CBJ cover September.qxp_FC December 06 21/08/2018 14:42 Page 1
September 2018
â„¢
B U S I N E S S
A V I A T I O N
I N T E L L I G E N C E
THIS MONTH Aircraft Comparative Analysis: Airbus H125 vs Bell 206L4
Gulfstream V proudly presents
Serial Number 593 Registration Number N977SA See page 147 for further details
Cockpit Upgrade? What You Really Need to Plan How to Explore a Future Aircraft Upgrade Need www.AVBUYER.com
Project1_Layout 1 23/08/2018 11:51 Page 1
,7 '2(61·7 SHOW ITS AGE. ONLY ITS VALUE.
FALCON 900DX • • • • • •
2007 – S/N 616 3,600 hrs. / 1,837 cycles
14 passengers with Forward and Aft lavatories EASA / EU-OPS1 compliant EASy II (Baseline, LPV, ADS-B Out, CPDLC ATN-B1 & FANS 1/A+) 3 FMS, 3 IRS, 3 VHF, Satcom Iridium Level D Engines and APU on MSP Gold FalconCare enrolled, 2C due in February 2020
FALCON 900EX EASy • • • • • • •
2004 – S/N 128 4,536 hrs. / 2,435 cycles
14 passengers with Forward and Aft lavatories EASA / EU-OPS1 compliant EASy II (Baseline, SVS, Dual Jeppesen Charts) Winglets 3 FMS, 3 IRS, 3 VHF, Satcom MCS-7000, HUD Engines and APU on MSP Gold 1C due March 2022
VISIT DASSAULTFALCON.COM/PREOWNED I FRANCE: +33 1 47 11 60 71 I USA: +1 201 541 4556
Project1_Layout 1 23/08/2018 11:51 Page 1
When you purchase any pre-owned Falcon, you get a jet that’s renowned for unparalleled comfort, agility, efficiency and style. But when you buy a pre-owned Falcon from the people who designed, built and supported it, you get the added value of peace of mind. Knowing your investment is backed by a global team that will provide superior service, and a commitment to treat your Falcon with the care it deserves.
FALCON 2000EX EASy • • • • • •
2007 – S/N 113 2,516 hrs. / 906 cycles
9 passengers EASA compliant EASy II (Baseline, LPV, ADS-B Out, CPDLC ATN-B1 & FANS 1/A+) 3 FMS, 3 IRS, 3 VHF, 2 RAD ALT, HUD, Iridium Satcom with DIU Engines on ESP Gold and APU on MSP Gold 2C due August 2019
FALCON 8X
2016 – 8X 410 440 hrs. / 213 cycles
• Enrolment under FalconCare , ESP Platinum and MSP Gold programs • EASy III options: SBAS/ LPV, ADS-B out, RAAS, SVS, CPDLC ATN-B1 & FANS-1A+ • 3FMS, 3IRS, 3VHF • Honeywell MCS-7120 Satcom (SBB with Wi-Fi in cabin) • Dual Electronic flight bags • Rockwell Collins FC HD entertainment system including Skybox Option • 16 passenger configuration without crew rest
Editor Welcome Sept18.qxp_JMesingerNov06 20/08/2018 16:25 Page 1
Guest Editor’s VIEWPOINT
Paula Derks
Part 23 Rewrite: Welcome News for GA Community s the industry representative for avionics professionals in the General Aviation (GA) industry, the Aircraft Electronics Association (AEA) participated in the committee to rewrite the Federal Aviation Administration’s Part 23 regulation. For the past decade, both industry and the FAA have been hard at work to modernize Part 23 certification standards for small aircraft, to promote the installation of safety-enhancing equipment. It was a much-needed rewrite for both the FAA and industry, and it was a long time coming. Costs to engineer a product and bring it to market were burdensome and the road was long to maneuver through the tedious certification pathway to gain approval. Both airframe and avionics manufacturers would spend millions on testing and certifying before they could actually sell and install the product. Since this rewrite became law, the GA industry has witnessed several new product and services announcements in the avionics industry using some of the methodology brought forward in the Part 23 rewrite. These new, lower-cost certified products used a streamlined method of compliance to bring them to market. This is great news, though what is not great is the continued confusion about how these products came to market. After three years of attempting to clarify the certification process of these new products, people – even the manufacturers themselves – are incorrectly labeling these products as “non-certified”. That is simply not true. You may know that more than three years ago, the Experimental Aircraft Association (EAA) introduced a new STC for the Dynon D10 Electronic Flight Information System. Up to that time, Dynon was known for non-certified quality avionics systems built for the experimental aircraft industry. The EAA announcement rocked the industry, and people demanded to know why the EAA was given preferential treatment by the FAA in allowing this non-certified piece of equipment into a certified airplane. First, the EAA was not given preferential treatment; it simply used the currently written regulations to approve the Dynon product as part of the STC instead of using
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AVBUYER MAGAZINE – September 2018
the traditional TSO method. In the STC, it used the new ASTM system validation standard as an alternate means of compliance instead of going the usual RTCA route. The process simply had not been done before, so naturally confusion ensued. Secondly, as quickly as that product was introduced, people started referring to it as “non-certified”. While the Dynon products were approved via the commercial parts category of the regulations, the product itself was certified through the EAA STC. All the follow-on parts introduced since the EAA STC have all been certified. Ultimately, manufacturers are using a method for certifying products with regulations that have been written for years. THEY ARE STILL CERTIFIED, but the pathway to certification is through PMA and not TSO. So, despite the outcry that the FAA is now allowing non-certified equipment to be installed into certified aircraft, it is just not true. As a result of the Part 23 rewrite as well as numerous industry initiatives, the introduction of these new, lowercost alternatives have reinvigorated an otherwise dying sector of recreational aircraft upgrades.
Twice the Safety, Half the Cost
A common theme during the rewrite of Part 23 regulations was “twice the safety at half the cost”. That rings true even more so today. For this segment of recreational flier, they now have a plethora of exciting “CERTIFIED” avionics options to enhance their safety while flying. Industry insiders fully expect various forms of this streamlined method of certification to work its way into the Business Aviation community too. As exciting new technologies in both airframes and avionics advance, so should the method of compliance - all the while ensuring that safety is number one. Let’s keep it going, and remember: Contrary to industry chatter, these are certified systems! T As AEA president, Paula Derks presides over the international trade organization that provides regulatory representation, training and member services to nearly 1,300 GA electronics entities in 43 countries. Derks previously served as chairman of the board of trustees for the Aviation Accreditation Board International and is a charter member of Women in Avi ation.
www.AVBUYER.com
Aircraft Index see Page 145
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GULFSTREAM 550 2007 OFF MARKET – MAKE OFFER
GULFSTREAM 450 2012 – SN 4237 MAKE OFFER
DASSAULT FALCON 7X 2012 – SN 101 ASKING PRICE: $20.90M
DASSAULT FALCON 2000 2004 – SN 208 MAKE OFFER
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AIRCRAFT SALES & ACQUISITIONS
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AIRCRAFT SALES & ACQUISITIONS
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AIRCRAFT SALES & ACQUISITIONS
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Contents Layout September18.qxp 21/08/2018 09:55 Page 1
Volume 22, Issue 9
September
2018
Contents
EDITORIAL Commissioning Editor Matthew Harris +44 (0)20 8939 7722 editorial@avbuyer.com
Operating
Consulting Editor Sean O’Farrell +44 (0)20 8255 4000 sean@avbuyer.com
BizAv Intelligence
18
38
Business Aviation Market Summary: Market trends, indicators, assessments and forecasts, introduced by Rollie Vincent GAMA Q2 Shipment Analysis: How many new business turbines were shipped in H1 2018 compared to 2017? Mike Potts assesses the OEM market…
Ownership
46
52
56
Business Aircraft – Quantify the Time Saved: Simply measuring time saved by business jets isn’t enough. David Wyndham discusses quantifying it… How to Explore a Future Aircraft Upgrade Need: How do you keep a measured approach to a potential upgrade? Andre Fodor shares experiences How Much Aircraft is Too Much? Dave Higdon discusses the associated costs of buying more aircraft than the mission requires
92
Why Install Embedded Radio Tuning? For those with older cockpits, what are the advantages of upgrading to embedded radio tuning in the cockpit?
96
Cockpit Upgrade? What you Really Need to Plan: How can you ensure a successful avionics panel upgrade? Brian Wilson shares some key insights
102
How Does BendixKing see Today’s Avionics Advances? From ADS-B to cabin connectivity, BendixKing’s Stephane Fymat talks avionics with AvBuyer
106
110
114
PBN/LPV: A Pilot’s Perspective: Captains Georgios Dritsopoulos and Denis Plarinos of GainJet discuss their opinions on PBN/LPV with Mario Pierobon… Signs it may be Time to Change MRO Shops: Most MRO-operator relationships are long-lasting and happy, but what are the tell-tale signs it may be time for a change? What are Your Aircraft Upgrade Priorities? (Part 2): Ken Elliott discusses the upgrade options that are both required and available to operators
60
What to Know When Prepping Your Jet to Sell: Jet Tolbert offers some key strategies for selling a jet in today’s marketplace…
64
PT6A: What’s it Worth in Today’s Market? Following his discussion of engine appraisals last month, Jeremy Cox reviews the PT6A powerplant
119 BizAv Review: OEM News and
70
Aircraft Values: Average Large Cabin jet values for aircraft aged 20 years and younger
•
76
Aircraft Specifications: Large Cabin jet performance and specifications comparisons for aircraft aged 20 years and younger
84
12
Airbus H125 vs Bell 206L-4: What are the value points of an Airbus H125 helicopter versus a Bell 206L-4? Find out here…
AVBUYER MAGAZINE – September 2018
Community News
Industry Appointments from around the BizAv Community
• •
Next Month
How to Find the Right Aircraft Finance for You Jets Comparison: Cessna Citation CJ4 North American BizAv Fleet Analysis The best aircraft for sale search anywhere, everywhere on pc, smartphone and tablet.
ONLINE I PRINT I BROADCAST I EVENTS
www.AVBUYER.com
Editorial Contributor (USA Office) Dave Higdon dave@avbuyer.com
ADVERTISING Lee McLoughlin Freephone from USA: +1- 855 425 7638 lee@avbuyer.com Liam Robinson Freephone from USA: +1- 855 425 7638 liam@avbuyer.com Lise Margin +1- 703 918 1024 lise@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 maria@avbuyer.com UK Sales +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 Aircraft Index see Page 145
Bigger Doesn’t Always Mean Better
WE OFFER: 20-Year Terms
THEY OFFER: 5-7-Year Terms
Up To 100% Financing Of Avionic Upgrades
Up To 50% Financing Of Avionic Upgrades
Up To 85% LTV
Up To 65% LTV
Rates As Low As 4.19%
Rates Around 5.75%
Here is why we dominate the pre-owned aircraft market. After the financial crisis in 2008, the big banks changed how they lend on aircraft transactions. With shorter terms and limited age on aircraft, they are not offering clients what we call, “good deals” anymore. info@AircraftBanker.com (949) 698-0085 | (800) 434-4185 www.AircraftBanker.com
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BIZAV INTELLIGENCE T MARKET INDICATORS
Business Aviation Market Overview
Moving into the second half of 2018, most Business Aviation market indicators are pointing in a positive direction, which bodes well for a strong finish to the year for key industry players. Rollie Vincent assesses… elatively strong economies in the US and in Europe are providing tailwinds that are as welcome as a warm sea breeze at the end of summer. Aircraft utilization rates, perhaps the most fundamental of all bizav health indicators, are generally trending upwards on a Year-over-Year (YoY) basis, which is as it should be with more new aircraft coming into the market than are being retired. With the worldwide business jet fleet growing at 3.3% CAGR in the last 10 years, one would expect that overall utilization levels, whether in cycles (a takeoff and landing) or flight hours, would be accelerating at this pace or even better, as younger aircraft tend to fly more than older aircraft. While we are amongst the first to take satisfaction in higher aircraft utilization and in
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AVBUYER MAGAZINE – September 2018
knowing that more people are experiencing the best way to fly, an annual growth rate of about 3% should not necessarily be the subject of a long letter home to Mama. She may have better things to read, like The Economist or Investor’s Business Daily.
Tightening Market Segments
Evidence is sprouting up about stronger (read ‘higher’) pricing for sellers of younger, used business jets. This is absolutely as expected with tight inventory levels of the most attractive models. As of mid-August 2018, just eight examples of the Gulfstream G650/G650ER were listed as ‘For Sale’ according to JETNET data, representing just 2.8% of the installed base of more than 300 aircraft. For folks preferring Bombardier or Dassault
www.AVBUYER.com
Aircraft Index see Page 145
MarketIndicators Sept18.qxp_Layout 1 22/08/2018 10:50 Page 2
Rollie Vincent is President of Rolland Vincent Associates. His aviation market analysis is second to none, and he is the creator/director of the JETNET iQ program. With a solid background in market research, economics and statistics, he has more than 30 years of experience in business, regional and international aviation. Contact him via rvincent@rollandvincent.com
value of the services provided by an experienced aircraft dealer/broker and their transaction teams to help navigate through these tight market conditions cannot be overemphasized.
Market Optimism
Owners and operators of turbine-powered fixedwing business aircraft are feeling optimistic about current business conditions, especially in the US and Europe. Results from the in-progress Q3 2018 JETNET iQ Survey suggest that the positive sentiment recorded earlier this year is continuing, with optimists outnumbering pessimists by about five-to-one worldwide. This is a precursor to possible interest in buying/flying a business aircraft. But can people afford it?
Corporate Profits
US after-tax corporate profits spiked by 15% to a remarkable $2tn on an annualized basis in the early part of 2018, buoyed by tax law changes favoring repatriation of internationally-held profits. With many US companies flush with liquidity, and with lending/leasing rates still at historically attractive levels, there appears to be little issue with “ability to pay” as an inhibitor to business aircraft sales.
brands, the current worldwide market for both the Global 6000 (3.6% of the fleet is ‘For Sale’) and Falcon 7X (5.4%) has shifted towards favoring the seller. Other examples reflect a similar market dynamic, with buyers having to move quickly – and pay something at or close to the asking price – if they want to see themselves in the Captain’s chair of one of these elegant business jets. Total retail used business jet transaction volumes through H1 2018 were about flat YoY, no doubt throttled back by the age and maintenance status of the available inventory. Who would have thought that more than half of business jets built would still be flying more than 40 years after delivery? For used business turboprops, the in-service fleet is even older, with about half the fleet still in service after 50 years. Of approximately 1,900 business jets currently listed ‘For Sale’ globally, less than one-in-five were delivered new in the last 10 years. For buyers looking for a ‘smoking hot’ deal on a relatively young used business jet, those days are in the history books. As always, but especially now, the Advertising Enquiries see Page 12
The key questions start with: • Is there a need? • Is this a good place to park my capital? Companies are actively allocating capital across a corporate portfolio of asset classes, and getting a ‘fair share’ of this distribution is no doubt Job #1 to aircraft sales professionals. Those who understand international economics and finance will do very well in today’s market. We continue to expect strong H2 2018 sales results, especially in the US as buyers satisfy their needs, wants and curiosities about all the new and used aircraft and related services in today’s marketplace. For now, let the good times roll! We’ll be monitoring the market and doing our best to keep you informed about the latest conditions. On the radar: all of the complexities of Brexit, a new US Congress, Korean nukes, Russian intrigues, Turkish delights and a host of other challenges will keep us all tuned in to the latest developments. And that’s not to mention several new and enticing aircraft that are expected to certify and deliver in H2 2018. We live - and we continue to fly - in very interesting times! continued on page 20 MI www.navigating360.com
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September 2018 – AVBUYER MAGAZINE
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BIZAV INTELLIGENCE T MARKET INDICATORS
Flight Activity - North America TRAQPak’s review of Year-over-Year (YoY) flight activity (July 2018 vs. July 2017) indicates that July 2018 recorded a marginal increase. Month-over-month saw a decrease from June 2018 (see tables below). The results by operational category were mixed in the YoY comparison with Part 91 activity providing the largest yearly increase. Fractional also posted a gain while Part 135 activity fell for the second straight month. The aircraft categories were mostly positive with Large jets posting the largest gain from 2017. Light jets, however, posted a YoY decrease in July.
Month-over-Month
July Business Aviation flight activity posted mixed results in the MoM comparison. The Part 91 segment posted the largest monthly decrease, while Fractional flight activity increased over June 2018. Aircraft categories were mostly negative with turboprops posting the only monthly increase. Large jets produced the largest monthly decline, meanwhile.
August Activity Forecast
TRAQPak analysts estimate there will be a 0.9% increase in overall flight activity YoY in August 2018. MI www.argus.aero
JULY 2018 vs JULY 2017 North America Flight Activity
PART 91
PART 135
FRACTIONAL
ALL
TURBOPROP
4.2%
-0.6%
-9.3%
1.6%
LIGHT JET
-1.4%
-3.3%
-1.5%
-2.1%
MID-SIZE JET
3.7%
-5.1%
9.3%
1.8%
LARGE CABIN JET
3.0%
11.4%
-22.6%
2.4%
ALL
2.5%
-1.0%
0.1%
0.9%
JULY 2018 vs JUNE 2018 North America Flight Activity
PART 91
PART 135
FRACTIONAL
ALL
TURBOPROP
-0.5%
3.5%
4.9%
1.3%
LIGHT JET
-4.5%
-4.1%
1.4%
-3.7%
MID-SIZE JET
-6.1%
-1.7%
1.2%
-2.8%
LARGE CABIN JET
-6.7%
-3.2%
2.7%
-4.6%
ALL
-3.8%
-0.6%
1.8%
-1.9%
Flight Activity – Europe According to WingX Advance, there were 94,002 Business Aviation departures in Europe in July, marking a new record for July activity in Europe. As many as 60,178 of these flights were business jets… YoY growth in total activity was 4% in July, taking the YTD trend to +3.0%. The busiest country was France, although demand there was down by 1% YoY (largely due to a decline in Large jet flights). The other top markets enjoyed moderate-to-strong growth, including the UK and Germany where flights were up 7% YoY. Greece came in as 7th busiest country, with growth of 11%. The Football World Cup in Russia was reflected in a 26% increase in YoY flights between Russia and Europe. Flights from France to Russia were up 7%, from Spain to Russia up by 17%, and from the UK to Russia, flights were up by more than 130%. Business Aviation flights within Europe were up 4%, and were stronger in Western than Southern Europe. European flights to North America were up by 5%, and Middle East connections were down 13% in July. Charter/AOC activity accounted for almost 60% of all activity, growing 3.9% YoY. “The Football World Cup helped in boosting Business Aviation activity to its highest ever monthly level in July, with business jets 6% busier than back in 2008,” Richard Koe, Managing Director, WingX Advance summarized. “There was balanced growth in Large, Mid-size and Small jet activity, with continued shift in demand towards Charter, although Private flights were also up. “As with last year, the impetus for growth this summer is the high-end leisure market, with the distinction that Mykonos rather than Ibiza is attracting the most growth.” MI www.wingx-advance.com continued on page 26
The best aircraft for sale search anywhere, everywhere on pc, smartphone and tablet. 20
AVBUYER MAGAZINE – September 2018
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Aircraft Index see Page 145
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BIZAV INTELLIGENCE T MARKET INDICATORS
JETNET H1 2018 Used Airplane Market Data According to JETNET, fleet ‘For Sale’ percentages for all sectors were down in its June comparison. June 2018 was the lowest “For Sale” percentage (9.1%) for business jets since the Great Recession began… Generally, JETNET notes, across all six aircraft sectors reported, inventories are down, and full sale transactions had mixed results, with little to no change to decreases in H1 2018 versus H1 2017. Specifically: Business jets are showing a flat start in the first six months of 2018, with a 0.2% increase in used sale transactions, but are taking less time to sell (26 days) than last year. Business turboprops saw no change in sale transactions, while taking more time to sell (13 days).
•
•
• • •
JSSI Flight Index: BizAv Activity Soars
Turbine helicopters saw a slight increase in YTD sale transactions, up 0.6%. Piston helicopters showed a decline of 8.1% in sale transactions. Commercial Jets and Commercial Turboprops were down in full sale transactions, at -9.1% and -0.8% respectively, in the YTD comparisons.
For the first six months of 2018 there were a total of 4,401 aircraft and helicopters sold, with business jets (1,344) and commercial jets (1,005) leading all types and accounting for 53% of the total. The number of sale transactions across all market sectors decreased by 2.9% compared to H1 2017. MI www.jetnet.com
According to the JSSI Business Aviation Index for Q2 2018 (tracking utilization of approximately 2,000 business aircraft worldwide) average per aircraft flight hours exceeded the 30-hour ceiling for the first time in a decade. “As we entered the summer season, one of the strongest periods of the year for flight activity, we fully expected to see an increase in aircraft utilization. However, the continued growth this year has been exceptional,” noted Neil W. Book, president and CEO, JSSI. The JSSI Business Aviation Index tracks and reports on the global flight activity and utilization of business aircraft, including jets, turboprops and helicopters. This utilization data ultimately provides useful insights into the state of global economic conditions. Key findings in the second-quarter data include: • •
WORLDWIDE TRENDS JUNE 2018
BUSINESS AIRCRAFT
HELICOPTERS
COMMERCIAL AIRLINERS
TOTAL
JET
TURBO
TURBINE
PISTON
JET
TURBO
ALL
IN-OPERATION FLEET
21,677
15,376
22,124
9,976
28,237
7,549
104,939
FOR SALE
1,966
1,012
1,275
542
304
392
5,491
% FLEET FOR SALE 2018
9.1%
6.6%
5.8%
5.4%
1.1%
5.2%
5.2%
% FLEET FOR SALE 2017
10.8%
7.6%
6.7%
5.6%
1.5%
5.6%
6.1%
CHANGE - % FOR SALE
-1.7%
-1%
-0.9%
-0.2%
-0.4%
-0.4%
-0.9%
•
•
JANUARY - JUNE 2018 FULL SALE TRANSACTIONS
1,344
651
731
422
1,005
248
4,401
AVERAGE DAYS ON MARKET
297
307
511
282
626
470
416
•
-2.9%
•
YTD, JANUARY - JUNE 2018 vs 2017 % CHANGE - SALE TRANSACTIONS
0.2%
0%
0.6%
-8.1%
-9.1%
CHANGE- AVG DAYS ON MARKET
-26
13
50
-65
117
-0.8% 77
28
Source: JETNET; Full-Sale Transactions and Leases
Average flight hours increased 4.6% YTD. Average aircraft utilization of 30.35 hours for Q2 was only the fourth time activity has surpassed 30 hours (the previous three occurrences all took place in 2008). Of nine industries analyzed, seven reported an increase and two reported a decrease in Quarter-over-Quarter (QoQ) flight activity. The growth was primarily driven by the business services sector, which saw a 15.8% increase in flight activity compared to Q1 2018 Seven key regions are sampled in the index. Significant QoQ increases were reported in Europe, with an 18.3% increase in average flight hours; and the Middle East, with a 16.4% increase. Decreases from Q1 were seen in South America (-3.1%) and Africa (-1.6%). All seven regions reported YoY flight activity increases. Significant growth was seen in Asia-Pacific (+12.6%); Europe (+13.3%); and South America (+6.4%). North America flight hours increased 4.5% QoQ and 2.4% YoY.
