER.com

P167-168.qxp 18/09/2019 11:02 Page 1

Bombardier Challenger 350

Milcham Aviation Price:

Please Email

Year:

2019

S/N:

207XX

Reg:

TBD

TTAF:

00

Location: USA

Bombardier Challenger 650

Milcham Aviation Price:

Please Email

Year:

2019

S/N:

61XX

Reg:

N-TBD

TTAF:

00

Location: USA

Bombardier Global 5500

Milcham Aviation Price:

Please Email

Year:

2020

S/N:

TBD

Reg:

N-TBD

TTAF:

-

Location: USA

Bombardier Challenger 604

Asia Corporate Jet Price:

Make Offer

Year:

2005

S/N:

5626

Reg:

N787LG

TTAF:

4,151

Location: Singapore

Embraer EMB-170

Skyworld Price:

Please Email

Year:

2013

S/N:

17000358

Reg:

G-FBJJ

TTAF:

12672

Location: United Kingdom

www.AVBUYER.com

M A R K E Tel: +1 (305) 452 62610 T E-mail: sales@milcham.lu P L BRAND NEW BOMBARDIER CHALLENGER 350 DELIVERY MIDDLE A 2019. FRACTIONNAL OWNERSHIP 1/6 AT 3.990.000,00 USD. FULL C OPERATION INCLUDED. UNDER PUBLIC TRANSPORTATION E COMPANY. ANNUAL OPERATION FEES 550.000,00 USD PER YEAR OR 46.000,00 PER MONTH, 125 HOURS FLIGHT ON BOARD INCLUDED (crew, expenses, fuel, taxes, catering, maintenance, landigs fees ect....). DEPRECIATION 4% PER YEAR. POSITIONNING 2 HOURS FREE AROUND HOME BASE. FLEET RENEVAL EVERY 4 YEARS. NO ADDITIONNAL CHARGE. TRADES CONSIDERED CONTACT US FOR MORE INFORMATIONS

Tel: +1 (305) 452 62610 E-mail: sales@milcham.lu BRAND NEW BOMBARDIER CHALLENGER 650 DELIVERY MIDDLE 2019. FRACTIONNAL OWNERSHIP 1/4 AT 8.900.000,00 USD. FULL OPERATION INCLUDED. UNDER PUBLIC TRANSPORTATION COMPANY. ANNUAL OPERATION FEES 900.000,00 USD PER YEAR OR 77.000,00 PER MONTH, 200 HOURS FLIGHT ON BOARD INCLUDED (crew, expenses, fuel, taxes, catering, maintenance, landigs fees ect....). DEPRECIATION 4% PER YEAR. POSITIONNING 2 HOURS FREE AROUND HOME BASE. FLEET RENEVAL EVERY 4 YEARS. NO ADDITIONNAL CHARGE. PRICE PER HOUR ON BOARD 6,200.00 USD ALL INCLUDED ( OPERATION DEPRECIATION .....)

TRADES CONSIDERED. CONTACT US FOR MORE INFORMATIONS

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

Tel: +65 973 350 58 E-mail: jon.evans@asiacorporatejet.com Late model, low time CL604. Recent paint and full interior refurb.

ADS-B (Out) V2. Avionics: Six (6) EFIS Display Tubes w/EICAS (EFD4077). Dual Collins CDU-6000 Central Display Unit. Dual Collins FCC-4006 Digital Flight Control System. Dual Collins HF-9000 w/SELCAL. Dual Collins ADC-850(E) Digital Air Data System w/Metric Altitude Switch. Interior: Duncan Aerospace reconfiguration and renovation September 2015. Twelve (12) passenger interior, forward four-place club with fold-out tables, aft four (4) place conference group opposite four (4) place fully berthing divan. Exterior: Stripped and repainted, Duncan Aerospace, September 2015. Overall Axalta White Fire, Lower Fuselage, Nacelles and Tail Taxco Silver Pearl) Stripe #1 Taxco Silver Pearl & Stripe #2 Ocean Pearl.