MI www.jetsupport.com continued on page 28
26
AVBUYER MAGAZINE – September 2018
www.AVBUYER.com
Aircraft Index see Page 145
Hatt & Associates September.qxp_Layout 1 20/08/2018 15:54 Page 1
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MarketIndicators Sept18.qxp_Layout 1 22/08/2018 10:52 Page 5
BIZAV INTELLIGENCE T MARKET INDICATORS
AMSTAT H1 2018 Used Aircraft Market Analysis According to AMSTAT, 5% of the Heavy Jet market group turned over in the first six months of the year, the best first six months in this group since 2007… The latest - AMSTAT report breaks the market into Heavy Jet (>40,000lbs), Medium Jet (20,000-40,000lbs), Light Jet (<20,000lbs) and Turboprop groups and then further reviews these groups using the following age segments: Newer (<10 years), Mid-Age (11-20 years) and Older (>20 years). At a macro level, there were modest increases in the number of Jets and Turboprops sold in H1 2018 compared to H1 2017, but the overall active population of these aircraft also increased. A more relevant comparison is to look at the percentage of the active fleet that sold by group and age segments. Heavy Jets: All age segments performed better in H1 2018 than in H1 2017. In each Heavy Jet age segment the percentage of active fleet sold in H1 2018 increased over H1 2017 from 4.2% to 5.7% in the Older segment; 5% to 6% in the Mid-Age segment; and 3.2% to 3.9% in the Newer segment. Medium Jets: 5.1% of the fleet sold in H1 2018, matching transaction activity in the same period in 2017 which itself outperformed the first six months of the previous two years. At a segment level, only the Older Medium Jet performance in H1 2018 beat their 2017 performance. Light Jets: Did not perform as well with 4.8% of the fleet turning over in H1 2018 versus 5.1% during H1 2017. Despite the overall Light Jet performance, 4.7% of the Newer Light Jet age segment turned over in H1 2018, exceeding 4.2% in H1 2017. Turboprops: 3.9% of the fleet turned over in H1 2018, modestly up from 3.8% during the same period the year before. The Newer Turboprop slightly underperformed with 3.7% of the fleet turning over in H1 2018 compared to 3.9% the year before. H1 2018 transaction activity in the Older and Mid-Age groups, meanwhile, exceeded transaction activity in these groups in H1 2017.
Inventories at Their Lowest
At a macro level, 9.1% of the Business Jet fleet is ‘For Sale’, the lowest overall percentage since 1998; and 7.2% of the Turboprop fleet is ‘For Sale’, a historical low in this market. •
•
•
28
6.8% of the Heavy Jet fleet is for sale compared to 9% a year ago and the lowest percentage since 1998. The greatest YoY contraction has occurred in the Mid-Age group (from 9.0% to 6.3%) and Newer (from 7.6% to 5.2%). 9.2% of the Medium Jet fleet is ‘For Sale’ compared to 10.7% a year ago, the lowest since 2000. The greatest YoY contraction has occurred in the Mid-Age group (11.6% to 9.6%) and Newer (6.2% to 4.8%). 10.7% of the Light Jet fleet is ‘For Sale’ compared to 11.7% a year ago. The greatest YoY contraction has occurred in the Newer group (5.6% today versus 7.9%).
AVBUYER MAGAZINE – September 2018
•
The greatest YoY contraction in the Turboprop market has been from 7.5% to 5.7% in the Mid-Age segment.
Average Asking Price Data
Heavy Jets: The Average Asking Price for Newer Heavy Jets is at $26.5m, up 8.1% YoY and 17.7% YTD. In contrast, the Average Asking Prices of Older and Mid-Age Heavy Jets have remained largely unchanged. Medium Jets: The Average Asking Price for Newer Medium Jets is at $7.2m, up 4.4% YoY, but down 3.1% YTD. In comparison, the Older and Mid-Age segments are off 16.9% and 9.5% YoY, and 3% and 4.2% YTD. Light Jets: The Average Asking Price for Newer Light Jets is at $3.3m off 2% YoY but up 4.8% YTD. In comparison, the Average Asking Price for Mid-Age Light Jets is up 5.2% YoY and up 9.8% YTD to $1.9m. The Average Asking Price for Older Light Jets is now below $700k. Turboprops: The Average Asking Price for Newer Turboprops is up 11.1% YTD to $2.9m and up 5.4% YoY. The Mid-Age Turboprop Average Asking Price is flat YoY but up 4.4% YTD to $1.7m. Average Asking Prices for Older Turboprops continue to slide. MI www.amstatcorp.com continued on page 30
Understanding the Business Aviation Market with AvBuyer
www.AVBUYER.com
Aircraft Index see Page 145
Elliott Jets September.qxp_Layout 1 21/08/2018 14:25 Page 1
MarketIndicators Sept18.qxp_Layout 1 22/08/2018 10:55 Page 6
BIZAV INTELLIGENCE T MARKET INDICATORS
Avionics Sales Up for Q2 2018 According to AEA, in H1 2018, total worldwide Business and General Aviation avionics sales amounted to more than $1.3bn, representing a 15.5% increase in YoY sales compared to the H1 2017 amount of more than $1.1bn. Sales during Q2 2018 were >$682.1m, a 17.8% increase compared to the <$578.8m in Q2 2017. In H1 2018, both the retrofit and forward-fit markets have seen double-digit increases in sales compared to H1 2017, with the retrofit market up an impressive 18.1%. Of the more than $1.3bn in sales during H1 2018, 57.5% came from the retrofit market (avionics equipment installed after original production), while forward-fit sales amounted to 42.5% of sales. According to the companies that separated their total sales figures between North America (US and Canada) and other international markets, 76.8% of sales H1 2018 occurred in North America and 23.2% internationally. "The Q2 report shows continued and significant increases in sales for both the retrofit and forward-fit markets during the first half of the year," said AEA President Paula Derks. "It is another positive indicator for the overall health of the industry. “We have now seen six-straight quarters of positive Year-over-Year sales growth dating back to the end of 2016." MI www.aea.net
2018 Worldwide Business & General Aviation Avionics Sales Quarter
Retrofit
Forward-Fit
North America
International
Q1 2018
56.8%
43.2%
76.1%
23.9%
Q2 2018
58.1%
41.9%
77.6%
22.4%
YTD 2018
57.5%
42.5%
76.8%
23.2%
Asia-Pacific Market Q2 2018 Update The Q2 2018 edition of Asian Sky Quarterly is available from Asian Sky Group (ASG), focusing exclusively on the Asia-Pacific Business Aviation market, used business jets and civil helicopters… “Over the course of the last 12 months, the business jet market has swung almost 180 degrees from where it was in Q2 2017 to where we find ourselves in Q2 2018 seeing the emergence of a strong seller’s market manifested by lower inventory levels and rising prices,” offered ASG Managing Director, Jeffrey Lowe. “This last quarter saw a much higher level of business jet transactions (96) than Q2 2017 (83) and 2016 (70). However, optimism, which has been on a steady rise since Q2 2016, finally plateaued in the last quarter. So despite the overall strength of the market at the moment, we are seeing small pessimistic feelings popping up which could be an ominous trend for the future.” continued on page 32 MI www.asianskymedia.com 30
AVBUYER MAGAZINE – September 2018
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Aircraft Index see Page 145
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MarketIndicators Sept18.qxp_Layout 1 22/08/2018 10:56 Page 7
BIZAV INTELLIGENCE T MARKET INDICATORS
In-Service Aircraft Values & Maintenance Condition Asset Insight’s market analysis on July 31, 2018 covered 93 fixed-wing models and 1,606 aircraft listed ‘For Sale’, and revealed a 0.4% increase to the tracked fleet and a 1.7% decrease to the average ask price… Trading assets in July represented, for the most part, aircraft carrying a higher Quality Rating. For Sale’ Medium Jets and Turboprops posted a Quality Rating and Maintenance Exposure improvement while the figures for Large and Small jets degraded (see Table A). Overall the tracked fleet’s Quality Rating remained within the ‘Very Good’ range, with the figure decreasing slightly to 5.196, on Asset Insight’s scale of -2.5 to 10, reflecting a slight increase in the number of upcoming maintenance events. At the same time, average Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) decreased (improved) 1.1% to $1.422m, as the inventory fleet’s near-term maintenance events are anticipated to be less expensive. Maintenance Exposure to Ask Price (ETP) Ratio The ETP Ratio is a useful indicator of an aircraft’s marketability. It is computed by dividing the asset’s Maintenance Exposure (the financial liability accrued with respect to future scheduled maintenance events) by its Ask Price. Days on Market’ analysis has shown that when the ETP Ratio is greater than 40%, a listed aircraft’s time on the market increases, usually by more than 30%. The July analysis revealed that 51.2% of all tracked models and 63.7% of the tracked fleet posted an ETP Ratio in excess of 40%. The tracked fleet’s ETP Ratio worsened for the fourth consecutive month, climbing to a record-setting 67.4% from June’s 67%. • • • •
Turboprops posted the lowest (best) ETP Ratio at 52.8% (but it was also the group’s highest (worst) 12-month figure); Large jets followed at 62.1%, worse than last month’s 59.8%; At 70.2%, Medium jets posted an improvement compared to last month’s 72.1%; and Small jets worsened for the fourth consecutive month to 76.5% from 74.5%.
Market Summary Large Jets: Inventory aircraft decreased by another six units and the fleet has retained its ‘Excellent’ Quality Rating, now going on 14 consecutive months, although at a slightly lower 5.317. Upcoming maintenance is anticipated to be more expensive, and that worsened the group’s Financial Exposure through a 1.2% increase, its fourth consecutive degradation and a 12-month high (worst) figure. Asset Insight believes some ‘middle age’ units will see pricing stability, if not a slight gain in valuation, due to the limited inventory of young, low-time units. Medium Jets: The inventory fleet increased by nine units, but the group’s Quality Rating climbed 1.43% to reach the ‘Excellent’ range (a 12-month best figure) while Maintenance Exposure fell 3.6% to post a 12-month low (best) figure. Ask Price increased 1.8%, but that was only $50k above the group’s lowest figure for the past twelve months. With the high number of inventory units, challenges continue for sellers while buyers can identify some great values. Small Jets: Inventory decreased by another three units in July. As in June, transacting aircraft leaned toward higher quality, once again degrading the ‘For Sale’ fleet’s Quality Rating (down 0.89% to a 12-month low) and Maintenance Exposure (worsening 2.4%). The group’s Quality Rating slipped to ‘Very Good’ and average Ask Price decreased 0.5%. As predicted last month, sellers of above average assets were able to generate better pricing. Turboprops: Identifying an asset offering good value within this group will require research, but buyers should consider investing the time, as the average Turboprop Ask Price decreased 1.8%, the group maintained its ‘Good’ Quality Rating while posting a 0.5% improvement, and Maintenance Exposure improved by 1.2%. This group’s statistics are leaning toward a seller’s market, and locating good value will be challenging. However, the tools to do so are inexpensive and readily available via the internet. MI www.assetinsight.com T
32
AVBUYER MAGAZINE – September 2018
www.AVBUYER.com
Table A
Fleet Maintenance Condition
Table B LOW RISK AIRCRAFT MODEL ETP RATIO
HIGH RISK AIRCRAFT MODEL ETP RATIO
G650 3.4% Boeing BBJ 4.4% Citation CJ4 525C 10.4% F2000LX 10.4% F900EX EASy 12.6% Phenom 300 13.6% CL-605 13.6% Citation Encore + 13.9% G-150 16.0% Citation Sovereign 680 16.2% G-450 16.7% Pilatus PC-12 18.5% Citation CJ3 19.6% G550 19.8% KingAir 350 - Post-2000 19.8% Falcon2000EX EASy 20.3% Citation CJ2+ 525A 20.7% Hawker 900XP 22.5% Piper Meridian 22.5% F900DX 22.8% F900C 24.3% Citation XLS 24.5% Learjet 45XR 25.5% Global XRS 26.4% Challenger 300 27.3% Citation Encore 28.5% F900EX 29.5% KingAir B-200 - Post-2000 29.7% Falcon 50EX 29.9% Citation CJ2 30.4% Citation Mustang 510 30.7% Learjet 60XR 30.8% Global 5000 31.2% Phenom 100 31.7% Citation CJ1+ 34.9% KingAir 350 - Pre-2001 35.4% Hawker 850XP 36.3% Embraer Legacy 600 36.7% F900B 37.1% Learjet 45 w/APU 39.3%
Citation Excel 560XL 41.0% Hawker 400XP 41.8% Citation X (MSG3) 41.9% Premier 1A 43.7% KingAir B-200 - Pre-2001 43.9% CL-604 45.9% F900 46.2% G-200 47.0% Citation Bravo 47.3% KingAir 300 50.3% Hawker 800XP 51.2% Piaggio P-180 II 52.9% Citation V 560 54.9% Learjet 45 55.1% GV 55.6% Premier 1 57.8% Falcon 2000 60.4% Hawker Beechjet 400A 63.2% GIV-SP 63.4% G-100 68.0% Hawker 1000A 76.2% GIV-SP (MSG3) 79.6% Falcon 50 82.7% Citation V Ultra 82.9% Citation VI 94.4% KingAir C90 108.2% Global Express 108.8% Learjet 60 109.6% Citation ISP 110.0% Beech B-1900C 110.8% 112.2% Piaggio P-180 Citation II 118.4% Hawker Beechjet 400 134.6% Hawker 800A 144.1% GIV 156.4% Learjet 31 166.0% CL-601-3R 166.7% CL-601-3A 177.5% Learjet 55 186.3% Learjet 35A 188.8% CL-601-1A 194.2% Falcon 20-5 279.0%
Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of July 31, 2018 Source: AMSTAT (www.amstatcorp.com) Asset Insight, LLC (www.assetinsight.com)
Tony Kioussis is President of Asset Insight. The company provides audit and valuation services and has developed a standardized Asset Grading System scale that evaluates an aircraft’s maintenance condition. Aircraft Index see Page 145
MarketIndicators Sept18.qxp_Layout 1 22/08/2018 10:57 Page 8
Ask Price vs. Maintenance Exposure *
Asset Quality Rating Scale -2.500 to 10.000
Turboprops
Small Jets
Medium Jets
Large Jets
$ Millions
Ask Price Source: Amstat Asset Insight Analytics * The accrued cost of future scheduled maintenance
Advertising Enquiries see Page 12
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BIZAV INTELLIGENCE T OEM SHIPMENTS
How Many Business Turbines Were Shipped in H1 2018? The General Aviation Manufacturers Association announced delivery and billings data for the first two quarters of 2018. How did the numbers stack-up for business jet and turboprop deliveries? Mike Potts explores... otal aircraft deliveries were up from 1,001 aircraft in the first half (H1) of 2017 to 1,054 in H1 2018. Billings, however, continued to lag, indicative of continuing weakness in the upper ends of the jet market. Total billings were $8.5bn, down approximately 5% from the $9.03bn recorded last year. Jet deliveries were flat at 296 units, matching the total delivered in H1 2017. Turboprops were up 9.7% (the strongest gain among the segments) while piston products were up 6.4%. In raw numbers the turboprops were up from 237 units to 260 while the piston growth was from 468 units in H1 2017 to 498 this year.
T
The Jet Market
Looking at the specifics of the business jet market in H1 2018 is not an uplifting experience. Of 11 jet OEMs reporting to GAMA only three enjoyed better results than a year ago. But the news isn’t even that good because two of those three are brand new and weren’t delivering jets in H1 2017. It’s not that anyone has had a horrible year so far – most firms saw results very similar to what they had a year ago. In general, though, it's just not been quite as good. 38
AVBUYER MAGAZINE – September 2018
The leader in business jets so far this year, by a wide margin, is Cessna, which reported delivery of 84 jets in H1 2018, compared with 81 in H1 2017. For Q2 alone, Cessna was up from 46 to 48. Cessna was the only traditional jet manufacturer with gains. Bombardier came second in jet deliveries with 65 units, matching its six-month total from a year ago although its Q2 total of 34 was down from 36 in Q2 2017. Bombardier’s Challenger 350 model was the largest selling single business jet model in H1 2018 with 26 deliveries. (Cirrus’ new SF50 model was a close second with 25 shipments, followed by Cessna’s new Citation Latitude with 24.) It’s possible that the big Gulfstream models also figure into this mix, but Gulfstre am doesn’t segment out its sales by model. Collectively the big Gulfstream models (G450, 550, 650 and 650ER) totaled 37 units for the first half of the year. Combined with the 15 smaller cabin Gulfstreams delivered, Gulfstream came third among business jet OEMs in H1 2018, with 52 units (down from the 60 units Gulfstream shipped in H1 2017). Number four in business jet deliveries was Embraer, with 31, do wn from the 39 it delivered last year. Both Embraer’s Q1 total of 11 and its Q2 total of 20 were off from the 15 and 24 they reported last year, respectively. Newcomer Cirrus was the fifth largest maker of business jets YTD, with 25 shipments; 10 in Q1 and 15 in Q2. Cirrus only began delivering jets in the Q2 2017, when it started out with two. If Cirrus continues to accelerate in the delivery departmen t it could
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BIZAV INTELLIGENCE T OEM SHIPMENTS Mike Potts is respected industry-wide as an aviation journalist. He has worked in the communications departments of Beech Aircraft, Sino Swearingen and M7 Aerospace, and has been analyzing GAMA’s delivery reports for AvBuyer since 2003 where he has built an excellent track record for accurate shipment predictions. Contact him via mpotts1@satx.rr.com
challenge the established jet OEMs for the top positions in a year or two. Honda was next with 17 shipments, down from 24 in H1 2017, followed closely by Dassault with 15 (off from the 17 reported in 2017). Boeing reported four deliveries for H1, all coming in Q1, while newcomer Pilatus shipped three, and seems committed to a measured delivery schedule, at least initially. But we can look for steady outp ut from Pilatus that will likely place it in the middle of the current crop of jet OEMs. Bringing up the rear in the jet market for the first half of 2018 were One and Airbus, both with no reported deliveries. In looking at the overall health of the jet market today, it is significant to note that while three new players, Cirrus, Honda and Pilatus, have recently entered the market, the total of jets sol d this year is still flat compared with last year. Had these new players not joined the fray, I doubt the market would be even where it is today. We have a way to go before we can hope to achieve a jet market near the 800-unit range (such as we enjoyed in 2014).
The Turboprop Market
By comparison to the jet market, the turboprop market is going 'gangbusters', and is up 9.7% (but is actually doing quite a bit better). Based just on business turboprops the turboprop market is up 14.67% over a year ago – a huge increase. On a percentage basis, twin-engine turboprops are having a great year, up 38.71% over a year ago at 43 units (from 33). The turboprop market is only about two-thirds the size GAMA says it is, totaling only 172 airplanes in H1 2018. That's because GAMA’s total includes 88 agricultural airpl anes. The leader among those business turboprop-producing OEMs is Textron’s Beechcraft, with 40 shipments, up from 31 in H1 2017. Closely challenging for the title of Number One Turboprop OEM, however, is Textron’s Cessna segment, with 36 deliveries (up from 22 a year ago). Third place in business turboprop deliveries went to Pilatus (32), up fractionally from 31 last year. In fourth place was Piper (23, up from 19 in 2017) followed closely by Daher with 22, one unit off its prior year pace’s pace of 23. Next in turboprop shipments was Quest at 14, down from the 17 it enjoyed last year, and finishing out the turboprop segment was Piaggio with three, up from none a year ago, Pacific Aerospace (two, down from six), and Chinese manufacturer AVIC (no turboprop deliveries yet this year but two last year).
In Summary
So there you have it... Some markets like the turboprops are thriving but lack the size to be really meaningful. The all-important jet market is still mired in recession, although new products are making an industrious effort to revive it. For almost five years we’ve been waiting for the market to accelerate. It looks like we’re going to have to continue to wait for a while longer.
Aircraft Shipment by Type, Manufactured Worldwide
Single-Engine Piston
Q2 2018
Q2 2017
Annual Change +31
255
224
Twin-Engine Piston
43
41
+2
Total Piston Airplanes
298
265
+33
Single-Engine Turboprops
122
116
+6
Twin-Engine Turboprops
23
19
+4
Total Turboprop Airplanes
145
135
+10
Business Jets
164
166
-2
Total Turbine Aircraft
309
301
+8
Grand Total Airplane Shipments
607
566
+41
Grand Total Airplane Billings ($Bn)
$4.75bn
$5.32bn
-$0.57bn
Note: A shipment occurs when an aircraft is shipped from its production facility to a customer located anywhere in the world. Shipments may include deliveries to a fractional operator owned by the company of an aircraft dealer.
Piston Market Summary
We have assessed the piston twin- and single-engine markets, too. Readers seeking to understand the piston market trends can view our analysis online: www.avbuyer.com T 40
AVBUYER MAGAZINE – September 2018
Are you looking for more Market Insight Articles? Visit www.avbuyer.com/articles/business-aviation-market-insight
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Costs.qxp_Finance 20/08/2018 16:28 Page 1
OWNERSHIP T OPERATING ADVANTAGES
Business Aircraft: How to Quantify the Time Saved Business aircraft provide many advantages for busy CEOs. Yet David Wyndham demonstrates that simply measuring time savings does not give the full picture… he July/August edition of Harvard Business Review published the results of research looking at how CEOs spend their time. The study collected, coded and analyzed data for over 60,000 CEO-hours in 15-minute increments. The average annual revenue of the companies these CEOs run is $13.1bn. The data was well researched and quantified, and it proved what seems obvious: CEOs are busy people. What also should become clear is the benefits that a business aircraft can have for these busy individuals, when used effectively. To fully grasp those benefits, however, we need to consider more than just the time saved by using
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AVBUYER MAGAZINE – September 2018
business aircraft. We need to consider the quality of that time, too.
The Travel Need
One take-away from the study is that where CEOs choose to spend their time is critical to their own effectiveness and signals the priorities for others within the company. According to the research, about half of the polled CEO’s work time was spent outside the company headquarters – so with the CEOs averaging 62.5 hours a week, about 33 hours are spent outside of headquarters. Face-to-face communication is the best way to learn what’s going on and to demonstrate to the
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Costs.qxp_Finance 20/08/2018 16:29 Page 2
David Wyndham is co-owner & president of Conklin & de Decker, a JSSI Company, where his expertise in cost and performance analyses, fleet planning and life cycle costing are invaluable. He’s formerly an instructor pilot with the US Air Force. Contact him via david@conklindd.com
face-to-face. The use of a business aircraft comes to mind of course, but why not just use the airlines?