Tel: +44 (0)175 383 2088 E-mail: info@skyworld.co.uk ERJ 170-200 (E175) for lease. * Operated in Europe since new. * Manufactured 2012/13 * 88 leather seats * Engines on GE's OnPoint program * Honeywell Primus Epic avionics * Ideal corporate shuttle * One of the most comfortable aircraft of its class * Very good landing gear status * Available March 2020 * Long term leases available * Two aircraft available * Fresh white exterior paint. ENGINES: GE CF34-8E5G01 engines. Enrolled on GE OnPoint program. APU: APS 2300. OVERHAUL ON CONDITION. Exterior: Aircraft will be delivered with fresh white paint

AVBUYER MAGAZINE R Vol 23 Issue 10 2019 R

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M A R K E T P L A C E

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

Leonard Hudson Drilling

Bombardier Learjet 36A

Price:

Offer/Trade

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter Would consider trade for KingAir 200/300

Location: USA

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

Leonard Hudson Drilling

BELL 412EMS

Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

Full EMS Medical 4 patient and 4 attendant interior.

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

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

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

Location: USA

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

Leonard Hudson Drilling

BELL 212 (Five Available)

Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Available for immediate use.

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

Location: USA

Gulfstream G280

Price:

Make Offer

Year:

2013

S/N:

2016

Reg:

SP-MBW

TTAF:

2150

Location: Poland

Alberth Air Parts

Tel: +48 503 077 212 E-mail: jarek.pierzchala@amcaviation.eu

AMC Aviation

+1 832 934 0055

Spare Parts

AMC Aviation is offering a meticulously maintained Gulfstream G280 aircraft for an immediate sale. For our EASA clients, we offer an investment package which includes charter sales. The aircraft currently operates under AMC Aviation’s AOC certificate which guarantees a smooth and no-ground-time ownership transition.

AMC Aviation has been operating in the charter market for a number of years. We have a proven track record of successful charter sales of Gulfstream G280 aircraft including this particular unit. The aircraft has been recently upgraded to ADS-B OUT. AMC Aviation will assist in the export process to the U.S. Financing options available! Contact: Jaroslaw Pierzchala

Par Avion Ltd FALCONS • HAWKERS • LEARS

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

www.alberthaviation.com

www.paravionltd.com SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 168 Vol 23 Issue 10 2019 AVBUYER MAGAZINE

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P169.qxp 18/09/2019 15:52 Page 1

Stronger Together

Models ranging

15,000 to 280,000 lbs.

Electric Towbarless Certified Easy to Use Universal Rugged Simple to Maintain www.

LEKTRO .com

1-800-535-8767 1-503-861-2288 sales@lektro.com

Advertiser’s Index 1st Source Bank...................................................29 AEROtitle ............................................................129 Aircraft BlueBook ..............................................143 Aircraft Finance Corporation .............................15 AirGo Private Airline..........................................166 Al Jaber Aviation.................................................161 AMSTAT ...............................................................153 American Kodiak ................................................149 Aradian Aviation .................................................131 AvBuyer Testimonial ..........................................138 Aviation Trust Corporation ...............................137 Avjet Global ................................................. 64 - 65 Avpro..........................................................1, 16 - 20 Bank OZK ...........................................................111 Blackhawk Aerospace ......................................103 Boutsen Aviation...................................................77 Central Business Jets .......................................171 Conklin & de Decker .........................................147 Corporate Concepts...................................70 - 71 Dassault Falcon Pre-Owned. .2-3, 21, 158-159 Donath Aircraft Services ............................72 - 73 Dubai Airshow ....................................................152

Duncan Aviation...........................................38 - 40 Eagle Aviation........................................................31 ElliottJets ...............................................................35 Engine Assurance Program ...............................97 Freestream Aircraft ..............................................33 FROG Flugservice GmbH...............................164 General Aviation Services ..................................83 Global Jet Capital ..............................................127 Global Jet Monaco........................................ 5 - 13 Hatt & Associates ................................................59 Heli Connections Aviation ...............................141 Isle of Man Aircraft Registry ............................133 Jean Boulle Luxury ...............................................53 Jeppesen..............................................................123 JetBrokers ..............................................................45 Jetcraft Corporation...........................62 - 63, 172 Jeteffect ..................................................................69 JetHQ .............................................................56 - 57 JETNET ................................................................145 Jet Sense Aviation ..................................155 - 157 JSSI (Jet Support Services)...............................41 Leading Edge Aviation Solutions......................91