The Business Aircraft Travel Advantage
We’ve highlighted many times before how the use of business aircraft results in less time spent traveling. Much of the travel time reduction is the result of being able to travel to airports located convenient to the facility or customer; direct, non-stop flights (avoiding the need for connecting flights); and the fact that the business aircraft departs and waits on the CEOs schedule. In studies I’ve undertaken with clients, the travel time differences can range from a few hours to several days. I had one client that could fly to their plant in Nevada, have a four-hour meeting , and return home in a 12-hour day on the business aircraft. Undertaking that same trip via the airlines would have cost the client two nights away from home, due to the poor Airline connections. Yet even with city pairs well served by the airlines (i.e. New York to Chicago or London to Berlin) the business aircraft can take less time – and given the demands on a CEO’s time even an additional two hours wee kly can be worth their weight in gold. entire organization what’s important. Spending time with frontline employees, on the factory floor, in the showroom and out in the field demonstrates more than any well-crafted email or video that everyone has an important role to play towards the success of the company. These frontline visits also enable the CEO to get reliable information as to what is going on. Sales are an indicator of the health of a company, but so is talking with the sales clerk at the store. CEOs need to meet with investors, senior leadership teams, divisions heads, the board of directors and more. More than one-third of a CEO’s time was found to be spent reacting to and dealing with unfolding developments. This could be a crisis (i.e. a fire shutting down a factory, a developing trade war impacting future costs, a strike), or an opportunity to purchase a competitor or complimentary organization. Meanwhile, spending time with customers is also considered important, though the study showed that CEOs only spend about 3% of their time with customers, relying on others within the organization to be the interface. The CEOs polled within the research felt this was too little time. All the above should indicate clearly that a CEO is on-the -move, needs to be in many places, and plenty of travel is required to enable them to be Advertising Enquiries see Page 12
The Business Aircraft Quality Advantage
Business aircraft add value in other ways that airline travel cannot, taking us into the realm of quality of time. For example, the Harvard Business Review’s study also discussed the urgent need for CEOs to find room to think, reflect, relax, exercise and eat well. For many CEOs the time spent in a business aircraft gives them the space and opportunity to think and reflect. Brain research is showing that this quiet downtime, which was once thought of as unproductive, is necessary for the human brain to function at its most effective. Little opportunity is provided in a security queue, sitting on a packed Scheduled Airline flight, or waiting for a cab for anyone to reflect and be thoughtful. That four-hour round trip on a business aircraft, combined with allowing the time for a morning run and still being home for the kids’ bedtime is incredibly valuable to a CEO’s mental health and well-being to manage the immense demands placed on them every single day. The quality of the time spent on the business aircraft in whatever way the CEO decides to use it may just be the secret weapon of the supereffective CEO. T
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Buying Jets 1.qxp_Finance 20/08/2018 16:31 Page 1
OWNERSHIP T BUYING & SELLING
How to Explore a Future Aircraft Upgrade Need One of the most exciting things that can happen to a corporate flight department is growth. But how do you keep a measured approach? Aviation Director Andre Fodor explores… here is excitement in seeing aircraft utilization increase, renewed interest in using airplanes to reach new customers, expand business and explore new destinations. The Flight Department team is energized by new challenges and the possibility of future aircraft upgrades. It is rare that such changes come through a major leadership announcement. More often, they’re incremental and require piecing together; fragmented tidbits of information that – once collated – provide hints of things to come. One of my previous Flight Departments operated an older, reliable Mid-size jet used exclusively to fly within the US. The department operated the aircraft that met its needs. It was spacious for the typical two- to three-hour legs flown and had a low operating cost. Business trips typically took us to destinations within 700nm from our base, and we landed on runways that fit our 5,500ft balanced field length. The first sign of a possible need for change came from a short exchange one day with our CEO who inquired if we could fly to Norway. Even with fuel-stops, I needed to question whether such a trip would be possible. Our avionics were old, and the limitations of flying our seasoned airplane
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AVBUYER MAGAZINE – September 2018
in the Arctic Circle were a concern. We certainly had some homework to do, but having assessed the possibilities and requirements, we flew the trip with our Mid-size jet. Multiple stops were necessary, but the destination would have been even more difficult to reach via Scheduled Airline. The results proved profitable to the company, and the Flight Department was assured more flying to similar destinations would come – and it did. Flight activity increased as the company prepared to acquire several smaller companies. Learning of the new destinations, it was clear that we could expect to fly longer trips more regularly, land and takeoff from shorter runways, and occasionally do both. With any cash reserves being used for expansion, however, this was not the time to be purchasing new aircraft. Nevertheless, if the company emerged from this project strong, we could be rewarded with a sizable aircraft upgrade…
Interim Planning for Expansion
So how did we harness the resource available to ensure that outcome? We knew what the existing Mid-size jet was capable of, and diligently set performance guidelines keeping us from becoming a ‘cowboy operation’.
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Buying Jets 1.qxp_Finance 20/08/2018 16:32 Page 2
With a focused approach on global excellence and creativity, Andre Fodor has managed flight operations for the U.N. and Flight Options as well as being a senior demonstration pilot and instructor for Embraer Aircraft. He is currently the Aviation Director at Johnsonville Sausage.
“We were rewarded with a new aircraft to enable the expanded mission need - and to our surprise, instead of upgrading we doubled the fleet.” Operational restrictions were clearly defined to avoid getting caught up in the excitement of expanding mission requirements. Upcoming inspections that would require the airplane to be down for extensive periods of time were accounted for, and a plan was developed to ensure the current aircraft could meet as much of the growing need as possible. Though a new aircraft wasn’t an immediate possibility, based on the new mission requirements research began into the selection of candidate models for the future upgrade and two prime candidates emerged which became the standards for comparison. Over the period of growth, whenever the existing Mid-size jet fell short of the trip requirements we would use supplemental lift, chartering one of the two candidate aircraft types to give passengers and crew the opportunity to experience them. To support the demand for more performance and higher aircraft utilization a two-option solution was developed to define which type of supplemental flying would be chosen. First, the trips were defined as follows: • •
One-Way Trip: Those on which passengers would travel and stay at a destination for three nights or more; Round-Trip: Any trip on which passengers would return in less time.
For the one-way trips, a pre-paid Fractional card (with a provider operating aircraft on the future acquisition shortlist) Advertising Enquiries see Page 12
was the better solution. This came with a higher hourly cost, but without positioning charges. For the round-trips, a relationship was developed with a charter operator that could access aircraft on my future upgrade list. In exchange for their being our go-to charter provider, we enjoyed concessions for short cancellations and free upgrades. Anytime we flew on one of the aircraft on the upgrade list, if a seat was available a member of the Fight Department (pilot, mechanic or flight attendant) would ride along and learn about the aircraft. Post-flight surveys were also conducted with our principals to validate what they liked or expected from these airplanes, which allowed us to develop a greater idea of what the perfect upgrade aircraft would be.
Living Happily Ever After…
The company succeeded in its bid for expansion. In the process flight hours and schedules grew, as did our principal’s appreciation for Business Aviation and its ability to facilitate the company’s travel needs. We were rewarded with a new aircraft to enable the expanded mission need – and to our surprise, instead of upgrading we doubled the fleet. A turboprop became our short-runway, regional missions aircraft and a Super-Mid-size jet was added for the longer legs and international trips. Moreover, we still used supplemental lift when needed. With a solid, well executed plan, both the company and the Flight Department were bigger, more meaningful and looking forward to many hours of exciting flying ahead. T
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Buying Jets 2.qxp_Finance 20/08/2018 16:43 Page 1
OWNERSHIP T BUYING & SELLING
How Much Aircraft is too Much? Dave Higdon assesses the need to understand the associated costs of buying more aircraft than the mission requires. How can you be sure you’re buying the right jet for the mission? Read on… et’s assume your company has seen the uptick in the used business jet market and decided that now would be ideal to upgrade the aircraft it’s been operating for the last few years. Probably at this stage you’ll begin to encounter a few challenges. Firstly, demand for the size and type of aircraft that the company requires means it is in relatively tight supply compared to what was available on the market a year or two ago. And when supplies tighten prices tend to firm. Then, when the Chief Pilot schedules a look at
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AVBUYER MAGAZINE – September 2018
a candidate aircraft the following challenges may occur: • The aircraft sells before the chief pilot can get there; • The chief pilot arrives only to find demand pushed the price up; or • The airplane is still for sale, but it’s not worth the trip to see it. The reality is that this can be a frustrating time to be in the market. Now let’s imagine the Chief Pilot receives a tip-off about an off-market buying
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Aircraft Index see Page 145
Buying Jets 2.qxp_Finance 20/08/2018 16:44 Page 2
opportunity: a jet older and larger than the aircraft being sought. Its price is in the ballpark of what the company budgeted for the replacement aircraft. Essentially, the Chief Pilot has been told of a larger jet at a smaller jet price. Who wouldn't be tempted…?
Upsizing: It’s More Than Capacity
The larger-than-sought jet opportunity offers more seating, more carrying capacity, maybe even a little more speed. How can that not be a good idea, you wonder… Let’s start by examining the variables influenced by increased weight and size at the runway. And in all but a few cases the runway required for the larger jet will exceed both the minimum take-off and landing distance of the current smaller jet owned by the company. That means nothing operationally if the existing jet's regular destinations all offered runways longer than the existing airplane needs. But if the airports most-frequented by the existing airplane were in the ‘just-long-enough’ category, a larger jet could force unwelcome changes to the company's travel routines, essentially forcing the company to use airports further away from their intended destinations, adding to the travel time in both directions. Advertising Enquiries see Page 12
That larger jet is also likely to consume more fuel, with one of two possible outcomes. The company could either stick to the existing fuel budget by forcing pilots to fly less, reducing the value of owning the airplane. Alternatively, the company could increase the operating budget. Neither approach holds much attraction – at least, not compared to ‘right-sizing’ the jet it chooses to replace the current aircraft. Next, bigger engines, a larger cabin and airframe, and a full-service galley all undoubtedly add to the cost of ownership. So now both the fuel budget and the maintenance budget need re-examining. Another factor to owning a larger than necessary jet is the hangar that will house it. The bigger the jet, the bigger the hangar and the bigger the monthly rental bill will be. For some operators that change may involve nothing more than signing the new lease and moving in. For others, the need for a bigger hangar (or that longer home-field runway) may necessitate a move to a different airfield entirely.
The Issue of Crew...
These days a large percentage of Light jets popular with many companies can be legally operated under instrument flight plans (IFR) with a
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Buying Jets 2.qxp_Finance 20/08/2018 16:45 Page 3
OWNERSHIP T BUYING & SELLING
“Matching machine to mission goals can help a company get the most out of its investment on the minimal amount of money.” single pilot on the flight deck. Many companies with single-pilot-IFR jets use two-person crew as a matter of company policy, not as a response to Federal Air Regulations. But moving up to a Medium- or Large jet obliges the operator to hire a First Office in the cockpit with the Captain. And under today's congressionally-mandated experience rules, the two pilots must each have a minimum 1,500 hours of pilot-in-command time, in addition to the other ratings. Having not touched on insurance and training costs, the bottom line to all the above is that a jet larger than what’s needed to meet the company's mission need will always cost more, regardless of the original purchase price. And if the company lets its business jet fly under Part 135 charter rules, to help offset the costs of owning the airplane, there will be new costs for qualifying the larger private jet and additional crew – which may include a needed cabin attendant as part of the flying crew.
buying and selling business aircraft work so hard to define the missions a prospective owner needs fulfilled and will only then begin to match the aircraft to the missions. Matching machine to mission goals can help a company get the most out of its investment on the minimal amount of money. In today’s used business jet markets, brokers and dealers advise buyers to be patient. Either buy the best jet or turboprop for the mission, or don’t buy anything. T Are you looking for more BizAv Operating Cost articles? Visit www.avbuyer.com/articles/operating-costs
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
Best Solution is the Right Solution
Conversely, stepping down in size may sound like an option for getting a newer airplane in a tight market, but there are as many complications to that approach as trying to step up beyond what's needed. A smaller private jet may not be capable of fulfilling the company's core need. Essentially, there is no better solution than the right solution, which is why experts in the field of
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AVBUYER MAGAZINE – September 2018
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Senior Vice President, Aviation Business Aviation Group Direct: 501-541-5875 Cell: 630-399-0826 michael.cole@ozk.com
Vice President Business Aviation Group Direct: 336-671-1990 Cell: 989-721-0919 jacqueline.rambacal@ozk.com
All applications subject to underwriting and credit approval.
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Selling Jets September.qxp_Finance 20/08/2018 16:51 Page 1
OWNERSHIP T BUYING & SELLING
What to Know When Prepping Your Jet to Sell With many of the premium aircraft on the used market currently selling for top-dollar it may seem tempting to load an aircraft with all the ‘bells and whistles’ before selling it. But is that really the only way to make a sale today? Jet Tolbert explores… ollowing are a few of the most important things you will need to address if you wish to sell your aircraft in a timely manner (and for the best price). These can be considered the ‘top-five’ list for aircraft sellers seeking to maximize their return in today’s used aircraft market...
F
1. Avionics
Everyone is talking about ADS-B and the associated cost. It would be very difficult not to know by now that ADS-B is an avionics upgrade that the FAA has mandated and is required to be installed and operational in every aircraft by January 1, 2020. The FAA has stated that aircraft that are not equipped by this date will be grounded, without exception. As we get closer to this date there are concerns about the availability of equipment and shop-space to get the upgrade accomplished on time, because the amount of time until the mandate comes into 60
AVBUYER MAGAZINE – September 2018
effect is dwindling and the number of aircraft that still need to be upgraded is reportedly greater than the available capacity. If you are considering selling your aircraft, and if there is a straightforward solution to install ADS-B that is available the advice is very straightforward: Just get it done. If there is significant lead-time then it might be worth scheduling the upgrade with a shop that has multiple locations to complete the install. That way if the aircraft is under contract prior to the installation, the buyer could still use the kit at a facility convenient to them. If you choose this course of action, know the cost of the upgrade and expect to account for it in the sale price you accept.
2. Paint and Interior
A clean aircraft with a modern interior in good condition will carry a good value even if the paint and interior have some age to them. Most buyers will
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Aircraft Index see Page 145
Selling Jets September.qxp_Finance 20/08/2018 16:52 Page 2
OWNERSHIP T BUYING & SELLING
“Because you can’t read the mind of a future buyer it’s usually best to invest as little as possible to have the aircraft show well” value a brand-new paint and interior, but it’s unlikely that you would see a difference in the sale price equal to the investment of a new paint and interior refurbishment. With that said, if the cosmetics of your aircraft are very outdated or unserviceable then the investment into a complete refurbishment could be justified. Because you can’t read the mind of a future buyer (their tastes a nd preferences may very well be different to yours) it’s usually best to invest as little as possible to have the aircraft show well. Minimal investment often means a touch up of all woodwork, addressing the entryway of the aircraft, carpet runners and seats closest to the entry door. Remember the buyer will get their first impression of the interior by looking at this area and so a small investment here can go a long way in creating a good impression.
3. Market Awareness
A well-established broker with deep connections across the markets will be well placed to advise on recent sales activity and aircraft on the market of the same make and model as your aircraft. They’ll also be able to offer perspective on other similar models’ activity on the market that could have an impact your aircraft’s value.
4. Marketing Plan
When planning to sell your aircraft, there is much to coordinate. Bringing the right presentation to the market will ensure that the right channels are open to connect with principal buyers. Again, take the time to work with an experienced representative who will gather the 62
AVBUYER MAGAZINE – September 2018
right information about your aircraft. It’s best to be able to advertise the aircraft in the best light, and make a more det ailed and very accurate representation of the aircraft without hiding anything.
5. Be Clear What you Have ‘For Sale’
Know what you have and be transparent in the marketplace. • • • • •
Engine program 100% with no deferment? How much of a deferment? Damage history? Missing records? International-ownership history?
This information will come out eventually and if that’s after the fact, or in a buyer’s inspection (af ter the buyer has invested in a contract review and inspection) they will not be happy. Worse, the aircraft will gain a stigma on the market as one that has fallen out of contract based on its quality. You will find that buyers are more appreciative of a transparent presentation. Ultimately, the smoothest aircraft sales are handled professionally by the sellers who are well prepared with realistic expectat ions. T Jet Tolbert is President of American Aircraft Sales. Established in 1968, it is a premier brokerage firm which has been a trusted partner since corporations first began utilizing jet aircraft to grow their businesses. With offices in the US, Latin America sales team and a partner office in Zurich, Switzerland, American Aircraft Sales is an active NBAA, IBAC, EBAA & ABAA member.
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Aircraft Index see Page 145
Freestream August.qxp 18/07/2018 11:05 Page 1
2008 Boeing BBJ
S/N: 36852
2012 Gulfstream G550
S/N: 5406
2012 Gulfstream G550
2011 Gulfstream G550
S/N: TBD
2001 Gulfstream V
FREESTREAM AIRCRAFT LIMITED
London +44 207 584 3800 sales@freestream.com
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Engines Sept.qxp_Finance 21/08/2018 15:47 Page 1
OWNERSHIP T APPRAISALS
PT6A: What’s it Worth in Today’s Market Continuing from his discussion of engine values last month, Jeremy Cox considers the world’s most-popular turboprop powerplant, the PT6A... urboprop engines trace their roots back to the Hungarian Jendrassik CS-1 which first ran in 1938 but never flew on an aircraft. It would be another seven years before the world’s first turboprop-powered aircraft – a Gloster Meteor F-1 – flew with a Rolls-Royce RB-50 Trent attached in September 1945. The Vickers Viscount (1948) became the world’s first production turboprop aircraft, powered by the RR RB-53 Dart. Meanwhile, the world’s oldest ‘still flying’ turboprop aircraft is a 1953 Fairey Gannet powered by an Armstrong Siddeley Double Mamba ASMD 1 engine (two engines bolted to the same gearbox) driving two separate props concentrically mounted on the same thrust line. It was in 1956 that the Canadian Pratt &
T
64
AVBUYER MAGAZINE – September 2018
Whitney Aircraft Company (later renamed Pratt & Whitney Canada (PWC)) proactively initiated the design and build of a new engine which would eventually become the world’s best-selling aircraft turboprop powerplant. The design mandate for the PT6A was to create a compact, lightweight, modular engine that could produce 500shp, and be serviced as much as possible ‘on-wing’ without removal. The PWC team collaborated on a double-shaft, reverse flow, free-turbine design which produced more power than a fixed shaft engine, was quieter and virtually eliminated foreign object damage (FOD). The initial target market for the PT6 engine was the piston-powered DHC-2 de Havilland Beaver.
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Aircraft Index see Page 145
Engines Sept.qxp_Finance 21/08/2018 15:48 Page 2
Jeremy Cox is Vice President at JetBrokers, Inc, a National Aircraft Appraisers Association (NAAA) Senior Certified Aircraft Appraiser, as well as a NAAA Qualified Buyer’s Agent. Jeremy has been a Director of Maintenance for several different companies and employed by several airframe OEMs’ independent Service Centers. Contact him via jcox@jetbrokers.com
“Specifically, in Business Aviation over 20,000 PT6A series engines have been installed in 54 different makes/models of aircraft...”
•
•
The power-to-weight ratio of a turbine engine versus a piston engine was significant (the PT6 (325lbs) was less than half the dry weight of the current Wasp radial (653lbs), while producing 50hp more). The first PT6 to take to the skies (1961) was mounted on an experimental Assault Support Helicopter. Later that same year, a Beech 18 was chosen as the first fixed-wing testbed aircraft. The nose section of its fuselage was modified to accommodate the new engine and Hamilton Standard Propeller and the rest, as they say, is history…
Today’s PT6A Series Engine
The modern PT6A Series Engine, starting from the output shaft (propeller mount) and working backwards to the rear of the engine, has the following modules and features: •
Drive Section Module: Epicyclic speed reduction gearbox enables a compact
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•
installation and output speed optimized for optimal power and low propeller noise; Power Section Module: Reverse-flow combustor optimized to provide low emissions, high stability and easy starting; single-stage compressor turbine which in many models has cooled vanes to maintain high durability; independent “free” power turbine with shrouded blades (forward-facing output for fast hot section refurbishment); Compressor Section Module: Multi-stage axial and single-stage centrifugal compressor that features reverse flow, radial inlet with screen for FOD protection; Accessory Section Module
Today, Pratt & Whitney Canada classifies the PT6A in three groups, as follows: • • •
Small engines: 500-999shp Medium engines: 1,000-1,400shp Large engines: 1,401-1,900shp
While we exclude specifics on military, helicopter or agricultural applications of the PT6A Series engine (our focus is exclusively fixed-wing Business Aviation applications), Business Aviation applications closely equal the other sectors mentioned approximately 50/50. Specifically, in Business Aviation over 20,000 PT6A series engines have been installed in 54 different makes/models of aircraft with the Beech King Air series the most prolific platform (10,774+ engines and counting), followed by the Cessna Caravan series (2,573+). The out-of-production Piper Cheyenne comes in third with 1,954 engines.
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September 2018 - AVBUYER MAGAZINE
65
Engines Sept.qxp_Finance 21/08/2018 11:55 Page 3
OWNERSHIP T APPRAISALS
Blackhawk XP67A Conversion
The ‘Top Three’ most prolific PT6A Models are as follows: 1. PT6A-60A (as installed on the King Air 300 Series): 2,892+ engines 2. PT6A-21 (as installed on the King Air C90 Series, excluding the GT models): 2,506+ engines 3. PT6A-114A (as installed on the 208 Caravan Series, excluding the EX model): 2,149+ engines
PT6A-60A Powerplant Valuation
Noting the popularity of the PT6A-60A, we’ll use this model as the valuation example over the following paragraphs. When new, this specific model engine sells for an approximate list price of $1m. The typical overhaul cost excluding Life Limited Component (LLC) replacements is approximately $500k, at a TBO interval of 3,600 hours. The Hot Section Inspection is accomplished at mid-time (1,800 hours) and typically costs in the region of $40k. The ‘Life Limited’ components found inside a PT6A-60A engine include: • • •
66
First Stage Compressor Hub/Rotor (15,000 cycle-life): Full-Life Value (FLV) = ~US$60k Second Stage Compressor Disc (20,000 cyclelife): FLV = ~$18k Third Stage Compressor Disc (20,000 cycle-life): FLV = ~$18k
AVBUYER MAGAZINE – September 2018
• • • • -
Centrifugal Impeller (20,000 cycle-life): FLV = ~$105k Compressor Turbine Disc (15,000 cycle-life): FLV = ~$90k First Stage Power Turbine Disc (30,000 cyclelife): FLV = ~$80k Second Stage Power Turbine Disc (30,000 cycle-life): FLV = ~$75k Combined FLV of all LLCs = ~$446k.
The replacement value of a full set of Turbine Blades, when worn below limits or damaged, is approximately $100k.
Blackhawk XP67A Conversion
Waco, Texas based Blackhawk has been providing PT6A Conversions in accordance with a plethora of FAA Supplemental Type Certificates since 1999. Blackhawk offers an upgrade installation of the PT6A-67A engines as direct replacements of the original engines and props (exchange) for $1.735m. This conversion provides the stock King Air 350 (for example) with two 1,200shp engines which, after being flat-rated by Blackhawk, provides a 2530% increase in available power delivering an increased True Airspeed (35+ kts dependent on aircraft weight, altitude level selected and the outside air temperature (OAT) at that flight level) and a higher rate of climb (1,950fpm at ISA +20C versus 780fpm for a stock aircraft). In addition, the single-engine service ceiling increases from 21,500ft to 35,000ft dependent on OAT.
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Aircraft Index see Page 145
Engines Covered TFE731-2, -3, -4, -5 JT15D-4, -5 On These Aircraft Astra 1125/ SP Beechjet 400 Citation II/ SII, III/ VI, V Falcon 10, 20-5, 50, 900B Hawker 700, 800A/ XP Lear 31, 35, 55 Sabre 65 Westwind
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Engines Sept.qxp_Finance 21/08/2018 11:56 Page 4
OWNERSHIP T APPRAISALS
JetPROP - Converted Pipers Utilizing PT6A Engines
The Blackhawk modified King Air 350 is commercially rebranded as a 350XP67A, and includes the following items: • Two factory new PT6A-67A engines • Two factory new composite MT Propellers with Spinners • Installation kit, hardware, STC documentation and AFM supplement • PWC warranty (five-years or 2,500 hours) In addition to the King Air 350 upgrade, Blackhawk also sells upgrades for the following PT6A powered aircraft: • • • • •
King Air 200 Series (XP61, XP52 or XP42) King Air 90 Series (XP135A) Conquest I (XP135A) Cheyenne Series (XP-135A) Caravan Series (Vx or XP-140)
JetPROP DXL/DL Conversions
Since 1998, another popular PT6A conversion for business aircraft (the Piper PA46 Malibu and Mirage) has been provided by JetPROP LLC, a Spokane, Washington based subsidiary of Rocket Engineering Corp. JetPROP LLC to date has performed 316 conversions of PA46 aircraft, which is broken down into three engine models: • • •
88 aircraft as the original JetPROP utilizing the PT6A-34 (no longer offered) 38 aircraft as the JetPROP DL utilizing the PT6A-21 190 aircraft as the JetPROP DLX utilizing the PT6A-35
The DL modification provides 550shp in a package that’s approximately 100lbs lighter than the original Continental TSIO-520. Best of all the conversion provides an additional 240shp at a cost of around $550k. The DLX modification provides 560shp in a package that is again about 100lbs lighter than the original Lycoming TIO-540 as fitted on the Piper 68
AVBUYER MAGAZINE – September 2018
Malibu Mirage (PA46-350P). Here, an additional 250shp is provided at a cost of around $630k. Included in the conversions are the following: • Factory new PT6A-35 or -21 engine (DLX or DL); • Factory new propellers: - Option 1, Hartzell four-blade metal Scimitar; - Option 2, MT four-blade composite; - Option 3, MT five-blade composite; • Complete installation, STC documentation and AFM supplement; • PWC warranty (five-years or 2,500 hours). So why take an existing Piper pressurized pistonsingle and convert it into a turbine, when the PA46-500TP Meridian, M 500 and M600 were/are available from the OEM with the PT6A-42A factory installed? The answer is found under three separate headings: • The initial purchase price. As an example, a 2015 model’s Malibu Mirage factory-new price was $1.1m. Add the $630k JetPROP DLX price, and the total outlay would be $1.73m. The price of a 2015-model Meridian was $2.22m factory new. That’s a difference of almost $490k. • The JetP ROP DLX offers better performance (as much as a 500fpm better climb rate; lower fuel burn; and allowance for extra baggage). • Higher Residual Value. A 2007 JetPROP DLX has retained 68.2% of its value versus a 2007 model Piper Meridian which has retained 52.7% of its value.
In Summary
With over 20,000 PT6A powerplants produced for Business Aviation to date, there are no signs of this popular model diminishing any time soon. Not only does it continue to be used on some of today’s popular production turboprops, but as demonstrated, it provides significant power through conversion programs, including Blackhawk and JetPROP – and for very good reason. T
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Aircraft Index see Page 145
General Aviation September.qxp_Layout 1 20/08/2018 11:42 Page 1
Values Intro Sept.qxp_Finance 20/08/2018 16:55 Page 1
OWNERSHIP T RETAIL PRICE GUIDE
Business Aircraft Values: The Large Cabin Choice There are occasions when the operator’s mission dictates an aircraft of larger capacity. This month our value study focuses on our definition of Large Cabin and Ultra-Long-Range business jets.
T
he average Large Cabin and Ultra-Long-Range jets share more in common than they differ, with similar cabin sizes and comparable cruise speeds ranging roughly between 450-500kts. For the purpose of this month’s focus, we’ll categorise Large Cabin and Ultra-Long-Range jets under the generic category of ‘Large Cabin jets’, on the basis of their shared characteristics, and MTOWs that generally range between 38,000-100,000 pounds. Large Cabin jets have much in their favor. Seats-full range capabilities typically go up to, and into the 6,000nm range, making these effective non-stop continent and ocean-crossing machines. The fewer the stops, the shorter the overall trip time! One disadvantage the Large Cabin jets have over their Small and Medium jet kin is their need for runways longer than 6,000ft, which restricts the number of airports they can use by comparison. Nevertheless, for the trans-oceanic traveller, the advantages offered by these airplanes far outweigh the negatives. Where the Large Cabin airplanes really excel (as the name would suggest) is in their cabin capacities. A cabin will typically stretch from 30-40 feet or more, enabling operators to enjoy a wider array of finishing options and office capabilities than jets in the smaller segments can provide. Cabin heights in excess of six feet guarantees stand-up cabin comfort, while seating capacity of 8-18 is typical. 70
AVBUYER MAGAZINE – September 2018
Naturally, the size and range capabilities of Large Cabin jets don’t come cheaply, and you’ll need a larger fuel budget, more hangar space and a larger maintenance budget. Yet for the company with the need, the Large Cabin jet will rarely prove too small, and only occasionally be too large for an airport you’d prefer to access. In these situations, supplemental charter is the answer.
Large Cabin Jet Price Guide
The following Large Cabin jets’ Average Retail Price Guide represents current values published in the Aircraft Bluebook– Price Digest. The study spans model years from 1999 through Summer 2018. Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year. For example, the Falcon 2000LX values reported in the Summer 2018 edition of the Bluebook show $19m for a 2013 model, $17.5m 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 41 aircraft models in the following Large Cabin average price guide, and for additional assistance, Conklin & de Decker’s Performance and Specifications data for these models can be referred to, beginning on page 76
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Retail Values2018.qxp_RPG 22/08/2018 10:39 Page 1
OWNERSHIP T RETAIL PRICE GUIDE
Large Cabin Jets: Average Retail Price Guide MODEL YEAR $
2018 US$M
2017 US$M
2016 US$M
2015 US$M
25.0
22.0
18.0
2014 US$M
2013 US$M
2012 US$M
2011 US$M
2010 US$M
-
13.0
12.0
11.0
12.5
11.5
10.5
9.750
12.3
11.3
10.5
9.5
9.0
2009 US$M
MODEL BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 650
14.0 32.350
BOMBARDIER CHALLENGER 605
-
15.0
14.0
16.5
15.5
10.0 9.250
BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350
26.673
19.0
17.5
BOMBARDIER CHALLENGER 300
13.2
BOMBARDIER GLOBAL 6000
62.310
48.0
41.0
37.0
34.0
31.0
28.0
BOMBARDIER GLOBAL 5000
50.441
38.0
33.0
30.0
27.0
25.0
23.0
20.0
18.5
16.5
23.5
21.5
19.5
18.5
BOMBARDIER GLOBAL EXP XRS BOMBARDIER GLOBAL EXP DASSAULT FALCON 8X
59.3
54.0
47.0
DASSAULT FALCON 7X
53.8
50.0
38.0
33.0
29.0
27.0
DASSAULT FALCON 2000LXS
35.1
31.0
25.0
22.5
21.5
19.0
DASSAULT FALCON 2000S
29.950
27.0
22.5
19.5
17.0
16.0
DASSAULT FALCON 2000LX
19.0
24.0
21.0
17.5
15.5
DASSAULT FALCON 2000DX EASy
18.0
16.0
13.5
12.5
12.0
10.0
DASSAULT FALCON 2000EX EASy
11.5
DASSAULT FALCON 2000EX DASSAULT FALCON 2000 DASSAULT FALCON 900LX
44.8
40.0
34.0
29.0
24.0
22.0
21.0
20.0
18.0
DASSAULT FALCON 900DX
15.0
14.0
DASSAULT FALCON 900EX EASy
17.4
16.4
20.0
DASSAULT FALCON 900EX DASSAULT FALCON 900C EMBRAER LINEAGE 1000E
49.9
48.0
42.0
25.9
23.0
18.750
32.0
29.0 27.0
26.0
24.0
22.0
15.750
14.750
13.750
12.750
10.750
9.750
13.3
11.750
10.750
-
7.750
EMBRAER LINEAGE 1000 EMBRAER LEGACY 650-135BJ EMBRAER LEGACY 600-135BJ
9.0
7.0
EMBRAER LEGACY 135BJ EMBRAER LEGACY 500
20.0
18.0
16.5
15.5
EMBRAER LEGACY 450
16.570
15.5
14.0
13.0
14.5
GULFSTREAM G650ER
70.150
66.0
58.0
53.0
51.0
49.0
46.0
GULFSTREAM G550
61.5
49.0
38.0
35.0
32.0
30.0
27.0
25.0
23.0
21.0
21.0
19.0
18.0
17.0
16.5
14.5
13.5
12.5
12.5
10.5
9.5
8.5
GULFSTREAM G500 GULFSTREAM G450
25.5
22.5
20.5
18.5
GULFSTREAM G400 GULFSTREAM G350 GULFSTREAM G300 GULFSTREAM G280
24.5
19.0
17.0
16.0
15.0
14.0
13.0
GULFSTREAM GV GULFSTREAM GIV-SP AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM
72
AVBUYER MAGAZINE â&#x20AC;&#x201C; September 2018
www.AVBUYER.com
Aircraft Index see Page 145
Retail Values2018.qxp_RPG 22/08/2018 10:23 Page 2
RETAIL PRICE GUIDE T OWNERSHIP
What your money buys today
Summer 2018 2008 US$M
2007 US$M
2006 US$M
9.0
8.0
7.0
8.250
7.750
2005 US$M
2004 US$M
2003 US$M
2002 US$M
2001 US$M
2000 US$M
1999 US$M
MODEL YEAR $ MODEL BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 650 BOMBARDIER CHALLENGER 605
6.3
6.0
5.7
5.4
5.0
4.7
4.5
4.2
4.0
BOMBARDIER CHALLENGER 604
8.3
7.5
7.1
6.7
6.4
6.1
14.5
13.5
12.5
11.5
BOMBARDIER GLOBAL 5000
17.5
16.5
15.5
14.5
BOMBARDIER GLOBAL EXP XRS
BOMBARDIER CHALLENGER 350 BOMBARDIER CHALLENGER 300 BOMBARDIER GLOBAL 6000
12.750
11.750
11.0
10.5
9.5
8.5
7.5
BOMBARDIER GLOBAL EXP DASSAULT FALCON 8X
15.0
14.0
DASSAULT FALCON 7X DASSAULT FALCON 2000LXS DASSAULT FALCON 2000S
11.5
10.5
DASSAULT FALCON 2000LX
9.5 11.0
DASSAULT FALCON 2000DX EASy 10.0
9.2
8.7
8.2 7.5
7.5
7.0
6.4
5.9
13.0
12.0
11.0
10.0
15.4
14.4
13.4
12.1
11.1
8.7
8.0
DASSAULT FALCON 2000EX EASy 6.8 5.2
DASSAULT FALCON 2000EX 4.9
4.5
3.9
3.7
DASSAULT FALCON 2000 DASSAULT FALCON 900LX DASSAULT FALCON 900DX
10.6
DASSAULT FALCON 900EX EASy
8.9
8.4
8.0
7.3
6.8
DASSAULT FALCON 900EX
7.2
7.0
6.4
6.3
6.1
DASSAULT FALCON 900C EMBRAER LINEAGE 1000E EMBRAER LINEAGE 1000 EMBRAER LEGACY 650-135BJ
6.5
6.0
EMBRAER LEGACY 600-135BJ 5.5
5.0
4.5
4.2
4.0
EMBRAER LEGACY 135BJ EMBRAER LEGACY 500 EMBRAER LEGACY 450 GULFSTREAM G650ER
19.0
17.0
16.0
15.0
14.0
13.0
GULFSTREAM G550
15.5
14.5
12.5
10.5
9.5
8.5
GULFSTREAM G500
11.5
10.5
9.5
8.5 7.2
6.7
8.0
7.2
5.5
GULFSTREAM G450 GULFSTREAM G400
5.0
GULFSTREAM G350 4.5
4.0
GULFSTREAM G300 GULFSTREAM G280 11.8
10.8
10.3
9.8
GULFSTREAM GV
6.6
6.1
5.7
5.4
GULFSTREAM GIV-SP
AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM Advertising Enquiries see Page 12
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OWNERSHIP T SPECIFICATIONS
Aircraft Performance & Specifications Large Cabin Jets
T
he AvBuyer Magazine Guide to Aircraft Performance and Technical Specification Data is updated by Conklin & de Decker on a regular basis. The Guide is much more comprehensive and informative, providing more aircraft types and models and including variable cost numbers for all models. This month’s category of aircraft - Large Cabin Jets – appears opposite, to be followed by Medium jets next month. Please note that this data should be used as a guide only, and not as the basis on which buying decisions are taken. The data presents aircraft aged below 20 years of age only, but Conklin & de Decker provides details of older airplanes too. If there are any other ways in which we can improve the content or presentation of this information, please let us know.
Tel: +44 (0) 208 255 4000; Email: editorial@avbuyer.com © 2018 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com
Description of Cost Elements The following describes the content of each cost element used in The Aircraft Cost Evaluator. There are no sales taxes included in these costs. VARIABLE COST PER HOUR Includes fuel, maintenance reserves for routine maintenance, engine/ propeller/APU reserves, and miscellaneous expenses. Specifications - General CABIN DIMENSIONS Cabin Height, Width, and Length are based on a completed interior. On “cabin-class” aircraft, the length is measured from the cockpit divider to the aft pressure bulkhead (or aft cabin bulkhead if unpressurized). For small cabin aircraft, the distance is from the cockpit firewall to the aft bulkhead. Height and width are the maximum within that
76
AVBUYER MAGAZINE – September 2018
cabin space. Cabin Volume is the interior volume, with headliner in place, without chairs or other furnishings. Cabin Door Height and Width are the measurements of the main passenger cabin entry door. BAGGAGE Internal baggage volume is the baggage volume that is accessible in flight by the passenger. This amount may vary with the interior layout. External baggage volume is the baggage volume not accessible in flight (nacelle lockers, etc.). CREW SEATS/SEATS EXECUTIVE This is the typical crew and passenger seating commonly used on the aircraft. This is not the maximum certificated seats of the aircraft. These numbers may vary for different operations (Corporate, Commercial, EMS, etc.). Weights: • Maximum Take-Off Weight and Maximum Landing Weight are specified during aircraft certification. • Basic Operating Weight is the empty weight, typically equipped, plus unusable fuel and liquids, flight crew @ 200 pounds each and their supplies. • Useable fuel is the useable fuel in gallons x 6.7 pounds per gallon (Jet fuel) or 6 pounds per gallon (AVGAS). • Payload with Full Fuel is the useful load minus the useable fuel. The useful load is based on the maximum ramp weight minus the basic operating weight. • Maximum Payload is the maximum zero fuel weight minus the basic operating weight. Specifications Performance Range: • Range (4 Pax) - The maximum IFR range of the aircraft with four passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft. • Ferry Range - is the maximum IFR range of the aircraft with the maximum fuel on board and no passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft. • VFR Range - Seats Full is the maximum www.AVBUYER.com
•
VFR range of the aircraft with all passenger seats occupied. This is used for all helicopters and piston fixed-wing aircraft. VFR Ferry Range - is the maximum VFR range of the aircraft with the maximum fuel on board and no passenger seats occupied. This is used for all helicopters and piston fixed-wing aircraft.
Balanced Field Length BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only). This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Take-off Weight (MTOW). Landing Distance (Factored) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers. Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle. Rate of Climb (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. Cruise Speed (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range. Engines The number of engines, manufacturer and model are shown. Aircraft Index see Page 145
BOM BAR DIER
BOM BAR DIER
BOM BAR DIER
BOM BAR DIER
GLO BAL EXP RES BOM S XR BAR S DIER GLO BAL 500 0
BOM BAR DIER
GLO BAL EXP RES S
BOM BAR DIER
CHA LLEN GER 850
BOM BAR DIER
CHA LLEN GER 650
CHA LLEN GER 605
BOM BAR DIER
CHA LLEN GER 300
CHA LLEN GER 350
CHA LLEN GER 604
AircraftPer&SpecAUG18.qxp_PerfspecDecember06 21/08/2018 14:43 Page 1
$2,861.86
$2,871.36
$3,192.98
$2,948.96
$2,926.30
$3,117.32
$4,690.21
$4,642.10
$4,389.88
6.08
6.08
6.08
6.08
6.08
6.08
6.25
6.25
6.25
CABIN HEIGHT FT.
7.17
7.17
8.17
8.17
8.17
8.17
8.17
8.17
8.17
CABIN WIDTH FT.
23.7
23.7
28.4
28.4
28.4
48.42
48.35
48.35
42.47
CABIN LENGTH FT.
930
930
1146
1146
1146
1964
2002
2002
1889
CABIN VOLUME CU.FT.
6.22
6.22
5.83
5.83
-
5.8
6.16
6.17
6.17
DOOR HEIGHT FT.
2.5
2.5
3.08
3.08
-
3.08
3
3
3
DOOR WIDTH FT.
106
106
115
115
115
202
190
195
195
BAGGAGE VOL. INT. CU.FT.
-
-
-
-
-
-
-
-
-
BAGGAGE VOL. EXT. CU.FT.
2
2
2
2
2
2
2
2
2
CREW #
8
8
10
10
10
15
13
13
13
SEATS - EXECUTIVE #
38850
40600
48200
48200
48200
53000
95000
98000
92500
MTOW LBS
33750
34150
38000
38000
38000
47000
78600
78600
78600
MLW LBS
23850
24800
27100
27150
27150
34618
50300
51200
50861
B.O.W. W/CREW LBS
14045
14043
19850
19852
19852
18274
43158
44642
38959
USEABLE FUEL LBS
1105
1907
1263
1298
1298
358
1792
2408
2930
PAYLOAD WITH FULL FUEL LBS
3350
3400
4815
4850
4850
9382
5700
4800
7139
MAX. PAYLOAD LBS
3065
3277
3756
3756
3756
2456
5940
6055
5200
RANGE - SEATS FULL N.M.
3340
3421
4119
4123
4123
3096
6125
6226
5350
MAX. RANGE N.M. (4 PAX)
4950
5090
5950
5950
5950
6800
5640
6200
4960
BALANCED FIELD LENGTH FT.
3951
4033
4050
3833
3833
4120
3667
3667
3667
LANDING DIST. (FACTORED) FT.
4240
-
4345
4345
4345
3395
3450
3300
3450
R.O.C. - ALL ENGINES FT PER MIN
474
-
680
581
581
443
522
474
704
R.O.C. - ONE ENGINE OUT FT PER MIN
470
470
488
488
488
459
505
511
511
MAX. CRUISE SPEED KTAS
459
459
459
459
459
442
488
488
488
NORMAL CRUISE SPEED KTAS
459
459
425
425
425
425
459
471
471
L/RANGE CRUISE SPEED KTAS
2
2
2
2
2
2
2
2
2
CF34-3B
CF34-3B MTO
CF34-3B1
BR 710A2-20
BR 710A2-20
BR 710A2-20
HTF7000
HTF7350
CF34-3B
VARIABLE COST PER HOUR $
ENGINES #
ï&#x201A;&#x2020;
ENGINE MODEL
Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.
Advertising Enquiries see Page 12
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September 2018 - AVBUYER MAGAZINE
77
AircraftPer&SpecAUG18.qxp_PerfspecDecember06 21/08/2018 15:43 Page 2
VARIABLE COST PER HOUR $
$4,436.09
DAS SAU LT F ALC ON 200 0LX S DAS SAU LT F ALC ON 200 0S
DAS SAU LT F ALC ON 200 0EX EAS y DAS SAU LT F ALC ON 200 0LX
DAS SAU LT F ALC ON 200 0EX
DAS SAU LT F ALC ON 200 0DX
DAS SAU LT F ALC ON 200 0
BOM BAR DIER
GLO BAL 600 0
OWNERSHIP T SPECIFICATIONS
$3,654.63
$2,951.54
$3,043.41
$2,946.74
$2,901.61
$2,827.09
$2,824.87
CABIN HEIGHT FT.
6.25
6.2
6.2
6.2
6.2
6.2
6.2
6.2
CABIN WIDTH FT.
8.17
7.7
7.7
7.7
7.7
7.7
7.7
7.7
CABIN LENGTH FT.
48.35
31.2
31.2
31.2
31.2
31.2
31.2
31.2
CABIN VOLUME CU.FT.
2002
1028
1028
1028
1028
1028
1028
1028
DOOR HEIGHT FT.
6.17
5.64
5.64
5.64
5.64
5.63
5.64
5.64
DOOR WIDTH FT.
3
2.63
2.63
2.63
2.64
2.64
2.63
2.63
BAGGAGE VOL. INT. CU.FT.
195
134
131
131
131
131
131
131
BAGGAGE VOL. EXT. CU.FT.
-
-
-
-
-
-
-
-
CREW #
2
2
2
2
2
2
2
2
SEATS - EXECUTIVE #
13
10
10
10
10
10
10
10
MTOW LBS
99500
35800
41000
42200
42200
42800
42800
41000
MLW LBS
78600
33000
39300
39300
39300
39300
39300
39300
B.O.W. W/CREW LBS
52230
22750
23190
23190
23190
24500
24750
24750
USEABLE FUEL LBS
44716
12155
14600
16660
16660
16660
16660
14600
PAYLOAD WITH FULL FUEL LBS
2804
1095
3410
2550
2550
1840
1590
1850
MAX. PAYLOAD LBS
5770
5910
6510
6510
6510
5200
4950
4950
RANGE - SEATS FULL N.M.
5890
2841
3378
3878
3878
3891
3803
3371
MAX. RANGE N.M. (4 PAX)
6080
3130
3440
4045
4045
4185
4151
3638
BALANCED FIELD LENGTH FT.
6200
5100
5000
5500
5500
5761
4918
4534
LANDING DIST. (FACTORED) FT.
3667
4333
4333
4333
4333
4457
3825
3825
R.O.C. - ALL ENGINES FT PER MIN
3300
3730
4575
4375
4375
4350
4310
4350
R.O.C. - ONE ENGINE OUT FT PER MIN
474
377
490
490
490
490
565
490
MAX. CRUISE SPEED KTAS
511
475
482
482
482
478
478
479
NORMAL CRUISE SPEED KTAS
488
459
459
459
459
453
453
453
L/RANGE CRUISE SPEED KTAS
471
430
442
442
442
440
440
439
2
2
2
2
2
2
2
2
BR 710A2-20
CFE 738-1-1B
PW308C
PW308C
PW308C
PW308C
PW308C
PW308C
ENGINES # ENGINE MODEL
Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.
78
AVBUYER MAGAZINE – September 2018
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Aircraft Index see Page 145
Corporate Concepts September.qxp 23/08/2018 10:43 Page 1
Corporate Concepts International, Inc. EXCEPTIONAL OPPORTUNITY Gulfstream G-V Owner ready to review all offers
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Latest Falcon 900B Currently Available on the Market
■ 2013 Complete New Interior & New Paint ■ Engines and APU on Honeywell MSP Gold ■ Ovation Select CMS, Alto Sound System, SWIFT and ATG-5000 Broadband ■ 14 Seats with Forward and Aft Lavatories ■ Fresh Major Inspections, October 2017 ■ Current FAR Part 135 ■ For Sale, Some Trades Considered - For Details Call
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AircraftPer&SpecAUG18.qxp_PerfspecDecember06 21/08/2018 15:44 Page 3
EMB RAE R LE GAC Y 50 0
EMB RAE R LE GAC Y 45 0
DAS SAU LT F ALC ON 8X
DAS SAU LT F ALC ON 7X
DAS SAU LT F ALC ON 900 EX E ASy DAS SAU LT F ALC ON 900 LX
DAS SAU LT F ALC ON 900 DX DAS SAU LT F ALC ON 900 EX
OWNERSHIP T SPECIFICATIONS
$3,486.78
$3,662.83
$3,453.04
$3,338.86
$3,526.93
$3,496.89
$2,545.09
$2,906.78
CABIN HEIGHT FT.
6.2
6.2
6.2
6.2
6.2
6.2
6
6
CABIN WIDTH FT.
7.7
7.7
7.7
7.7
7.7
7.7
6.83
6.83
CABIN LENGTH FT.
33.2
33.2
33.2
33.2
39.1
42.7
24
27.5
CABIN VOLUME CU.FT.
1270
1270
1270
1270
1506
1695
705
823
DOOR HEIGHT FT.
5.6
5.6
5.6
5.6
5.64
5.64
5.42
5.22
DOOR WIDTH FT.
2.6
2.6
2.6
2.6
2.63
2.63
2.4
1.91
BAGGAGE VOL. INT. CU.FT.
127
127
127
127
140
140
27
29
BAGGAGE VOL. EXT. CU.FT.
-
-
-
-
-
-
150
126
CREW #
2
2
2
2
2
2
2
2
SEATS - EXECUTIVE #
12
12
12
12
12
12
7
8
MTOW LBS
46700
48300
49000
49000
70000
73000
35758
38360
MLW LBS
42200
44500
44500
44500
62400
62400
32518
34524
B.O.W. W/CREW LBS
25800
24700
24700
26750
36600
36100
23150
23850
USEABLE FUEL LBS
18830
21000
21000
20905
31940
34900
12130
13058
PAYLOAD WITH FULL FUEL LBS
2270
2800
3500
1545
1660
2200
611
1628
MAX. PAYLOAD LBS
5064
6164
6164
4114
4400
4900
2754
2650
RANGE - SEATS FULL N.M.
4100
4500
4500
4800
5466
6290
2498
2762
MAX. RANGE N.M. (4 PAX)
4290
4725
4725
5000
5840
6630
2963
3167
BALANCED FIELD LENGTH FT.