Lektro....................................................................169 NBAA-BACE ......................................................102 New Jet International.........................................163 Mesotis Jets ........................................................162 OGARAJETS ...............................................48 - 49 Par Avion........................................................46 - 47 PNC Aviation Finance .........................................99 Pratt & Whitney.....................................................93 Rolls-Royce CorporateCare ......................78 - 79 Singapore Airshow............................................151 Sky Aviation Holdings .......................................117 Sky Service Private Aviation/EAC Group ....160 SkyWorld Aviation .............................................143 Southern Cross Aircraft ...................................125 SmartSky Networks...........................................121 SMS Aircraft .......................................................165 Sparfell & Partners ......................................54 - 55 Textron Aviation Pre-Owned............................115 The Jet Business..........................................25 - 27 The Private Jet Company....................................61 The Registry of Aruba .......................................107 Wright Brothers Aircraft Title .............................87

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AvBuyer (USPS 014-911), Oct 2019, Vol 23 Issue No 10 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

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AVBUYER MAGAZINE R Vol 23 Issue 10 2019 R

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Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRBUS ACJ 318 . . . . . . . 27 A318 Elite . . . . . 5, 8, 9 ACJ319 . . . . . . . . 7, 54 A319CJ . . . . . . . . 77 A319 VIP . . . . . . 5 A380-800 . . . . . . 54

BAE AVRO RJ70. . . . . 77

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 27, 33 BBJ2 . . . . . . . . . 5, 6 BBJMAX8 . . . . . 5 737-200 . . . . . . . 70 737-300 . . . . . . . 70 757 . . . . . . . . . . . 65 DC8-72 VIP . . . . 70

BOMBARDIER Global 5000 . . . . 55, 57, 62, 63, 172 Global 5000ER . 5, 10 Global 5500. . . . 167 Global 6000 . . . . 55, 62, 63, 65, 172 Global 7500 . . . . 172 Global Express . 26, 57 Global Express XRS. 5, 16, 26, 63, . . . . . . . . . . . . . . . 77, 172

Challenger 300 . . . . . . . . . . . 5, 11, 17, 26, 48, . . . . . . . . . . . . . . . 63, 83, 91, 125, 172 350 . . . . . . . . . . . 26, 62, 63, 172 600 . . . . . . . . . . . 45 601-1A . . . . . . . . 62 604 . . . . . . . . . . . 57, 63, 69, 167 605 . . . . . . . . . . . 62, 65, 91, 125, 172 650 . . . . . . . . . . . 62, 63, 167, 172

AIRCRAFT

PAGE

55 . . . . . . . . . . . . 45 60 . . . . . . . . . . . . 39, 63, 83, 162, 172 60SE . . . . . . . . . . 35, 83, 171 75. . . . . . . . . . . . . 18, 56

CESSNA Citation II . . . . . . . . . . . . . 45 III . . . . . . . . . . . . . 45 V. . . . . . . . . . . . . . 45, 157 VI . . . . . . . . . . . . . 45 X . . . . . . . . . . . . . 19, 69 X +. . . . . . . . . . . . 63, 172 XLS+ . . . . . . . . . . . 31, 46 525 . . . . . . . . . . . 164 CJ2+ . . . . . . . . . . . 125, 162 CJ3. . . . . . . . . . . . 45, 46, 61 Bravo . . . . . . . . . 40, 156 Encore . . . . . . . . 35, 69 Excel . . . . . . . . . . 48 Grand CaravanEX. . 63 Jet . . . . . . . . . . . . 31, 48 Latitude . . . . . . . 56 M2 . . . . . . . . . . . . 35 Mustang. . . . . . . . 38 S/II . . . . . . . . . . . 39 Sovereign. . . . . . 19, 57, 63, 172 Ultra . . . . . . . . . . 63, 172 340A RAN VI . . . 31

Pistons T182T . . . . . . . . . . 31 T206H. . . . . . . . . . 45

DAHER SOCATA TBM700A . . . . . . 77 TBM700B . . . . . . 31 TBM850 . . . . . . . 35 TBM930 . . . . . . . 35

Learjet

DASSAULT FALCON

31A . . . . . . . . . . . 45 35A . . . . . . . . . . . 45 36A . . . . . . . . . . . 168 40XR . . . . . . . . . . 35, 45 45 . . . . . . . . . . . . 19, 65, 125 45XR . . . . . . . . . . 18, 125

7X . . . . . . . . . . . . 2, 5, 12, 13, 17, 33, . . . . . . . . . . . . . . . . 38, 56, 63, 158, 159 . . . . . . . . . . . . . . . 171, 172 8X . . . . . . . . . . . . 17, 77 50 . . . . . . . . . . . . 39, 45, 77, 171 50-4. . . . . . . . . . . 71

AIRCRAFT

PAGE

50EX . . . . . . . . . . 3, 18, 39 900DX. . . . . . . . . 2 900EX EASy . . . 17, 18, 27, 171 900LX . . . . . . . . . 63 2000 . . . . . . . . . . 17, 39, 45, 125, 2000EX. . . . . . . . 57, 77, 91 2000EX EASy . . 17, 163 2000EX EASy II. 59, 171 2000LX . . . . . . . . 72, 160 2000LXS. . . . . . . 3, 63,

DORNIER 328-310 . . . . . . . 40

EMBRAER 170-200 STD . . . 143, 167 Legacy 500 . . . . 19, 27, 38, 63, 172 Legacy 600 . . . . 38, 55 Legacy 650 . . . . 45 Lineage 1000 . . 5, 54, 161 Lineage 1000E . 48, 171 Phenom 100 . . . 39 Phenom 100EV . 48 Phenom 300 . . . 5 Phenom 300E . . 69 Praetor 600 . . . . 166

GULFSTREAM IV . . . . . . . . . . . . . 27, 117 IVSP . . . . . . . . . . 17, 69, 125, 131 V. . . . . . . . . . . . . . 16, 70, 91, 131 150 . . . . . . . . . . . 69 200 . . . . . . . . . . . 17, 39, 61 280 . . . . . . . . . . . 48, 56, 59, 63, 168 350 . . . . . . . . . . . 16, 33 450 . . . . . . . . . . . 1, 69, 73, 91, 131 550 . . . . . . . . . . . 16, 48, 54, 77, 131, . . . . . . . . . . . . . . . 165 650 . . . . . . . . . . . 16, 65 650ER. . . . . . . . . 33, 64

AIRCRAFT

PAGE

B200 . . . . . . . . . . 35, 131 C90 . . . . . . . . . . . 45, 91, 131 C90B. . . . . . . . . . 31, 45, 63, 172

Beechcraft Premier I . . . . . . 63, 172 Premier IA . . . . . 77, 131 1900D . . . . . . . . . 155

Hawker 400A . . . . . . . . . . 45 400XP . . . . . . . . . 45 800A . . . . . . . . . . 45 800XP . . . . . . . . . 18, 39, 45, 48, 55, . . . . . . . . . . . . . . . 61, 63, 65, 125, 131, . . . . . . . . . . . . . . . 172 900XP . . . . . . . . . 18, 63, 131 4000 . . . . . . . . . . 18, 61 4000RC-46 . . . . 61