4500
5050
5215
5215
5933
5820
4061
4250
LANDING DIST. (FACTORED) FT.
3633
3750
3750
3833
3537
3591
3472
4558
R.O.C. - ALL ENGINES FT PER MIN
3880
3880
3880
3880
3800
-
3783
3866
R.O.C. - ONE ENGINE OUT FT PER MIN
796
755
703
703
597
-
831
841
MAX. CRUISE SPEED KTAS
482
482
482
482
492
-
468
472
NORMAL CRUISE SPEED KTAS
459
459
459
459
488
488
459
459
L/RANGE CRUISE SPEED KTAS
430
430
430
430
463
459
436
439
3
3
3
3
3
3
2
2
TFE 731-60
TFE 731-60
TFE 731-60
TFE 731-60
PW307A
PW307D
HTF7500E
HTF7500E
VARIABLE COST PER HOUR $
ENGINES # ENGINE MODEL
Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.
80
AVBUYER MAGAZINE – September 2018
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Aircraft Index see Page 145
Thomas loves taking off on two wheels. As the BCAA Director General, he focuses on strategizing and planning the path ahead for the registry and its clients. With his business management skills and aviation experience, he will soon have you on track and flying. Find out how we can help you with your aircraft registration needs at bermudaaircraftregistry.bm
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AircraftPer&SpecAUG18.qxp_PerfspecDecember06 21/08/2018 14:44 Page 4
G35 0 GUL FSTR EAM
G30 0 GUL FSTR EAM
G28 0 GUL FSTR EAM
EMB RAE R LI NEA GE 1 000 E
EMB RAE R LI NEA GE 1 000
EMB RAE R LE GAC Y 65 0E
EMB RAE R LE GAC Y 65 0
EMB RAE R LE GAC Y 60 0
OWNERSHIP T SPECIFICATIONS
$3,375.76
$3,485.78
$3,485.78
$5,040.29
$5,023.18
$2,910.81
$4,106.38
$4,041.11
CABIN HEIGHT FT.
6
6
6
6.58
6.58
6.25
6.2
6.2
CABIN WIDTH FT.
6.92
6.92
6.92
8.75
8.75
7.2
7.3
7.3
CABIN LENGTH FT.
49.8
49.8
49.8
84.32
84.32
32.25
45.1
45.1
CABIN VOLUME CU.FT.
1656
1656
1656
3914
3914
888
1658
1658
DOOR HEIGHT FT.
5.6
5.6
5.6
5.97
5.97
6
5
5
DOOR WIDTH FT.
2.5
2.5
2.5
2.46
2.46
2.75
3
3
BAGGAGE VOL. INT. CU.FT.
286
286
286
323
323
34
169
169
BAGGAGE VOL. EXT. CU.FT.
-
-
-
120
120
120
-
-
CREW #
2
2
2
2
2
2
2
2
SEATS - EXECUTIVE #
13
13
13
19
19
8
13
14
MTOW LBS
49604
53572
53572
120152
120152
39600
72000
70900
MLW LBS
40785
44092
44092
100972
100972
32700
66000
66000
B.O.W. W/CREW LBS
30419
31217
31217
70844
70548
24150
43700
43000
USEABLE FUEL LBS
18170
20600
20600
48217
48217
14600
26700
25807
PAYLOAD WITH FULL FUEL LBS
1169
1909
1909
1530
1826
1000
2000
2493
MAX. PAYLOAD LBS
4855
4938
4938
9625
9921
4050
5300
6000
RANGE - SEATS FULL N.M.
3091
3661
3661
4198
4242
3590
3486
3680
MAX. RANGE N.M. (4 PAX)
3485
3980
3980
4592
4629
3690
3820
3900
BALANCED FIELD LENGTH FT.
5749
5804
5804
6344
6315
5160
4912
5060
LANDING DIST. (FACTORED) FT.
3835
3910
3910
3402
3402
5083
4417
4417
R.O.C. - ALL ENGINES FT PER MIN
2639
3022
3022
2464
2464
5000
3805
3960
R.O.C. - ONE ENGINE OUT FT PER MIN
761
757
757
720
720
844
767
736
MAX. CRUISE SPEED KTAS
455
459
459
472
471
482
500
500
NORMAL CRUISE SPEED KTAS
447
447
447
459
459
470
476
476
L/RANGE CRUISE SPEED KTAS
424
425
425
455
-
459
445
445
2
2
2
2
2
2
2
2
AE 3007A1E
AE 3007A2
AE 3007A2
CF34-10E7-B
CF34-10E7-B
HTF7250G
TAY 611-8
TAY 611-8C
VARIABLE COST PER HOUR $
ENGINES # ENGINE MODEL
Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.
82
AVBUYER MAGAZINE â&#x20AC;&#x201C; September 2018
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Aircraft Index see Page 145
AircraftPer&SpecAUG18.qxp_PerfspecDecember06 21/08/2018 15:45 Page 5
G65 0ER
GUL FSTR EAM
GUL FSTR EAM
G65 0
GUL FSTR EAM
$4,109.59
$3,970.93
$4,653.26
$4,150.18
$4,096
$4,208
$4,213
6.2
6.2
6.2
6.2
6.2
6.2
6.4
6.4
CABIN HEIGHT FT.
7.3
7.3
7.3
7.3
7.3
7.3
8.5
8.5
CABIN WIDTH FT.
45.1
45.1
45.1
50.1
50.1
50.1
53.6
53.6
CABIN LENGTH FT.
1658
1658
1658
1812
1812
1812
2421
2421
CABIN VOLUME CU.FT.
5
5
5
5
5
5
6.28
6.28
DOOR HEIGHT FT.
3
3
3
3
3
3
3
3
DOOR WIDTH FT.
169
169
169
226
226
226
195
195
BAGGAGE VOL. INT. CU.FT.
-
-
-
-
-
-
-
-
BAGGAGE VOL. EXT. CU.FT.
2
2
2
2
2
2
2
2
CREW #
13
13
14
13
18
18
18
18
SEATS - EXECUTIVE #
74600
74600
74600
90500
85100
91000
99600
103600
MTOW LBS
66000
66000
66000
75300
75300
75300
83500
83500
MLW LBS
43700
43700
43000
48400
47900
47900
54000
54000
B.O.W. W/CREW LBS
29281
29281
29281
41000
34940
41000
44200
48200
USEABLE FUEL LBS
2019
2019
2719
1500
2660
2500
1800
1800
PAYLOAD WITH FULL FUEL LBS
5300
5300
6000
6100
6600
6600
6500
6500
MAX. PAYLOAD LBS
3880
3880
4070
6250
5620
6360
6520
7095
RANGE - SEATS FULL N.M.
4166
4166
4425
6675
5991
6975
7130
7685
MAX. RANGE N.M. (4 PAX)
5250
5276
5578
6100
5145
5963
6146
6765
BALANCED FIELD LENGTH FT.
4458
4417
4417
3750
3667
3667
4167
4167
LANDING DIST. (FACTORED) FT.
3640
3640
3760
3610
3950
3650
3570
-
R.O.C. - ALL ENGINES FT PER MIN
701
701
712
820
707
594
467
-
R.O.C. - ONE ENGINE OUT FT PER MIN
500
500
500
508
508
508
516
516
476
476
476
488
488
488
-
-
NORMAL CRUISE SPEED KTAS
445
445
445
459
459
459
488
488
L/RANGE CRUISE SPEED KTAS
2
2
2
2
2
2
2
2
TAY 611-8
TAY 611-8
TAY 611-8C
BR 710-A1-10
BR 710-C4-11
BR 710-C4-11
BR 725 A1-12
BR 725 A1-12
GUL FSTR EAM
GUL FSTR EAM
$4,269.53
GUL FSTR EAM
GUL FSTR EAM
G55 0
G50 0 (O LD M ODE L)
GUL FSTR EAM
GV
G45 0
G40 0
G IV -SP
SPECIFICATIONS T OWNERSHIP
VARIABLE COST PER HOUR $
MAX. CRUISE SPEED KTAS
ENGINES #
T
ENGINE MODEL
Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.
Advertising Enquiries see Page 12
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AirCompAnalysis Aug18.qxp_ACAn 21/08/2018 14:08 Page 1
OWNERSHIP T AIRCRAFT COMPARATIVE
Aircraft Comparative Analysis Airbus H125 vs Bell 206L-4
In this month’s Aircraft Comparative Analysis, Mike Chase provides information on a pair of popular single-turbine light helicopters for the purpose of valuing the Airbus H125. ver the following paragraphs, we’ll analyse the performance of the Airbus H125 and Bell’s 206L-4 helicopter to see how they compare within the market. We’ll consider productivity parameters (payload, range, speed and cabin size), and give consideration to market values. The Airbus H125 traces its roots to the Eurocopter AS350B-3 which was in production from 1998 until 2012. Eurocopter introduced the Eur ocopter AS-350B-3e model from 2013, then in 2016 Airbus renamed the AS350B-3e the Airbus H125. The Airbus H125 continues to be produced at Airbus Helicopters' plant at Golden Triangle Airport in Lowndes County near Columbus, Mississippi, and the aircraft features a new dual-channel FADEC-equipped Turbomeca Arriel 2D powerplant and a dual LCD-screen Vehicle and Engine Multi-Function Display (VEMD). As of this analysis, 704 Airbus H125 helicopters are operational worldwide, while a further 27 were in production. An additional 27 aircraft had been retired, giving a total of 758 Airbus H125s built. The fleet percentage ‘For Sale’ at the time of writing was 2.4%, and the average time on the market before a sale stood at 324 days, according to JETNET. By continent, North America was home to the largest fleet p ercentage (33%) of Airbus H125s, followed by Europe (29%) and Asia (23%) to give a combined total of 85% of the worldwide fleet. Table A (right) offers a more
O
comprehensive break-down of the top ten operator countries. Of the 167 Airbus H125 helicopters currently based in the US, 67 (40%) have ADS-B Out installed, leaving 60% of the fleet yet to comply by January 1, 2020.
Table A - Top 10 list of Operator Countries TOP 10 COUNTRY
#
# OF H125
%
1
UNITED STATES
167
24%
2
CHINA
90
13%
3
RUSSIAN FEDERATION
47
7%
4
CANADA
41
6%
5
BRAZIL
30
4%
6
SWITZERLAND
29
4%
7
FRANCE
24
3%
8
ITALY
24
3%
9
NORWAY
23
3%
10
JAPAN
16
2%
TOP 10 TOTAL
491
OTHER
213
30%
GRAND TOTAL
704
100%
70%
Source: JETNET
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Aircraft Index see Page 145
AirCompAnalysis Aug18.qxp_ACAn 21/08/2018 14:25 Page 2
HOW MANY
EXECUTIVE SEATS
AIRBUS H125
4
$3.05 Million (2018 Model)
vs.
BELL
206L-4
5
$2.49 Million (2018 Model)
WHICH OF THESE HELICOPTERS WILL COME OUT ON TOP HOW FAST WILL I CLIMB
(Rate of climb, ft per minute at MTOW)
Airbus H125 1,959
Bell 206L-4 1,320
2000 (ft)
HOW FAR
WHAT’S THE
(Nautical Miles. Seats Full)
CRUISING SPEED?
LONG RANGE
CAN WE GO?
300
Airbus H125 Bell 206L-4
CAN WE TAKE? (Lbs)
2,500
1,926 2,257 1,479
Bell 206L-4
110
WHAT’S THE
PAYLOAD Airbus H125
122
Bell 206L-4
253
HOW MUCH
1500
Airbus H125
(Knots)
COST PER HOUR? Airbus H125
$614
Bell 206L-4
$588
1000
HOW MANY
UNITS IN
OPERATION?
0
EACH MONTH?
424
11 (2.4%) 12-Month Average Figure
(% = Global Fleet For Sale)
Sources used: Conklin & de Decker, JETNET, Vref.
Advertising Enquiries see Page 12
NEW/USED SOLD 2 (9.4%)
500
704
HOW MANY
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AirCompAnalysis Aug18.qxp_ACAn 21/08/2018 14:09 Page 3
OWNERSHIP T AIRCRAFT COMPARATIVE
Table B - Payload & Range
Payload & Range Comparison
Airbus H125 Bell 206L-4
5,225
4,450
939
742
Max Fuel (lb)
MTOW (lb)
1,926
1,479
Max Payload (lb)
987
737
Avail Payload w/Max Fuel (lb)
Source: Conklin & de Decker.
Chart A - Cabin Cross-Section Airbus H125
Bell 206L-4
Source: UPCAST JETBOOK
Airbus H125 interior
300
270
MAX VFR Range (nm)
The data contained in Table B (left) is sourced from Conklin & de Decker. As we have mentioned previously, a potential operator should focus on payload capability as a key factor. The Airbus H125 ‘Available Payload with Maximum Fuel’ (987lbs) is more than that offered by the Bell 206L-4 (737lbs).
Cabin and Sections
According to Conklin & de Decker, the Airbus H125 cabin volume measures 61 cubic feet. The Bell 206L-4 has more cabin volume (73 cubic feet). Chart A, courtesy of UPCAST JETBOOK, offers a cabin cross-section comparison, showing the Airbus H125 has more width (5.41 ft. vs 3.9 ft.) and slightly more height (4.26 ft. vs 4.2 ft.) than the Bell 206L-4 cabin. Also, the cabin length of the Airbus H125 is longer (6.56 ft. vs 5 ft.). So where does the Bell model get its cabin volume advantage from? Conklin & de Decker measures its cabin volumes based on the full shape, and in this case the more curved windshield of the Airbus model accounts for the difference. Meanwhile, the Airbus H125 has 35 cubic feet of external and no internal baggage space, while the Bell 206L-4 has 20 cubic feet of external baggage space and 2 cubic feet of internal baggage space. The typical seating configuration for Airbus H125 offers one less passenger seat at four seats with one crew member, while the Bell 206L-4 offers five passenger seats with one crew member.
Range Comparison
As depicted by Chart B (opposite) using Golden Triangle Regional Airport in Mississippi as the origin point, the Airbus H125 helicopter with Seats Full range of 300nm is greater than that of the Bell 206L4 (253nm), according Conklin & de Decker data.
Powerplants Details
As mentioned, the Airbus H125 is powered by one Turbomeca Arriel
86
AVBUYER MAGAZINE – September 2018
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AirCompAnalysis Aug18.qxp_ACAn 21/08/2018 15:35 Page 4
AIRCRAFT COMPARATIVE T OWNERSHIP
2D turbine engine that offers the higher value of 802shp transmission rating compared with the Bell 206L-4’s single RollsRoyce 250-C30P turbine engine with 600shp.
Chart B - Range Comparison
Airbus H125 Bell 206L-4
300 nm (w/4 Pax) 253 nm (w/5 Pax)
Total Variable Cost
The ‘Total Variable Cost’ illustrated in Chart C (right, middle) is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the Airbus H125 computes at $614 per hour, which is $26 (4.4%) higher than the Bell 206L-4 at $588 per hour.
Aircraft Comparisons
Table C (bottom, right) contains the 2018 ‘New’ prices from the Vref Price Guide for each helicopter. The average speed, cabin volume and maximum payload values are from Conklin & de Decker, while the number of helicopters in-operation and percentage ‘For Sale’ are as reported by JETNET. As mentioned, the Airbus H125 has 2.4% of its fleet currently ‘For Sale’ and the Bell 206L-4 has 9.4% ‘For Sale’. Over the past 12 months, the average number of New/Used monthly transactions for the Airbus H125 is 11 units per month compared to the Bell 206L4 with two units sold per month.
Note: For Helicopters “Seats Full Range” represents the maximum VFR range of the aircraft at Long Range Cruise with all passenger seats occupied. Does not include winds aloft or any other weather related obstacles. Source: Chase & Associates
Chart C – Variable Cost Airbus H125
$400
$0
$600
$800
US $ per hour
Source: Conklin & de Decker
Helicopters that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table D, overleaf). In certain cases, helicopters 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 Advertising Enquiries see Page 12
$588
Bell 206L-4
Depreciation Schedule
continued on page 90
$614
Table C - Aircraft Comparison Table Airbus H125 Bell 206L-4
122
110
Long Range Cruise Speed (Kts)
61
73
Cabin Volume Cu Ft
300
253
Seats Full w/available Fuel VFR Range (nm)
$3.050
$2.490
New 2018 Vref Price $USm
704
424
In Operation
2.4%
9.4%
% For Sale
11
2
Average Pre-owned Sold*
*Average Full Sale Transactions in the past 12 months; Source: JETNET Data courtesy of Conklin & de Decker; JETNET; Vref
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2002 Gulfstream GIV SP - s/n 1486
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AirCompAnalysis Aug18.qxp_ACAn 21/08/2018 15:39 Page 5
OWNERSHIP T AIRCRAFT COMPARATIVE
Table D - Part 91 & 135 MACRS Schedule
Airbus H125
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 a helicopter may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, helicopters used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year recovery period or under ADS using a twelve-year recovery period. Helicopters 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 helicopter, such as non-business flights, that may have an impact on the allowable depreciation deduction available in a given year. Table E (left) depicts an example of using the MACRS schedule for a 2018-year model Airbus H125 helicopter in private (Part 91) and charter (Part 135) operations over fiveand seven-year periods, assuming a new 2018 retail price of $3.05m, per the Vref Price guide.
Bell 206L-4
Productivity Comparisons
MACRS Schedule for PART 91 Year Deduction
1
2
3
4
5
6
20.0%
32.0%
19.20%
11.52%
11.52%
5.76%
MACRS Schedule for PART 135 Year Deduction
1
2
3
4
5
6
7
8
14.29%
24.49%
17.49%
12.49%
8.93%
8.92%
8.93%
4.46%
Source: NBAA
Table E - MACRS Depreciation Schedule 2018 Airbus H125 - PRIVATE (PART 91) Full Retail Price - Million $3.050 1
Year
Rate (%)
20.0%
2
32.0%
3
11.5%
$0.878
$0.527
Depreciation ($M)
$0.610
$0.976
$0.586
Cum. Depreciation ($M)
$0.610
$1.586
$2.172
Depreciation Value ($M)
$2.440
$1.464
4
19.2%
6
5
5.8%
11.5%
0.351
$0.351
$0.176
$2.523
$2.874
$3.050
$0.000
$0.176
2018 Airbus H125 - CHARTER (PART 135) Full Retail Price - Million $3.050 1
Year
Rate (%)
14.3%
2
24.5%
3
17.5%
4
12.5%
6
5
8.9%
8.9%
7
8.9%
Depreciation ($M)
$0.436
$0.747
$0.533
$0.381
$0.272
$0.272
$0.272
Cum. Depreciation ($M)
$0.436
$1.183
$1.716
$2.097
$2.370
$2.642
$2.914
Depreciation Value ($M)
$2.614
$1.867
$1.334
$0.953
$0.408
$0.680
$0.136
Source: Vref
Chart D - Productivity Comparison
Price (Millions)
$4.0 $3.5
Airbus H125
$3.0 $2.5
Bell 206L-4
$2.0 $1.5 $1.0 0.0000
1.0000
2.0000
3.0000
4.0000
Index (Speed x Range x Cabin Volume / 1,000,000,000)
90
AVBUYER MAGAZINE â&#x20AC;&#x201C; September 2018
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5.0000
8
4.5%
$0.136 $0.000 $3.050
The points in Chart D (left) are centered on the same helicopters. Pricing used in the vertical axis is as published in the Vref Pricing Guide for the model year 2018. 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. Seats Full Range with available fuel; 2. The Long Range cruise speed flown to achieve that r ange; 3. The cabin volume available for passengers and amenities. Aircraft Index see Page 145
AirCompAnalysis Aug18.qxp_ACAn 21/08/2018 15:40 Page 6
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Summary
Within the preceding paragraphs we have touched upon several of the attributes that helicopter operators value. However, there are other qualities that might factor in a buying decision too. The Airbus H125 continues to be popular today. Those operators in the market should find the preceding comparison useful. Our expectations are that the Airbus H125 will continue to do well on the new/used helicopter market for the foreseeable future. Of course, if a US-operated Airbus H125 helicopter is not outfitted with ADS-B Out it cannot be placed in operation after December 31, 2019, as mandated by the FAA. T
Others may choose different parameters, but serious helicopter buyers are usually impressed with Price, Range, Speed and Cabin Size. The Airbus H125 shows a higher new retail price than the Bell 206L-4, but greater productivity. Specifically, the Airbus H125 has greater ‘Payload with Full Fuel’ capability, greater range and higher cruise speed. Meanwhile, the Bell 206L-4 offers a larger cabin volume, lower variable operating cost and an extra passenger seat. The Airbus H125 averages 11 units sold per month and is still a popular model on the helicopter sales market today. Operators should weigh up their mission requirements precisely when picking which option is the best for them. Advertising Enquiries see Page 12
Mike Chase’s analytical and consultancy services are highly valued within the Business Aviation industry. He is founder and president of Chase & Associates, and works closely with several respected sources to compile his unique Aircraft Comparative Analysis feature. Contact Mike via mike@avbuyer.com
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AVIONICS 1.qxp_Finance 21/08/2018 10:23 Page 1
OPERATING T AVIONICS
Why Install Embedded Radio Tuning in the Cockpit? The likelihood is that there’s an upgrade available for your business jet, but for those with older
panels, what are the advantages of upgrading to
embedded radio tuning? Dave Higdon discusses… oday's glass cockpit replicates the information from the old-school instrument panels in graphical displays (often a single Primary Flight Display (PFD)). The digital renderings of navigation indicators and navigation graphics display their information on both PFDs and Multifunction Display (MFD). Early incarnations of today's modern flight decks, however, often stopped short of integrating architecture into the graphical displays to monitor and control the sundry radios and other systems indigenous to almost every cockpit. So separate boxes housing VHF communication and navigation radios were commonplace until the advent of the wholly-integrated flight deck systems dominating new-aircraft deliveries today. Integrated flight decks largely eliminate the separate panel-mounted communications and navigation boxes, each with its own status displays and controls. In their place the integrated flight deck provides embedded controls available through those dominant display screens. The result is less ‘head-down’ time, increased ‘eyes-out-the-windows’ diligence and (thanks to the greater integration of these systems) smarter,
T
92
AVBUYER MAGAZINE – September 2018
easier and more-convenient control over those radios – all with the bonus of fewer ways to make an input mistake. Simply put, embedded tuning is another control indigenous to the integrated avionics stack, and the numerous benefits have turned more than a few aviators into true fans of the integration that embeds controls on the same screen the pilots spend most of their time monitoring.
Variety in Integration
Embedded tuning is available in two forms. In one form the radio (be it a VHF Comm or Nav radio, or GPS navigator) may be a remotely mounted box wired into the glass displays to give the flight crew direct control of the box through the controls displayed on a glass-cockpit panel. In the other (more dominant) form the radios don't exist as stand-alone boxes, but as functions built into the integrated flight deck system, typically as part of one or more Line Replaceable Units (LRUs). Both forms are controlled by a popup box on the PFD display, or through a separate input device, and each has its fans with their own reason for preferring that form. On the one hand, with stand-alone radios
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AVIONICS 1.qxp_Finance 21/08/2018 10:24 Page 2
remotely-controlled, a malfunction generally won't impact the main glass cockpit system, and the radio is easily replaced with little impact on the rest of the avionics. As devices built into the integrated flight-deck package, though the LRUs are easily replaceable, a malfunction of a VHF comm or nav radio may (albeit rarely) impact the functionality of other parts of the avionics.