HONDA Jet . . . . . . . . . . . . 35

IAI Astra1125SP . . 171 AstraSPX . . . . . . 19

PIPER Cheyenne 3A. . . 45 Cheyenne 400LS. 31

HELICOPTERS AIRBUS/ EUROCOPTER EC 145 . . . . . . . . 77, 141

AGUSTAWESTLAND AW109S Grand . 54 A119 KE Koala . 131

HAWKER BEECHCRAFT

BELL

King Air

212 . . . . . . . . . . . 168 412EP . . . . . . . . . 131 412EMS . . . . . . . 168 429 . . . . . . . . . . . 125

200XPR . . . . . . . 45 350 . . . . . . . . . . . 56, 59, 69, 91, 131 A100 . . . . . . . . . . 45

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

Copy date for the November 2019 Issue - Wednesday 16 October 2019

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TEL: 52.55.5211.1505

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EMAIL: INFO@CBJETS.COM

2015 Falcon 7X SN267

Embraer Lineage 1000E

8X Replacement makes this Aircraft Available Now, Will Deliver with United States C of A, Will Deliver with New Paint and Interior, Heads Up Display / Enhanced Vision / Synthetic Vision / Etc / Etc / Etcâ&#x20AC;¦

Only 1075 Hours and 450 Cycles Since New; Preferred 19 Passenger Interior, World Wide Ready, Transferrable Warranty and Maintenance Programs

2004 Falcon 2000EX Easy II SN040

Falcon 50 SN163

ESP Gold on Engines, WAAS/LPV, ADS-B Out, CPDLC-FANS/1A, Increased Max Take Off Weight

MSP Gold on Engines, Enrolled on CASP Avionics Program, New Exterior Paint August 2018 at WestStar, New Carpet and seat conditioning September 2018

D L SO 2000 Citation X SN131

2005 Lear 60SE SN282

Single Corporate Owner Since New, New Paint (Duncan Feb 2019), ADS-B Out, FMS Version 6.1 (WAAS/LPV), Interior updated November 2012, FA2100 Flight Data Recorder

Artex 406 ELT w/ Nav Interface, WX 1000E Stormscope, Lightning Detection System, Ice Detection System, Extended baggage space, WAAS/LPV, Collins ADS-B Out

D L SO 2008 Gulfstream G150 SN253

Astra 1125SP SN048

Collins Proline 21 4-tube, Dual Collins TDR-94S Mode S Enhanced w/Flight ID, Universal CVR-120

Exceptional Pedigree, Airshow 410, Extension Fuel Tanks, External Lav Service, Increased Gross Weight Mod, AirCellST3100 Iridium Radio Telephone

www.cbjets.com ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

This being the aviation industry, you’d think more companies would share our

51,000

The smoothest connection to your next aircraft.

BOMBARDIER GLOBAL 7500

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• Leading Aircraft, Latest Technology

• POur remium Early Delivery Position Up here, the air and the competition are rare. birds-eye view of the • Exquisitely Designed 4 Zones

aircraft brokerage market comes from our unmatched combination of nearly 50 years’ experiencePhoto and aRendering large, global network of partners and customers. That means you have more buy, sell and trade options.

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A passionate team of aviation experts, our strategic approach and action-oriented thinking have made us the global leader for aircraft sales and ownership services.

With our worldwide network and inventory, industry connections and regional presence, we are the difference between getting an aircraft… and getting your aircraft.

put a tailwind on your transaction. Call us and see. You’ll love the view.

2006 CESSNA CITATION

www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400 SOVEREIGN S/N 680-0093 • 2 ,532 Hours; 1,768 Landings • Fully Programmed • ADS-B Out; WAAS/LPV

2011 BOMBARDIER CHALLENGER 300 S/N 20321

2018 EMBRAER LEGACY 500 S/N 55000086 • 167 Hours; 86 Landings • Engines & APU on JSSI Plus • O ne Owner Pilot Since New

•1 ,006 Hours; 581 Landings •E nrolled on MSP and Smart Parts •D elivered with 96 Months Inspection

2018 BOMBARDIER GLOBAL 5000 S/N 9834

2015 BOMBARDIER GLOBAL 6000 S/N 9697 • 1,811 Hours; 545 Landings •F ully Programmed 1998 Beechjet 400A (RRCC, SPP, MSP) 2007 Challenger 300 • KU-Band Internet 2011 Challenger 300

ALSO AVAILABLE

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

• 381 Hours; 83 Landings •P remier Aircraft in Prime Condition • Equipped for the Future

1997 Challenger 604 2005 Challenger 604 2007 Challenger 605 2002 Citation Excel 1993 Citation VI 1994 Citation VII

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