Maximizing Eyes-Out and Head-Up Time
As mentioned already, the primary benefit of integrated radio tuning grows out of the technology’s ability to reduce head-down time while maximizing head-up time to look outside while continuing to monitor the aircraft's situational awareness tools. Touch a soft key on the PFD bezel or, if a touchcontrolled device the display screen, and up pops a keypad-like image on which the pilot enters a frequency – or an airport designation, navigation waypoint or transponder squawk. Another button or two loads the information directly into the appropriate piece of avionics (be it a comm frequency, a navigation beacon, an airport code or transponder squawk). When, like today, a PFD can simultaneously Advertising Enquiries see Page 12
display terrain, traffic, airspeed, altitude, attitude, heading, course and vertical speed, you might worry that the displaying screen is getting a little crowded. These PFDs also may display traffic as part of a collision-avoidance system and, in a few cases, let the pilot overlay weather graphics on the display. But with remote, embedded-tuning capabilities, the free space in the panel increasingly gets filled with larger displays, making discerning the information easier at every step. And with ever more systems available for retrofit, the era of the analog panel appears headed toward extinction.
Panel-Space Savers
The control software embedded into the integrated flight decks often totally eliminate separate control heads – with their knobs and switches – in favor of so-called ‘soft controls’ which appear and disappear on a PFD or MFD display with the touch of a button. The integrated flight decks employing embedded radio tuning generally include a display box on the PFD or MFD displaying the frequencies in use, even when the control box isn't displayed. With today's increasing proliferation of
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AVIONICS 1.qxp_Finance 21/08/2018 10:41 Page 3
OPERATING T AVIONICS
Universal Avionics’ UNS-1Ew SBAS-Flight Management System (FMS), showing
frequency management through the FMS. The FMS’ frequency management capabilities
allow operators to tune their NAV and COMM radios through the SBAS-FMS completely
interfaced with the operator’s existing Radio Management Unit
touch-sensitive displays the pilot of one of these modern marvels has fewer reasons to have their head down in the cockpit to find and tune in a comm or nav frequency. Today's most advanced cockpits, with their head-up displays or guidance systems, often display comm and nav frequencies on the HUD, further reducing head-down time.
Operational Benefits
With today's advanced integrated flight decks, the embedded radio-tuning function is often designed to work directly with other radios, increasing their operational benefits. With the most-advanced systems a frequency entered on an embedded-tuning screen can often be entered directly into a flight plan with the correct combination of button pushes. Along the same lines information in navigation databases can often be entered directly into a Flight Management System (FMS) to speed along flight planning and pre-departure preparations. Or a radio frequency in a GPS database can be internally transferred directly into a VHF Comm or Nav radio, saving the pilot extra steps and maximizing safety and efficiency. Touch a button to enter frequency choices for the VHF navigation receiver and communications transceiver and a separate key brings up a window in which to enter navigation information for the WAAS GPS increasingly found in today's aircraft. Alternatively, call up a published instrument approach or airport diagram and all the relevant radio frequencies come up on the display, from which a button or two loads that frequency into the appropriate avionics. Indeed, that transfer by button push eliminates the prospect of incorrectly entered numbers, waypoints or other items subject to direct tuning. 94
AVBUYER MAGAZINE – September 2018
Remotely Tuned
Not all aircraft sport integrated flight decks and not all integrated flight decks support remote tuning of older radios. To that end companies such as Rockwell Collins (among others) offers stand-alone remote radio tuning for their legacy systems and newer flight decks. As an example, Rockwell Collins' RTU-42XX Radio Tuning Unit product family provides integrated control of all Rockwell Collins ProLine II and 400 Series CNS sensors and the HF-9000. The RTU-42XX incorporates a complete set of radio management functions into a single unit and gives you a convenient means of selecting frequencies, codes, channels, operating modes and volume. The RTU-42XX may also be integrated with the Flight Management System, allowing frequency to always be displayed on the RTU regardless of the tuning source. The key to these performing as desired is their integration with the appropriate avionics and placement so that the pilot spends minimal time to enter the desired information. With systems available for virtually any aircraft, it's an option increasingly embraced by pilots today – because the option almost always saves weight, reduces power load and increases performance. But the most welcome aspect of remote-radio tuning is its ability to reduce, maybe even eliminate, the likelihood of entering an incorrect code or frequency. And anything that helps reduce the possibility of an entry error can't help but advance the cause of safer flying – one of the catalysts to the glass cockpit revolution. T
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Cockpit Upgrade? What you Really Need to Plan How can you ensure a successful avionics panel upgrade? Brian
Wilson highlights how an operator’s choices play a key role, from
selection of the equipment, to how
they work with the avionics shop, to how they take delivery of their upgraded jet. Here’s why…
s consumers, we’re inundated with advertisements that showcase all the features and enhancements a product possesses. Regardless of what those advertisements tell us, though, it’s vital that we take the time to distinguish what we need from what we want. Let me explain: My friend and I share a passion of running. He recently bought a running watch with all the latest technology that cost quite a bit
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of money and offered countless features, all of which he will use and gladly pay for. Having got caught up in his excitement I bought the same watch. Since I only care about how far and how fast I run, I use only a fraction of those features. I could have easily bought a less expensive watch to match the options I needed. If settling on the best priced watch that matches the features I need proves a challenge, imagine how difficult it must be to research the right cockpit avionics upgrade! Let’s dissect the process, hopefully making life a little simpler for you.
Where do you Start?
The first thing you’ll need to do is find out which display systems have been certified for your aircraft. These sophisticated upgrades require either a Type Certificate (TC) or Supplement Type Certificate (STC) by the relevant regulatory authorities. You can consult with an OEM or MRO of choice to see which options are available. Keep in mind that cockpit display OEMs are always looking for a ‘launch’ customer with which to perform an initial upgrade and certification. This path provides both advantages and disadvantages for the customer.
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Aircraft Index see Page 145
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Brian Wilson is the Director, Key Accounts at Gogo Business Aviation, an industry-leading provider of in-flight connectivity and entertainment solutions. Prior to Gogo, he sat on numerous Dealer Advisory Boards along with being a member of the AEA Board of Directors.
“I speak from experience when I tell you that proposals will help you distinguish between the wants and the needs.” The advantage is that you will always benefit from reduced pricing, and in most cases the upgrade can even result in a substantial costsaving. The disadvantages are the increased downtime due to the certification process and the patience needed to work through the initial interface challenges. If you are on the conservative side, then going with a certified and proven system is the path to take. Those seeking the very latest system may benefit from seek out the manufacturer and enquiring if they’re interested in certifying their system on your aircraft type.
Determine Pricing and Downtime
Hopefully your research will have resulted in a couple of viable upgrade options for your aircraft. If so, it’s time to get some pricing and downtime estimates. Avionics manufacturers and installation facilities understand that no one wants their aircraft out of action for an extended amount of time, so some upgrades employ prefabricated harnesses that route to a junction box, thereby using the existing wiring on the aircraft. The other end of the harness connects to the framework that hosts the new Advertising Enquiries see Page 12
display. Since the new display was designed to directly replace the current one, downtime is greatly reduced. By contrast, some display upgrades require a whole new instrument panel and lots of new wiring. Some even require updating of the autopilot, while others incorporate a common radio tuning unit which might require signal convertors to interface with the existing equipment. Therefore, it is highly recommended that you receive proposals from three accredited and experienced shops. Once you have these, you can narrow the choice down to two shops and have them walk you through the upgrade while referencing real time experiences. And while you’re speaking with them, don’t forget to ask for referrals.
Separating Want From Need?
I speak from experience when I tell you that proposals will help you distinguish between the wants and the needs. That is because complex proposals will come with both a ‘basic’ package price and a list of additional options, which are called options for a reason…
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Options enhance the display architecture but are not required to achieve the designed feature set. This pick and choose selection process will help you distinguish some of your desired wants with a monetary value; therefore, creating a value proposition that can be carefully evaluated before a final decision is made. Remember, colorful brochures usually cover all the capabilities of the system, but not all the displayed features are covered in the basic package pricing. Some examples of options might include: •
• • • • •
Application or File Server Unit that allows electronic charts and strategic weather overlays. (Most pilots would prefer a system that automatically loads the appropriate charts after the destination airport is entered in the FMS) Paperless Flight Deck Wireless Data Loading Video Input Enablement (remote camera input) Second GNSS or GPS Receiver (backup comes in handy in remote parts of the world) High Frequency (HF) Radio
The ‘needs’ are very distinguishable as regulatory compliance, adolescence and higher maintenance costs are compelling reasons to perform the upgrade. The clarity and sharpness of the new smart displays can be akin to removing an old household cathode-ray-tube (CRT) TV and replacing it with a new smart LCD TV. The weight saving alone provides significant extra payload 98
AVBUYER MAGAZINE – September 2018
and offers additional fuel planning flexibility. Most displays today are touchscreen, providing crew-configurable presentations of graphical data in a multi-pane mode. Having Synthetic Vision and WAAS LPV capabilities will also allow you to land at your airport of choice under varying weather conditions. All this combined enhances safety and makes the aircraft more productive. The crew workload is reduced, and crew coordination is increased.
How do I Plan the Upgrade?
Typically, an upgrade should be completed in conjunction with a maintenance event. In some cases, the installation facility can perform an upgrade during the allotted downtime scheduled for an inspection, nevertheless, a few extra days should be factored for completion of the ground and flight testing of the new system. Remember, if you choose to be a “first of type” aircraft the downtime will be increased by a few weeks. Regardless, ample time should be allowed for all parties to prepare for the installation. This is not the event where everyone should feel pressured for time. Everyone must participate as a team to achieve a positive experience. While aircraft owners need to understand the complexity of the upgrade and buy into the required downtime, this would also be a great time to seek out charter aircraft to help fill the void while the company aircraft is grounded. The aircraft’s crew, meanwhile, should use the time to see what training tools are provided by the equipment manufacturer. Most provide eLearning that allows access to training via a
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Aradian April.qxp 25/04/2018 11:08 Page 1
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computer, tablet or smartphone. At the installation facility, the engineering team should be requesting all the aircraft documentation within a few days of receiving the signed proposal. Equipment integration should have been reviewed during the proposal process, however, experience confirms that detailed analysis tends only to be completed after the sale. The crew should be very active in this process ensuring all the latest documentation is provided in a timely fashion, and communication and patience should become standard practice throughout. There are many parts to an avionics upgrade, and each will have its own lead time. It only takes for one long lead time to delay a project. The lead time dictated on the proposal should be taken seriously, yet in my forty years in the aviation industry, this is the most overlooked component. Improper attention to the lead times creates the first element of pressure and finger-pointing between the stake-holders.
What About the Delivery?
The delivery process for your aircraft should be addressed when you arrive at the shop. Seasoned maintenance personnel will tell you they “build in” an additional day or two between the actual delivery date and what they have told the owner. Having been involved in over a thousand deliveries of aircraft I’ve seen normal people become like parents trying to get that last hottest Christmas present for their children! Here is how to avoid that from occurring: 1. Discuss the delivery process when you arrive. The project coordinator should have a timeline 100
AVBUYER MAGAZINE – September 2018
detailing the milestones of the installation. Ample time should be allocated for the configuration and testing of the system by the installation team. 2. The crew then needs time to transition from what they learned through their online training to actual hands-on experience with the system in the aircraft. They should be supported by both the lead technician and a Field Service Engineer (FSE) from the manufacturer. 3. The FSE is worth his weight in gold during this critical phase and is usually a seasoned veteran who is very technical. The FSE will also have the support of his engineering team standing by to assist if needed. Don’t think you can call these folks two days before the delivery date and think they’re available – plan well in advance! 4. Once a thorough ground test has been performed and everything looks to be in order it’s time for a test flight. In fact, two flights should be performed to ensure the system was adequately tested and any issues are resolved before you depart the shop. Unfortunately, I have witnessed many times where the aircraft is running late, and the delivery time gets squeezed, resulting with an aircraft departing with numerous issues that must be resolved after more downtime. The only outcome is intensified anxiety between the owner, the crew and the maintenance team. Avoid all this drama with proper planning and continued communication so your avionics upgrade produces all the positive outcomes you hoped it would. T
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Southern Cross September.qxp_Layout 1 20/08/2018 12:01 Page 1
2014 Dassault Falcon 7X • s/n 212
2006 Bombardier Challenger • s/n 20079
2004 Bombardier Lear 45XR • s/n 0252 • XA-UXS
1999 Cessna Citation X 750 • s/n 0056 • N156VP
2001 Bombardier Lear 45 • s/n 45-162 • N455EA
1990 Gulfstream GIV • s/n 1144 • N41SC
1998 Bombardier Lear 31A • s/n 0154
2009 Bombardier Lear 60XR • s/n 373 • N372SC
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How Does BendixKing See Today’s Avionics Advances? From ADS-B, to state-of-the-art glass
cockpits, to expanding cabin
connectivity options, Stéphane
Fymat, Vice President, Marketing
& Product Management, BendixKing
spoke with AvBuyer to discuss all
things hot in avionics… ockpit and cabin avionics are a ripe topic at this time with technological advancements and regulatory mandates driving many of the advances in General and Business Aviation aircraft today. Here’s what Stéphane Fymat of BendixKing had to say on the subject…
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AvBuyer: Regarding ADS-B, have the avionics OEMs such as BendixKing released all the solutions they’re going to onto the market, or are new solutions for new models still in the pipeline? Fymat: Speaking for BendixKing, we are continuing to release new solutions for new models to the market. Just recently, we obtained the STC for our CNI 5000 to be installed in the Citation Bravo. We also continue to seek new STCs for our MST 70B. And before 2020, we will release a successor to the KT 74 that will include an optional integrated position source and ADS-B In. All our ADS-B transponders are slide-in replacements for their predecessors that reuse the mounting trays, wiring harnesses and antennas. This dramatically reduces the installation cost and aircraft downtime. In some cases, it can even be 102
AVBUYER MAGAZINE – September 2018
performed as a field upgrade at the owner’s FBO, avoiding the need to ferry the aircraft to another airport. I’d like to remind aircraft owners that both FAA and EASA leadership has made it clear that they are not budging from their respective dates in 2020. In the US, if you want to fly in Class C airspace, within 30 nautical miles of Class B airspace, above 10,000 feet MSL, or above 3,000 feet MSL along the US coastline in the Gulf of Mexico, you will need ADS-B. We hear from many of our dealers that they have such a high backlog of ADS-B installation work that owners are waiting for months to get their aircraft upgraded. We strongly recommend owners and operators begin planning their upgrades now, and have their aircraft scheduled for the upgrade no later than July 2019. That will ensure that their aircraft is upgraded before the deadline and avoid last minute “surge pricing” that could cost operators thousands. AvBuyer: We heard that many operators who are acting on ADS-B are tending not to simply opt for an ADS-B Out solution but are choosing full panel
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Aircraft Index see Page 145
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retrofits. Is that what you’re seeing in today’s market? Fymat: Yes, indeed, we are seeing this too. The ADS-B mandate is the catalyst for operators to also address issues with the obsolescence of other avionics equipment in their aircraft. These operators figure that if they’re going to open-up their instrument panel, they might as well do it once instead of twice, installing ADS-B and upgrading their other avionics at the same time. This is exactly what one European operator I know of is doing. He’s upgrading his entire fleet of 12 aircraft from a mixture of analog gauges and EFIS systems using old CRT display technology to BendixKing’s AeroVue. So, in addition to ADS-B compliance this operator will get synthetic vision, airport moving maps, interactive graphical flight planning, a flight management system with flight director and coupled vertical navigation, a new all-digital threeaxis autopilot, and heads-up display symbology right on the primary flight display. All of this will reduce pilot workload, increase safety and reduce maintenance costs and aircraft downtime. Advertising Enquiries see Page 12
AvBuyer: What stands out to you about the way today’s glass cockpit panels have evolved? Where do you see them heading into the future? Fymat: Today’s glass cockpit panels have been an integrating force in avionics, as avionics designers continue to add capabilities into one screen, while removing the panoply of separate physical components from the panel. However, as that has occurred, glass panels have become more and more complicated, which can lead to pilots being overloaded with data – not all of it actionable information, and not necessarily increasing safety. If you think about it, today’s student pilot sees the same panel as a high-time instrument-rated pilot. The student pilot doesn’t need all of this information. It actually hinders learning basic airmanship such as “looking out the window”. I am of course fully in favor of glass cockpits, but I think they will evolve in the future to have more intuitive interfaces that hide unnecessary complexity and are more natural for the pilot to interact with them. Speaking for BendixKing, you can begin to see that with our new xVue Touch primary flight display,
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BendixKing’s AeroWave antenna mounted on a Citation Mustang
an attractive touchscreen for experimental aircraft. We eschewed the multiple levels of menus and sub-menus of other avionics solutions on the market and made it so that any critical function is accessible within two touches, and all functions within four touches. We continue to pursue this design philosophy as we develop our future glass cockpit systems. I often make the comparison to today’s automobiles, that are jam-packed with the most advanced technologies available, and yet their dashboards are as simple as ever. I believe that aviation is also heading that way. Another area of evolution that I see is in connectivity. Glass cockpits are evolving to be connected systems, participating in an aerial network to send and receive information. Tomorrow’s General Aviation pilots will send and receive automated pilot reports (PIREPs) without ever having to call it in, obtain continuously updated weather information in their electronic flight bag (EFB) on their computer tablet and on their multi-function display anywhere in the world - not just in the US. I can even envision a future where smaller aircraft interact with air traffic control using the equivalent of text messages (data link) rather than radio calls. At BendixKing, we have pioneered in-flight connectivity for turbine and light jet aircraft with AeroWave. We continue to push in that direction and see a day where every aircraft – from a single-engine piston aircraft through to a business jet - will be constantly connected to the internet for missioncritical operations via a combination of ground-based and satellite-based networks.
Fymat: The ultimate goal is to give passengers the same connectivity in the air as they have on the ground – at home, in the office or on their cell phone, at a comparable fixed price. Passengers should be able to stream movies, participate in video conference calls, download large files and do anything else they desire just as they would on the ground. I believe this will become possible with the upcoming proliferation of connectivity solutions, both ground-based as well as satellite-based, further increasing capacity and driving down price. In addition, many of these satellite-based networks are aiming to solve a much bigger problem than aircraft connectivity, they aim to make the internet available everywhere around the world. Once in place, that network will have a scale that is far greater than today’s satellite-based networks, and that will drive down cost. Aircraft, in turn, will be able to benefit from that scale and receive high bandwidth connectivity at reasonable prices. At BendixKing, we are contributing to that movement by further developing our AeroWave product, a satellite modem, to work with multiple connectivity modes and drive down its cost such that almost any owner or operator can afford it. AvBuyer: Can you ever see a solution arriving that will bring the best of Ku- and Ka-band internet to smaller jets? Fymat: Yes, but it will take time. The technical issue is the requirement of directional antennas for Ku and Ka systems are too large for the smaller airframes and the costs are also prohibitively high. We will ultimately need to see a breakthrough in antenna technology to bring Ku and Ka solutions to smaller airframes. T More information from www.bendixking.com
AvBuyer: There have been many developments in connectivity. We’re seeing more solutions arrive that address connectivity for the cabins of smaller jets. What are some of the breakthroughs seen in this arena lately, and what’s the ultimate goal? 104
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PBN/LPV: A Pilot’s Perspective Last month, Mario Pierobon highlighted how Performance Based Navigation is a significant enabler of efficiency and safety in Business Aviation. This month he speaks with Captains Georgios Dritsopoulos and Denis Plarinos of GainJet to discuss their opinions…
T
raditionally air navigation has relied on ground-based infrastructure. With the advent of Global Navigation Satellite Systems (GNSS) ground stations are being progressively decommissioned and PBN is opening-up navigation opportunities without the need for ground infrastructure. But what are the compliance needs of business aircraft operators and what is the potential for LPV approaches to fully replace Instrument Landing Systems (ILS) and ground infrastructure in the future?
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According to Georgios Dritsopoulos, Training Manager and Captain of Challenger 604/605 jets for Athens, Greece-based GainJet, PBN is an important contribution towards flight safety and it is very beneficial to aircraft operators and flight crews generally. “The safety improvement lies in the fact that, thanks to PBN, the route of the approach is more accurate and more precisely specified, especially in the radar environment,” Dritsopoulos explained. “LPV is a very peculiar type of approach, it’s something that still feels very new.
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Safety SEPT18.qxp_Finance 22/08/2018 11:17 Page 2
Mario Pierobon is a safety management consultant and content producer. He currently is working on a research project investigating aircraft ground handling safety. Contact him via marioprbn@gmail.com
“Upgrading the avionics in a 15-20-year-old jet requires significant expenditure in the region of $500k to $1m. That can be difficult to justify...”
“Mostly, all but the latest generation business jets tend not have LPV capability. In addition, while for ILS approaches we have CAT I with MDH at 200ft, CAT II with MDH at 100ft and CAT III with MDH at 0ft, we will need time to undertake LPV approaches with the same minima as with the ILS. It is going to take time for us to develop a working knowledge and confidence as to lower decision minima. “PBN-related crew training requirements under EASA came out in April 2016 with a deadline of August 2018. All pilots in Europe need to have the applicable PBN specifications in their operator proficiency checks, and of course undergo training and checking accordingly,” Dritsopoulos highlighted. “In the future we are going to have PBN training on the license as we go to any competent national aviation authority to change the license. It is a must that PBN becomes a rating on the license”, he elaborates. Advertising Enquiries see Page 12
Justifying the Upgrade
A peculiar feature of PBN capability is that all related avionics upgrades are quite costly and take time to perform, both for Part 91 and Part 135 operators. Aircraft charter companies and corporate flight departments face cost pressures at this time, so investment into the upgrade may be difficult for some to justify. “The costs associated with upgrading to perform LPV approaches is a real concern,” Dritsopoulos affirms. “There are still so many airplanes which do not have the equipment. Upgrading the avionics in a 15-20-year-old jet requires significant expenditure in the region of $500k to $1m. “That can be difficult to justify in an aircraft that is still perfectly fit to fly (albeit without LPV).” “The GNSS receivers on all our company aircraft are not designed to receive geostationary satellite information, and consequently LPV approaches are not possible to conduct”, explains Captain Denis
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“In the future all approaches are going to be LPV because, as they rely on augmented GNSS, there will be no need for ground infrastructure...” Plarinos, Deputy Flight Operations Manager and Captain, Boeing 737 VIP, GainJet. “The main reason is the glide path angle inside the final approach fix is a true geometric angle generated by EGNOS itself, just like the electronic glide path of an ILS or Ground-Based Augmentation System (GBAS), which is impervious to environmental weather changes – hence, lower published minima apply. “Undoubtedly, when it comes to critical and extremely accurate signal transmission, LPV leads the way in all PBN approaches.” As a matter of fact, most of GainJet’s aircraft are certified to perform APV BARO VNAV for 3D approaches, Plarinos explains. This is where the glide path angle is generated by the FMS receiving information from the aircraft’s barometric altimetry system. Nevertheless, this is subject to errors developing from environmental changes of pressure and temperature, hence, higher minima apply. 108
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A Look to the Future
When a business aircraft operator has no LPV capability and must fly to an airport with an ILS the options are to go for a non-precision GNSS approach, old-fashioned NDB, or VOR approach. “It should be noted there are increasingly fewer NDB approaches nowadays. If the weather conditions allow it you can go for a VFR approach”, Dritsopoulos reflects. “However, I believe that the ILS will become a legacy type of approach. In the future all approaches are going to be LPV because, as they rely on augmented GNSS, there will be no need for ground infrastructure and the related servicing. “Moreover, future aircraft will feature increasingly sophisticated avionics, and LPV will be more convenient for airport operators and eventually for the aircraft operators too.” More information from www.gainjet.com T
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Signs it may be Time to Change MRO Shops While a majority of aircraft
operators find long-lasting
happiness with their MRO shop, occasionally things may go
wrong. Dave Higdon reviews
some of the main reasons given for changing to a different maintenance provider…
erhaps you questioned whether you were the problem. Or perhaps it just felt like it was time to make a clean break. Making a break-up decision can feel as difficult in professional relationships as it is in personal ones. Deciding to move on from a long-term maintenance provider is no different, and unlikely to be a decision taken lightly. Though many operators enjoy productive, happy and loyal relationsh ips with their MRO provider, what are some common problems that push operators to make a break-up decision? How do they know when it's time to find a new shop to meet their MRO needs? We spoke with maintenance technicians, maintenance supervisors and business aircraft operators to develop a short-list of five tell-tale signs the time was right for some to move on.
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1. They Just Don't Listen...or Talk
We've all done it: Someone tells us something and seconds later it's gone. Imagine a scenario where, as the aircraft’s due to return to service the shop supervisor has no recollection of a request or a work order resulting in the airplane needing more downtime while the shop catches up on the work before it returns to service. 110
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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
That time could add up to days or even weeks, and in the interim you now require replacement lift, or at the least to reschedule an important trip. As an isolated event such inattention may be overlooked in an otherwise-reliable working relationship. As a repeat phenomenon, it becomes unacceptable. The expense, inconvenience and embarrassment of being forced to reschedule trips and meetings, lodging and meal arrangements for another date reflects badly on the operator. Telling associates that “the shop let us down” works only once before associates may begin questioning their relationship with you. Maintenance providers, technicians and managers told us they expect clients to call and inform them of any shortcomings, failu res or problems with returning an aircraft to service. “Summarily dropping us doesn't give us an opportunity to reconcile the problem, to learn why it occurred, and provide corrective measures,” one large-shop manager explained. “We want to get it right with the client, even when it costs us. Then if they want to change, so be it. At least by that point we can say we fixed what we caused and send them off with a functional aircraft.” Nevertheless, one operator we spoke with emphasized their expectation that such issues be Advertising Enquiries see Page 12
communicated at every turn and not sprung on them the day the airplane is due to return to service. The bottom line is key to all types of successful relationship: communication. When that begins to break down on either side, there’s a real danger the relationship will too.
2. They Didn’t Update the Maintenance Records Properly
“Airworthiness” covers a lot of territory, most of it consisting of hardware maintained to FAA standards and the rest is paperwork (proof of work performed that keeps the aircraft airworthy). So inaccurate paperwork – or worse, no paperwork – renders an otherwise perfectly airworthy aircraft illegal to fly. The complexity of the aircraft and its systems drive the depth and detail of maintenance records commanded by that aircraft. Airframe logs, powerplant logs – they're virtually universal. But moving into the more-complex Part 23 turbinepowered aircraft and beyond into Part 25 transport-category hardware, the systems and their complexities tend to grow. Keeping the aircraft and all its associated systems functional and physically airworthy can occupy a lot of time for a technician. Assuring the paperwork is done to prove that airworthy status is even more
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involved giving rise to numerous companies and software packages designed to help with both the awareness of needed work and the records to prove the work was done. Ultimately, it's not the shop but the operator the FAA holds responsible for an aircraft's airworthiness. So a maintenance shop's failure to cover the basics of the work and the paperwork places the operator in an untenable spot, often resulting in the operator replacing the maintenance provider.
The shop may be simply understaffed, or the shop's supervisor could be a poor time manager, or is trying to keep too many balls in the air at once. It can be difficult to move to a new maintenance provider when you’ve had a long relationship with the shop. But...when it's your job to keep the company aircraft viable and available, the failures of your maintenance contractor quickly reflect on you when the aircraft can't be flown for the boss when you promised without good reason.
3. They Missed a Required-Maintenance or AD Date...
5. When the Airplane is Moving on...
When a maintenance shop takes on a new client one of the first things the new lead maintenance technician will do is to review the maintenance records against a list of ADs for that make and model of aircraft. Ongoing they should take care to continue to monitor for new ADs. An aircraft lacking work required by a maintenance directive or AD is no longer airworthy; it is illegal to fly without special permission and a ferry permit. Unless the aircraft operator flies with the aircraft's maintenance records, they’re at low risk of the failure to comply with maintenance directives or ADs being discovered on a trip. But should a ramp check grow into something more the operator could conceivably be sanctioned on every flight flown since missing the deadline for the work to be completed. The operator's recourse will start with a visit to their attorney and the manager of the maintenance shop.
4. Lack of Dependability
“The airplane will be ready. Maybe next week, maybe later – we can't say.” If that’s the type of language you’re hearing too frequently, then it may be time to change shops. For the operator’s part it’s important to understand that there are always variables beyond the maintenance shop’s control; sometimes parts aren't available when needed, or paperwork gets stuck at the Flight Standards District Office (FSDO). But when there’s no discernably good reason - when it's just poor schedule management - after a while an operator can find themselves longing for reliability. 112
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We live in a dynamic world in which change is a very prominent constant. Sometimes companies move and, through no fault of their own, the existing maintenance provider no longer works for the operator. “It's one thing if the airplane moves to an airport 20, 30, even 50 miles from its maintenance provider,” a Mid-Atlantic maintenance shop owner explained. “Most people would prefer to handle the little bit of extra travel over ditching a maintenance shop with people familiar with their airplane and their flying habits; people they know and trust. “Move the airplane far enough to need to ferry it, and maybe there’s a case to mo ve the maintenance home, too.”
Before you Move
Every maintenance supervisor and technician we spoke to counseled that no operator should terminate their existing relationship with a maintenance shop before they’ve found a replacement. “You absolutely need to know where you're going for that next annual inspection, 100-hour check or other routine work before it's time to pass the aircraft on to that new maintenance provider,” explained the line-maintenance supervisor of a large Midwest FBO with a significant number of corporate and ownerflown jet clients. And if viable, it's only fair to give the shop notice, if for no other reason than to give it time to assemble all the maintenance records for your aircraft so those files leave when you do. Plan accordingly. T
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It’s time. What are the most precious things in your life? Your family, your friends, your business? Whatever they are, the most precious resource that links them all together is time. That’s why we have launched the Availability App for our CorporateCare® customers to put the power of the world’s largest service centre network at their fingertips. It’s time to protect your most precious resource. It’s time to consider CorporateCare®. For more information, email corporate.care@rolls-royce.com. The future. Rolls-Royce.
Maintenance 2 KE.qxp_Finance 22/08/2018 11:32 Page 1
OPERATING T MAINTENANCE
What are Your Aircraft Upgrade Priorities? (Part 2) Ken Elliott discusses aircraft upgrade priorities. In the second of his three-part series he considers the upgrade options that are both required and available to operators… s the use of airspace and a corresponding need to automate increases, Civil Aviation Authorities will apply greater pressure so aircraft can utilize all the features of a modern infrastructure. It is also important to engage all stakeholders in the process because the true benefit of airspace improvements can only be realized when everyone can use them. Furthermore, as we have seen with ADS-B Out and WAAS-LPV, the FAA are smart enough to ensure infrastructure is in place before requiring or recommending equipage. This, a result of lessons learned from previous mandates applying to aircraft equipage. Mandates come in two flavors. They are either safety- or airspace-related. Safety requirements typically apply to groups of aircraft, no matter where they operate, while airspace requirements are operations-focused and are applicable irrespective of the aircraft type.
A
Safety-Related Mandates
Under an umbrella of safety alerts, Civil Aviation Authorities have widely adopted the Airworthiness Directive approach to important safety-related requirements. These can be legally enforceable as they apply to correct 114
AVBUYER MAGAZINE – September 2018
an unsafe condition of an aircraft, engine, propeller or appliance. If not an emergency, an AD will go through a rulemaking process. Emergency ADs are always stated as such, and there will be an understandable urgency for all affected operators to comply. Other safety-related guidance can be found in the format of an alert, report or a bulletin. One example would be Safety Alerts for Operators (SAFOs). Because aircraft owners sensibly prioritize their operating costs, anything related to safety of the existing aircraft will take priority. By working with a maintenance management program and aircraft service provider, operators scan through their records, manufacturer’s recommendations and civil aviation safety mandates, to identify important requirements, including major inspections, before considering potential upgrades. Furthermore, flight departments should always maintain a contingency of funds for unforeseen repairs and newly issued manufacturer bulletins.
Airspace-Related Mandates
The next priority for consideration after safety is enabling the aircraft to operate in the airspace you need to fly.
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OPERATING T MAINTENANCE Figure A: Some of the Variables in the Application of Upgrade Requirements Narrow Airspace Requirement
Near Term Requirement
Legacy Aircraft with Possible Grandfather Clause
Aircraft Equipped but needs Latest Version
Flight Operations Approval Required
Other Factor # of Passengers or Aircraft Weight
Broad Airspace Requirement
Long Term Requirement
Standard Equipage on New Deliveries
Equipped and Ready to Go
No Special Flight Operations Required
Applies to All
Understanding airspace requirements is a tricky affair because it is all about how you elect to operate and the equipage needed to achieve it. It also includes the consideration of plans for the aircraft itself. For example, do you plan on selling the aircraft, ending a lease, having it managed, or relocating it to a different sector of an international business? For airspace applications, the word ‘mandate’ is only meaningful if the requirement applies to your flight operations. Because it serves a broad classification of airspace, ADS-B Out is one example of a mandate that applies to most aircraft operators. On the other hand, the rule for datalink recording only applies to those who currently employ datalink services as part of their flight regime. One variable in requirements is the age of an aircraft. Sometimes, grandfather clauses excuse or delay equipage, while for new aircraft you can expect to find mandated equipment already installed. Be careful though. ‘Equipped’
does not necessarily mean the current version – or as is often the case, the pilot’s use of the equipment needs to be approved.
Equipage Requirements for Mandates
Drilling down into the equipage requirements themselves, the overarching area of focus applicable to most business aircraft is technology upgrades solving Communication, Navigation and Surveillance needs. Figure B (below) represents a stratospheric view of outstanding critical mandates, applicable between now and 2020. As with all mandates, there are local variations to applicability, based on location and which aircraft platform you operate. A clear and crucial factor to be gleaned from this table is mandates due for implementation by mid-2020. If you own a business jet journeying around the planet on a regular basis, then you can anticipate the mandates will universally apply.
Figure B: Critical Mandated Requirements From 2018
USA Oceanic Europe
Communication
Navigation
Sur veillance
Datalink Recording(DLR) if you have Combined CVR-FDR and use Datalink
PBN* based on where you fly, anytime
ADS-B Out January 2020
FANS Phase 2 with DLR, January 2020
PBN* for North America Tracks anytime
ADS-C (FANS Phase 2) January 2020
PBN* based on where you fly, anytime
ADS-B Out June 2020
VDL with DLR February 2020
Note: For new aircraft, you may expect the mandate has already been complied with or is well in hand...BUT CHECK Note: For other international areas consult with the local Civil Aviation Authority or refer to ICAO guidance. * Performance Based Navigation
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Aircraft Index see Page 145
Maintenance 2 KE.qxp_Finance 22/08/2018 11:36 Page 3
Chart A
Chart B
Who or what gets the attention
Which equipage benefits who or what Code CNS: Communication-Navigation-Surveillance CVS: Combined Vision System EFB: Electronic Flight Bag LED: Light Emitting Diode SB: Service Bulletin
Optional SBs Additional Inspections Advisories Health Monitoring CNS CVS Aircraft Tracking Change to LED Security systems Winglets EFBs Cockpit Displays Paperless
Cabin Passengers
Cockpit Crew
Company overall
This Figure is forward looking, so do not be caught out if you are in the market for a used aircraft. Check for existing and recent compliance requirements, such as TCAS 7.1 CVRFDR, ELT and FANS Phase 1 implementation for the North Atlantic Tracks (NAT). Also, note that the NAT is only one of several major oceanic or remote regions where maintaining track is enforced. Concurrent deadlines drive the need to schedule both ADS-B Out and NAT FANS Phase 2 during the same visit, so it is already likely major shops will be full. Savvy operators will have scheduled already, especially if they need to undergo a known major inspection within the next 16 months.
Discretionary Upgrades
Having scrubbed safety actions and airspace equipage requirements, and assuming funds are still available, decisions can now be made on discretionary items. A set of priorities, unique to each Flight Department, will be derived from where and how flights are conducted. However, before evaluating upgrade options Flight Departments should check for any due non-safety related repairs and related mods. These may also contribute to savings in operating costs. Chart A (top left) is a representation of where discretionary upgrade decisions are focused. Of course, this varies by operation (and there is overlap) but ask the average Director or Operations and they may come up with a similar pie segment diagram. Note: ‘For the good of the aircraft’ refers to discretionary, rather than safety, while ‘Company overall’ potentially benefits everyone (front, back and the CFO). Chart B (top right) is the same chart as Chart A, but includes equipage within each of the pie segments that in the real world can overlap. It is incumbent upon the Flight Department to balance need against desire, connecting the dots between benefits and a reduction in operating costs, while always retaining funds for an unexpected event. Other difficulties within the decision process are the short-, medium- and long-term plans for the aircraft. These Advertising Enquiries see Page 12
Interior Connectivity Entertainment Office in the Sky Seat features Galley features Portable devices
For the good of the aircraft
alone can be drivers behind a ‘go’ or ‘no-go’ decision. They are also a factor within the current lag in ADS-B implementation.
Summary
In the order of aircraft safety, airspace requirements, discretionary service and upgrades, a Flight Department may prioritize budgets and schedule aircraft modifications. The words ‘required’ and ‘discretionary’ sit either side of a line where difficult decisions are necessary and finances may not be readily available. ‘Required’ can drive a decision to trade an aircraft early, while ‘discretionary’ can contribute and speed it along. Selecting an aircraft based on its mission requirements is not subject to an analysis of performance and specifications alone. It includes a thorough understanding of the equipment and features onboard, including whether the current status meets the latest version of the requirement. Choosing an aircraft should include at least a cursory review of its ability, later in life, to cope with emerging airspace requirements. T
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Ken Elliott is a highly-respected industry authority on avionics as a member of the NextGen Advisory Council sub-committee and Technical Director, Avionics at Jetcraft. Contact him via ken.elliott@jetcraft.com or www.jetcraft.com
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COMMUNITY NEWS T REVIEW
OEM Bites
Aston Martin recently presented the Volante Vision Concept, a luxury aircraft with VTOL capabilities. Produced in partnership with Cranfield University, Cranfield Aerospace Solutions and Rolls-Royce, the concept aircraft would aim to bring luxury personal transportation to the sky. More information from www.astonmartin.com
Challenger 350 Steep Approach Certification… …New York Bombardier Showroom Opens Bombardier has enhanced the capabilities of it’s top-selling Challenger 350 jet, while getting closer to where its customers do business with the opening of a New York showroom. ombardier has achieved Transport Canada steep approach certification for its Challenger 350, allowing operators to perform landings under strict conditions, including at the steep 5.5degree approach angle and on the short runway of London City Airport. Both EASA and FAA steep approach certification are expected this year. Existing Challenger 350 customers will be able to have the steep approach capability installed as a retrofit option in Bombardier’s extensive network of service centers. Bombardier recently announced it will
B
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offer Head-up Display (HUD) and Enhanced Vision System (EVS) as an option on the Challenger 350. Meanwhile, Bombardier announced the opening of a new showroom and regional office in New York City. The centrally located space in one of the world’s largest financial centers brings Bombardier Business Aircraft closer to where its customers do business. The new office will further strengthen relationships with key stakeholders in the region who transit through the busy hub frequently. More information from www.aero.bombardier.com
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Cirrus Aircraft’s SF50 VisionJet won Flying Magazine’s 2018 Flying Innovation Award. This accolade follows its Collier Trophy win earlier this year. The SF50 Vision Jet entered service late last year as a step-up product for owners of SR22 piston airplanes. More information from www.cirrusaircraft.com
Daher announced the delivery of its 900th TBM turboprop, with the milestone TBM 930 version provided to Thomas Solano, an IT entrepreneur in Jacksonville, Florida. Daher is currently producing TBM 900-series aircraft, the sixth evolution from the original TBM 700 configuration, which are offered in two production versions: the TBM 930 and the TBM 910. More information from www.tbm.aero
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COMMUNITY NEWS T REVIEW
OEM Bites
Epic Aircraft, manufacturer of high performance, all carbon fiber, singleengine turboprop aircraft has successfully completed E1000 structural testing, concluding one of the more demanding phases of its E1000 type certification (TC) program. The company anticipates receiving FAA Type Inspection Authorization (TIA) this month. More information from https://epicaircraft.com
Boeing launches New Organization Boeing has launched a new organization to consolidate advanced development work on a wide range of potentially disruptive products, starting with a new multi-modal transportation network within cities for passengers and cargo. oeing NeXt, led by Boeing vice-president Steve Nordlund, is the company’s answer to the rise of a crop of start-up companies around the world that are attempting to revolutionize mobility within cities with a new class of flying air taxi vehicles, which often feature electric and distributed propulsion systems with varying levels of autonomous control. The initiative follows a series of organizational and investment moves spearheaded under Nordlund by HorizonX, an internal venture capital arm that has completed investments in more than dozen start-up companies over the past 14 months.
B
In addition, Boeing has acquired Virginia-based Aurora Flight Sciences, a company that makes unmanned aircraft and specializes in autonomous software. Aurora is developing a passengercarrying air taxi. Separately, Boeing Research and Technology also has started developing an unmanned cargo transport for intra-city deliveries. The initial task of Boeing NeXt is to connect these projects with a set of tools to support a new “ecosystem” for urban mobility, including such basic infrastructure as unmanned traffic management (UTM). More information from www.boeing.com
Honda Aircraft Company started deliveries of its new advanced aircraft, the HondaJet Elite. The HondaJet Elite was designed to provide customers with the best experience by utilizing Honda Aircraft's pioneering advanced technologies coupled with the best performance and comfort enhancements. www.HondaJetElite.com
Stratos Aircraft introduced a larger version of its Model 714 single-engine personal jet proof-of-concept aircraft, available as a builder-assisted kit beginning in the fourth quarter, at EAA AirVenture. The new Model 716x is designed to seat six and has a fuselage that’s 31ins longer, and 2ins wider than the 714. It will be powered by a 3,000pound-thrust Pratt & Whitney Canada JT15D-5 turbofan and feature singlelever power control. More information from https://stratosaircraft.com
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PEOPLE T COMMUNITY NEWS Alexandra Asche has been appointed sales director for Continental Europe on behalf of Global Jet Capital. Asche will report to Robert Gates, Global Jet Capital’s head of sales for EMEA and APAC, and she will be based in Zurich, Switzerland. Alexandra Asche
Brian Barents
Brian Barents, executive chairman and CEO at Aerion announced that he is retiring. He will continue to serve on the Aerion board of directors. A smooth transition of leadership will take place with the election of Tom Vice to the position of CEO and President. Steve Berroth has joined the leadership team as senior vice president for operations at Aerion at a time that it ramps up the development program for its AS2 supersonic business jet. Bryan Davis has accepted the position of manager at the Dallas, Texas, Satellite Avionics facilities of Duncan Aviation.
Bryan Davis
Jay Evans, CAM, director of professional development at The National Business Aviation Association (NBAA), will retire from the organization on January 3, 2019, after 23 years of service. Jake Gerstein has been named chief information officer at Jet Support Services, Inc. (JSSI), the leading independent provider of maintenance support and financial services to the Business Aviation industry.
Matt Smith
Doug Kvassay is to head-up the newly opened Duncan Aviation Phoenix aircraft sales and acquisitions office. Over the last two years, Duncan Aviation has also expanded its aircraft sales and acquisitions services with new representatives and offices in Chicago and London. Nick Newby has been appointed director of Jet Sales for Minnesota-headquartered Exclusive Aircraft Sales, an affiliate of Fargo Jet Center.
Tom Vice
Peter Walter
Matt Smith has been appointed vice president of business development AVIAÂ. Smith takes responsibility for AVIAÂ’s growing membership, based out of Irvine, California.
BizAv Events The Elite New York Sep 8 - 9 Essex County Airport, NJ, USA www.theeliteevents.com
Helitech International Oct 16 – 18 Amsterdam, Netherlands www.reedexpo.com
CIS Business Aviation Symposium Sep 10, Baku, Azerbaijan www. aeropodium.com
AOPA – Fly-in Oct 26 - 27 Gulf Shores, AL, USA www.aopa.org Bombardier Safety Standdown Oct 30 – Nov 1 Wichita, KS, USA www.safetystanddown.com
Air Charter Expo (ACE18) Sep 11, London Biggin Hill, UK www.aircharterexpo.com
Dubai HeliShow Nov 6 - 8 Dubai, UAE www.dubaihelishow.com
RUBAE Sep 12 – 14, Moscow, Russia www.rusaviainsider.com
Airshow China Nov 6 – 11 Zhuhai, China www.airshow.com.cn
AOPA – Fly-in Sep 14 - 15, Santa Fe, NM, USA www.aopa.org
Indian Corporate Aviation Summit Nov 9 New Delhi, India www. aeropodium.com
MEBAA Conference Sep 17, Tunisia www.mebaa.com
Dubai Airshow Nov 12 – 16 Dubai, UAE www.dubaiairshow.aero
SETOps 2018 Sep 28, Royal Aeronautical Soc., London, UK www.setops.co.uk
Corporate Jet Investor Miami 2018 Nov 13 – 14 Miami Beach, FL, USA www.corporatejetinvestor.com
Business & GA Suppliers Conf Oct 2 - 3, Paradise Valley, AZ, USA www.speednews.com
Business Aviation in SE Europe Nov 15 Bucharest, Romania www. aeropodium.com
AOPA – Fly-in Oct 5 - 6, Carbondale, IL, USA www.aopa.org
Japan Int’l Aerospace Exhibition Nov 28 - 30 Tokyo, Japan www.japanaerospace.jp
NBAA: Tax & Risk Management Conf. Oct. 14 – 15, Orlando, FL, USA www.nbaa.org
MEBAA Conference Dec 9 Dubai, UAE www.mebaa.com
NBAA: Convention & Exhibition (BACE) Oct. 16 – 18 Orlando, FL, USA www.nbaa.org
MEBAA Show Dec 10 – 12 Dubai, UAE www.dubai.aero T
Peter Walter has been appointed director, asset management at leading aviation consultancy IBA. He joins IBA from Bellinger Asset Management.
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PRODUCTS & SERVICES AirSprint goes with Rockwell
Canada-based AirSprint has selected Rockwell Collins’ Corporate Aircraft Service Program (CASPSM) for six of its Citation CJ2+ aircraft. The three-year agreement provides AirSprint with priority access to Rockwell Collins’ global asset pools for rapid exchange to increase fleet availability. CASP maximizes aircraft availability through comprehensive and highly responsive 24/7 global customer service and support. It provides operators with fixed, predictable maintenance costs, thus eliminating expenses associated with unexpected failures and downtime. www.airsprint.com
AMAC New Maintenance Contracts
AMAC Aerospace announced that three maintenance contracts on Global Express aircraft. Two contracts for Global Express have been signed to undergo annual maintenance checks, and on one of them AMAC will install a KA Band System. On the third Global Express, AMAC will perform an 8 C-Check, which is expected every 10 years with a full cabin removal. In addition, the aircraft will undergo a refurbishment program. AMAC will install a KA band system, which enables broadband connectivity on this Global Express. www.amacaerospace.com
Avidyne Systems for Citation 525 Jets
Avionics systems manufacturer Avidyne announced approval of a supplemental type certificate to install its dual hybridtouchscreen IFD550/540 Series FMS/GPS/navcom systems in Collins Pro Line 21 Digital Flight Control-equipped Cessna CitationJet models 525/525A. The STC includes compliance with the Jan. 1, 2020, Automatic Dependent Surveillance-Broadcast (ADS-B) installation mandate. The upgrade gives owners “significant new capabilities that extend the mission profile of their aircraft while reducing pilot workload and providing enhanced situational awareness,” said Mitch Biggs, Avidyne vice president of sales and marketing. www.avidyne.com 122
AVBUYER MAGAZINE – September 2018
Blackhawk Launches XP67A Engine+ Upgrade Program for King Air 300 Series
Blackhawk Modifications announced the launch of the XP67A Engine+ Upgrade for the King Air 300 Series, which pairs the Pratt & Whitney Canada (P&WC) 1200 shaft horsepower (SHP) PT6A-67A engine with the MT 5blade composite propeller for superior performance, noise abatement, and weight reduction. Blackhawk now has a King Air 300 in experimental category and began certification efforts in August. The upgrade is expected to dethrone the current fastest-King-Air title holder – the XP67A-powered 350s – with expected maximum cruise speeds of 345-350 knots true airspeed (KTAS). www.blackhawk.aero
DC Aviation Adds to Managed Fleet
DC Aviation AlFuttaim (DCAF) has added another Bombardier Challenger to its managed fleet. The management contract will see DCAF provide full Flight Operational Aircraft Management services, in-house maintenance, Continuous Airworthiness Management Organization (CAMO), hangar parking and FBO handling at its facility at Al Maktoum International Airport. Holger Ostheimer, Managing Director, DC Aviation Al-Futtaim said, “We welcome the addition of the new aircraft to our managed fleet and are extremely pleased that aircraft owners continue to place their trust in us. www.dc-aviation.ae
AMAC Awarded New Maintenance Check
AMAC Aerospace has been awarded a new maintenance check on a privately-owned Bombardier Global Express XRS. A Kaband system offering seamless connectivity will be installed. The Global Express XRS arrived for an extensive base maintenance check. The privately-
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Products & Services September.qxp_Layout 1 21/08/2018 12:16 Page 2
PRODUCTS & SERVICES owned aircraft undergoes a 120-month inspection including a landing gear and full cabin removal at AMAC’s Basel, facility. “We have recognized a strong demand for fast and reliable inflight connectivity, which we are delighted to make possible on this Global Express XRS in cooperation with Bombardier as their Authorized Service Facility,” said Alexis Ott, Director Maintenance Sales & Key Account Management, AMAC Aerospace. www.amacaerospace.com
New Hangar for Meridian at Teterboro
know that business owners need to plan and budget for the work, so we wanted to make that easier for them.” www.turbinesinc.com
Meridian, the award-winning private aviation company, announced the opening of a new, state-of-the-art hangar at its New Jersey-based headquarters in Teterboro Airport. Construction on ‘Hangar 12’, as it is commonly known, is now complete and the structure is fully operational. The new building replaces the original Hangar 12, which was demolished in the summer of 2016. www.meridian.aero
WEST STAR Ramps Up for 4th Facility
Rolls-Royce Demonstrates Robotic Engine Maintenance
Rolls-Royce recently demonstrated a vision of how robotics could be used to revolutionise the future of engine maintenance. Bringing another element of its IntelligentEngine vision to life, Rolls-Royce teamed up with academics from the University of Nottingham and Harvard University to discuss and demonstrate a wide range of potential future technologies at the Farnborough Airshow, from ‘snake’ robots that work their way through the engine like an endoscope, to miniature, collaborative ‘swarm’ robots that crawl through the insides of an engine. www.rolls-royce.com
Turbines Inc Tip Sheet for Planned Expenses
The Pratt & Whitney Canada PT6A engine is one of the most popular engines used in business and agricultural aviation all over the world. Like all engines, the PT6A needs periodic maintenance, and this maintenance creates downtime and expense for the owner. “Hot section inspections and overhauls can vary quite a bit in price, depending on several factors,” said Jay Streb, General Manager and Chief Inspector at Turbines Inc. “But we also Advertising Enquiries see Page 12
West Star Aviation has acquired hangars at Perryville Regional Airport, (KPCD) in Perryville, MO, and will quickly bring capabilities online as its fourth full-service maintenance facility. The company closed on its fourth hangar on the airport in late June, expanding their KPCD footprint to over 120,000 sq. ft. in hangar and office space. West Star’s largest hangar at its Perryville location can accommodate multiple large–sized corporate aircraft. www.weststaraviation.com
AIR BP Presented its Carbon Offsetting Program
Air BP highlighted its pioneering carbon offset program for business aviation in Brazil at LABACE last month. This initiative supports the aviation industry’s ambitious targets set by ICAO of achieving carbon neutral growth by 2020 and a 50 percent cut in total emissions by 2050, relative to 2015. The program is in line with BP’s commitment to achieving a lower carbon future; addressing the dual challenge of meeting the increasing energy needs the world demands while at the same time working to reduce greenhouse gas emissions. www.bp.com
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NUMBERS YOU CAN COUNT ON. ADVICE YOU CAN TRUST. Celebrating more than 30 years in business, Conklin & de Decker is a leader in aviation research, consulting and education. We enable the general aviation industry to make more informed decisions when dealing with the purchase, operation and disposition of aircraft by furnishing objective and impartial information. Conklin & de Decker focuses on fixed- and rotary-wing aircraft operating costs, performance and specification databases, maintenance management software, financial management, fleet planning, market research, and aviation tax issues.
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Jetsense Aviation King Air 350 August.qxp_Empyrean 20/08/2018 15:36 Page 1
S H O W C A S E
Price: Make Offer 1997 King Air 350 Serial Number: Registration: Airframe TT: Landings:
FL-175 SE-LLU 5695.54 5262
Maintenance Tracking Enrolled on CAMP Engines Right engine Left engine Description: PT6A-60A PT6A-60A S/N: PCE-PK0072 PCE-PK0075 THSN: 5622.5 Hours 5570.9 Hours TCSN: 5198 4956 TSO: 1525.9 Hours 1405.1 Hours Propellers Description: HC-B4MP-3 HC-B4MP-3 S/N: FWA-4054 FWA-3778 TSO: 1974.7 Hours 1974.7 Hours Avionics EFIS 1 Collins Pro Line II EFIS 85 3 Tube VHF 2 Collins VHF-22C VHF 2 Collins VIR-32A FMS/GPS 1 UNS-1E Flight Director 1 EFIS 85 Autopilot 1 Collins APS-65 ELT 1 Artex ELT C406NA ADF 1 Collins ADF-60A DME 2 Collins DME 42 MFD 1 Universal MFD-640 Radio Altimeter 1 Collins ALT 50A HF Radio 1 King KHF 950 (Provisions) TCAS 1 Collins TCAS 4000 Version 7.1 Flight Data Recorder 1 Fairchild F1000 SSFDR
Transponders 2 Collins TDR-94D EGPWS 1 Honeywell Mark VIII (Class A) RVSM 1 Elliott STC SA2264CH Compliant Weather Radar 1 TWR-850 Color Radar General Specifications Seating 2/11 Baggage (CuFt Ext/Int) 16/54 Cabin Height (Ft) 4’10” Cabin Width (Ft) 4’6” Cabin Volume (CuFt) 416.88 Seats Full Range (SM/NM) 1,404/1,615 Balance Field Length (Ft) 3,217 Landing Distance (Ft) 3,161 Average Block Speed (Kts) 302/348 Interior Year Refurbished: March 2015 at Elliott Aviation w/ new Headliner and EMTEQ Lighting Installed Number of Passengers: Eleven (11) including Belted Lav and Dual Aft Foldup Seats Lavatory Location: Aft (Belted) Exterior Painted at Elliott Aviation March 2015 Base Paint Color(s): Matterhorn White Accent and Stripe Color(s): Flight Red and Taxiway Yellow Options Frakes Exhaust Stacks Raisbeck Nacelle Wing Lockers Basic Empty Weight: 9908 lbs EU Ops 1 Rosen Passenger Audio and Video Entertainment System—Including Moving Map and Briefing System Gill Lead Acid Battery STC
Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047
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Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com Aircraft Index see Page 145
Jetsense Aviation Lear 60XR August.qxp_Empyrean 20/08/2018 15:37 Page 1
S H O W C A S E
Priced at $2,995,000 USD 2007 Bombardier Learjet 60XR Serial Number: Registration: Airframe TT: Landings:
0319 N814TS 5254 3706
CUSTOM 8-Passenger Interior Offering More Leg Room Part 135 Operated and Maintained Turnkey And Ready To Fly Three (3) Rotor Brakes TCAS II w/Change 7 ATG-5000 WiFi ESP Gold Airframe Maintenance Tracking - CAMP Certification - FAR Part 91 / Part 135 Engines Left engine Right engine Description: Pratt&Whitney Pratt&Whitney PW305A PW305A PCE-CA0497 PCE-CA0496 S/N: THSN: 5166 Hours 5166 Hours TCSN: 3640 3640 Program: ESP GOLD ESP GOLD APU Description: Sundstrand T-20G-10C3A S/N: SP-E070459 THSN: 1439 Hours TCSN: 3093 Overhaul Date: May 2015 Avionics EFIS 4-Tube Collins Proline 21 AFD-3010 FMS 2 Collins FMS 5000
TCAS 1 TCAS-94D TCAS II w/ Change 7 ADC 2 Collins ADC-850D AHC 2 Collins AHC-85E NAV 2 Collins VIR-432 DME 2 Collins DME-442 ADF 2 Collins ADF-462 Entertainment In Flight Status Monitor 1 Airshow 410 DVD System 1 SONY Cabin Entertainment System Fwd & Aft LCD Monitors 2 Features • ATG-5000 WiFi • RVSM Capable • Precise Pulselight System • Dual Concorde Lead Acid Batteries • TIA Microwave Oven • 115 VAC Outlets Interior Number of Passengers Eight (8) Fwd Refreshment Center Aft Belted Lav Other Notable Features: 2014: Fireblocked, Ivory Leather with Aft Side Facing Belted Lav Seat with Flushing Potty, FourPlace Executive Club Chairs w/ Two Executive Foldout Tables. Forward Three Seat Divan, Forward Galley Has Been Shortened Along with the Removal of the Arm Rests to Provide 11 Extra Inches of Leg Room Exterior Base Paint Color(s) Matterhorn White (TOP) / Royal Blue (BOTTOM) Stripe Color(s) Red
Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047 Advertising Enquiries see Page 12
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Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com September 2018 – AVBUYER MAGAZINE
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Sky Aviation Holdings 1997 Hawker 800XP August.qxp 22/08/2018 11:05 Page 1
S H O W C A S E
1997 Hawker Beechcraft 800XP Serial Number: Registration: Airframe TT: Landings: • • • • •
258297 N960TC 11,728.6 7,291
Just Completed 48 Month Inspection Landing Gear due 2030 New Paint New Interior GoGo WiFi
Engines Honeywell TFE-731-5BR-1H - Enrolled on MSP Left: Serial Number P-107153 Total Engine Hours: 11,483.2 Total Engine Cycles: 7,072 Right: Serial Number P-107152 Total Engine Hours: 11,438.2 Total Engine Cycles: 7,072 APU Hamilton Sunstrand T-62T-40C8D1 Serial Number E-925275 APU Total Time: 9,208.4 APU Total Cycles: 14,112 Avionics & Connectivity Honeywell SPZ-800 IFCS/Primus II FMS Dual Honeywell SPZ-800 AFCS Dual Honeywell SPZ-800 IFCS Dual Honeywell ADZ-810 air data computers Dual Honeywell AV-850A cockpit audio Honeywell AFIS
Coms: Dual Honeywell RCZ-851 w/8.33 spacing Navs: Dual Honeywell RNZ-850 w/FM Immunity Dual Honeywell RNZ-850 DME Dual King KHF-950 w/SELCAL Dual Honeywell NZ-2000 w/dual 12 channel GPS & 5.2 software RAD ALT: Honeywell AA-300 L3 TAWS 8000 XPDR: Dual Honeywell RCZ-850 Mode-S Universal CVR-30A Honeywell TCAS-910 TCAS II w/Change 7 Honeywell Primus 870 Radar ELT: DM-ELT-14-1-1 Dual Honeywell AHZ-600 AHRS Flight Phone: Aircell Axxess-2 handsets-one wireless RVSM Capable Honeywell LSZ-850 Lightning Sensor Interior Eight place executive interior configured with forward 4-place club, and aft 3-place divan opposite single club chair. Airshow 400, single Audio International DVD player and 6-disc CD audio player with cabin speakers, and microwave oven. Completely refurbished in January. New sidewalls. New headliner in 2018 Exterior Overall Matterhorn white with black and gray metallic silver stripes. New 2018
Sky Aviation Holdings LLC Pompano Beach Airport, 751 NE 10th Street, Pompano Beach Florida, 33060, United States
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www.AVBUYER.com
Tel: +1 (954) 246 4133 Cell: +1 (954) 270 3333 www.skyaviationholdings.com
Aircraft Index see Page 145
Sky Aviation Holdings Beechjet 400A / Hawker 400XP July.qxp 22/08/2018 11:06 Page 1
S H O W C A S E
1997 Beechjet 400A Serial Number: Registration: Airframe TT: Landings:
RK-148 N337TC 3581 3320
Powerplant Pratt Whitney JT15D-5 2858.27 Hours SINCE New, cyc: 2143, s/n PCE-JA0677 2858.27 Hours SINCE New, cyc: 2143, s/n PCE-JA0678 1052:09 Hours since Hot Sections 748 hours remaining to overhaul on ESP Gold Lite engine plan
Avionics Rockwell Collins Pro Line Rockwell Collins FMS-5000 Rockwell Collins VHF-422C Rockwell Collins VIR-432 Rockwell Collins GPS-4000 Rockwell Collins APS-4000 Rockwell Collins ADC-850D Rockwell Collins WXR-840 Rockwell Collins ADF-462 Rockwell Collins DME-442 Rockwell Collins ALT-55B Mode S Transponders w/ Flight ID Rockwell Collins TCAS II TTR 920 Honeywell Mark VIII Fairchild A100S Fairchild F-1000 Artex
Interior • 7 Passenger • FWD Galley • AFT LAV • TIA Microwave Oven; TIA Convection Oven; and TIA Coffee Maker; Pull-Out Work Surface; and Custom Thermal Coffee Jugs • Single Jet Bed w/Pump; Single Sky Lounger; Spare Carpet; and Foot Rests • New interior March 2018
Entertainment 18” LCD Bulkhead Monitor, “In Arm” Monitors in Single Seats, ASXi Interactive w/Network, Dual DVD/CD Player
Exterior Overall Matterhorn White with Blue Stripe Color New Paint March of 2018
2007 Hawker 400XP Registration: Airframe TT: Landings: Engines Pratt& Whitney JT15D ENGINES ON VMAX PROGRAM Engine TSN #1 4941.9 #2 4941.9 Avionics VHF Communication Collins Distance Measuring Equipment Cockpit Displays Transponder GPS
N76GJ 5085 3712
CSN 3584 3584
VHF-422C Collins DME-422 Collins EFD-871 Collins TRD-94/94D Collins GPS-4000A
Navigation Radios Radar Altimeter Terrain Awareness System
Collins VIR-432 Collins ALT 1000 Honeywell 965-0976040 series Traffic Collision Avoidance System Collins TRE-920 Weather Radar Collins RTA-854 Air Data Computer Collins ADC-850D Additional Features GO-GO In Flight Wi-Fi XM Weather Garmin GMX-200 Garmin PS-150XL Garmin GDL-69 FDS Moving Map DVD/CD/MP3 Wireless Headphones 10.4” LCD Monitors
Sky Aviation Holdings LLC Pompano Beach Airport, 751 NE 10th Street, Pompano Beach Florida, 33060, United States Advertising Enquiries see Page 12
www.AvBuyer.com
Maintenance on IFA Inspection 200 Hour items IFA-A IFA-B IFA-C IFA-D
Next Due 5098.0 5320.5 5442.4 6242.4 6400.0 5442.4
Interior New Interior 9-2017 Eight Passengers with Belted Lav, Center Club Configuration with Two Foldout Executive Tables. Forward Closet and Refreshment Center Exterior Overall Matterhorn white, Navy bue and gold stripes
Tel: +1 (954) 246 4133 Cell: +1 (954) 270 3333 www.skyaviationholdings.com
September 2018 – AVBUYER MAGAZINE
129
Mente September.qxp 21/08/2018 16:54 Page 1
S H O W C A S E
Make Offer
2005 Dassault Falcon 2000EX EASy
E-mail: info@mentegroup.com Tel: + 1 (214) 351-9595
Serial Number: Registration: Airframe TT: Landings:
Honeywell TCAS-2000 TCAS-II w/change 7 Honeywell SSCVR Honeywell Digital Flight Data Recorder AFIS with Honeywell GDC Software Load Honeywell Primus 880 Weather Radar Interior Interior (Aug 2017): Configuration: 8 Passenger, 2 double club seating areas Refurbished August 2017 to include: Cockpit. Cabin. Lavatory and Baggage. New Plating all Hardware Cabin Entertainment: Rosen plug-in monitors. Rockwell Collins Airshow 500. 20” LCD Screen on forward left bulkhead. Dual Multi-region DVD/CD player. 115 Volt US Outlet plugs at each seat Exterior Exterior (Aug 2017): Base Snow White & Platinum and Dark Charcoal Stripes Dassault full paint completed in 2017
51 N878RR 3646 1665
• EASY II COCKPIT • CPDLC-FANS 1/A • PRATT & WHITNEY ESP GOLD • APU ON MSP • WIFI – ATG-4000 • ADS-B • PAINT, REFURBISHED INTERIOR AND AVIONICS UPGRADE APU Honeywell GTCP36-150 (F2M) Serial Number P392 APU Program MSP Gold
Engines Engines: PW308C CF-0121 CF-0161 Hours 3,348.5 3,601.3 Cycles 1,532 1,655 Engine Program P&W ESP Gold–Flex Program Avionics & Connectivity Honeywell EASy II Flight Deck Load 16.4 Honeywell EASy Primus Epic Flight Management System CPDLC - FANS 1/A via SB309R4 CPDLC - ATN B1 via SB 308R1 ADS-B Out via SB302R1. LPV via SB 301R1 EASy Jeppesen Charts. Dual FMS Dual Honeywell IRS. Dual RT-300 Radio Altimeters Triple RCZ-833 VHF Radios Dual Collins HF-9034A w/SELCAL Dual Honeywell DME-855 Dual Honeywell XS-855A Enhanced Mode S Transponders
Asking $6.25M
2007 Citation Sovereign
E-mail: info@mentegroup.com Tel: + 1 (214) 351-9595
Serial Number: Airframe TT: Landings:
Avionics Honeywell Primus EPIC System with Dual FMS Honeywell GP-400 Flight Guidance Panel EGPWS Dual AZ-200 Honeywell Air Data Modules Dual AV-850A Honeywell Control Display Panels Dual MC-850 Multifunction Control Display Units Single AA-300 Honeywell Radio Altimeter Dual VHF Communications Systems Additional Installed Equipment FMS Performance Database (TOLD) Extended Range Oxygen System DMU Pulse Light System w/TCAS Interface Tail Flood System EVAS Airshow 4000 w/Cockpit Contoller Slide out observer seat, approved for Takeoff and Landing
680-128 5,761.6 3,605
• AIRFRAME ON CESSNA PROPARTS + PRONAV • ENGINES ON POWER ADVANTAGE • APU ON AUX ADVANTAGE • UPLINK GRAPHICAL WEATHER • WAAS LPV • ELECTRONIC CHARTS • AIRCELL® ATG 4000 HIGH-SPEED INTERNET Airframe Cessna ProParts + ProNav coverage C of A 3/16/2007 Maintenance Tracking CESCOM Part 91 3/1/2012
Engines Power Advantage PW306C Left Right S/N PCE-CG0265 S/N PCE-CG0266 Hours 5,761.6 5,622,1 Cycles 3,605 3,519 APU Aux Advantage RE100 S/N P265 Total Time 2,181,1 Hours Interior 8 Passenger Double club with extended galley option Aft Lavatory w/ Externally serviceable toilet Galley equipped with Microwave, 2ea Hot liquid containers, ice storage and catering storage drawers Exterior Airframe overall Matterhorn White with Gold and Blue Accent striping
Mente Group, LLC 15301 North Dallas Parkway, Suite 1010 Addison, TX 75001
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www.AVBUYER.com
Tel: +1 214 351 9595 E-mail: info@mentegroup.com www.mentegroup.com
Aircraft Index see Page 145
Donath Aircraft Services August.qxp_Empyrean 20/08/2018 15:38 Page 1
S H O W C A S E
Price: $1,495,000 1989 Falcon 50 Serial Number: Airframe TT: Landings:
197 9,934 6,623
• Only three U.S. owners since new. Same corporate owner since 2004. • ADS-B Out • WAAS/LPV Engines Honeywell TFE 731-3-1C Enrolled in MSP Gold #1 Engine #2 Engine #3 Engine Hours 9,249.6 9,586.4 9,701.2 Cycles 6,251 6,279 6,427 APU Garrett GTCP36-100(A) Enrolled in MSP Gold Hours Since New 5,487.0 Avionics Flight Displays: (2) Collins EFIS 86C FMS: (2) UNS-1Lw GPS: (2) Universal GPS w/ WAAS/LPV IRS: (2) Honeywell Laseref AHRS: Collins AHC-85 Autopilot: Collins APS-85 VHF Comm: Collins VHF 22D w/ 8.33 Spacing Satcom: Aircell Axxess Iridium HF Comm: (2) King KTR-953 w/ Selcal Transponders: (2) Collins TDR-94D DME: (2) Collins DME-42 ADF: (2) Collins ADF-60 NAV: (2) Collins VIR-32 ADC: (2) Collins ADC-82C
AFIS Radio Altimeter:Collins ALT 55B Weather Radar: Collins TWR-850 TCAS: Collins TCAS II w/ Change 7.1 EGPWS: Honeywell MK-V w/ Windshear Detection CVR: Fairchild A100A ELT: Artex C406N Additional Equipment/Options WAAS/LPV. ADS-B Out. TCAS 7.1 XM Weather Capable Aircell Axxess Iridium Satellite Phone System Three Life Rafts. Therapeutic Oxygen LED Navigation and Taxi Lights Pulse Lights. Wing Ice Detection Lights Upgraded Falcon 2000-Type Forward Drain Mast N1 Engine DEECs Paint 2005, Duncan Aviation: Matterhorn White with Red, Yellow and Blue stripes Interior 2002 (Soft Goods), Dassault Falcon Service. Carpet replaced 2008, West Star Aviation Configuration Nine passenger seating with side facing 3rd crew member seat. Forward: Four-place club arrangement with pull-out table for each seating group. Aft: Two-place club seating on left side, opposite a 3-place divan Entertainment Cabin Flight Display System with Moving Maps CD/DVD. XM Radio Forward 15.1” and Aft 17” LCD Displays
Donath Aircraft Services Contact: Jim Donath
Advertising Enquiries see Page 12
www.AvBuyer.com
Tel: +1 (773) 935.9871 Email: jimdonath@donathaircraft.com www.donathaircraft.com
September 2018 – AVBUYER MAGAZINE
131
Avitrade Belgium Bombardier September.qxp 21/08/2018 14:46 Page 1
S H O W C A S E
2010 Bombardier – Q Series Q400 Serial Number:
4315
• For Sale by the original Buyer (Avitrade) • ‘’the lowest time since new’’ • 2010 Q400 NEXTGEN for sale • Q400 used as Corporate Shuttle for the Oil Industry • Only 3,000 BH • Engines fresh of HSI • 68 seat configuration (34" & 33" inch seat pitch) • Toilets forward and aft • Higher seating capacity kit available from Bombardier as SB • Fully loaded: Luxury Spectrum seats, Dual FMS, EHGW, HF radio, AFM Supplement for unpaved runway operation, Icarus Sky Connect, etc.
• Price Reduced $11.950,000 • Available within 30 days • Please contact Emmanuel Paillier (emmanuel.paillier@gmail.com or +1 514 692 8360) or Albert Frederic Bloem (a.bloem@avitradebelgium.com) • FRESH FROM C CHECK!!
Avitrade Belgium 7, rue de Pallandt B-1341 Ceroux Mousty Belgium
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www.AVBUYER.com
Tel: +32 10 617 153 Fax: +32 10 617 957 Cell: +32 475 621 539 Email: info@avitradebelgium.com www.avitrade.eu Aircraft Index see Page 145
AvionMar September.qxp 22/08/2018 12:20 Page 1
S H O W C A S E
2011 Bombardier Challenger 605 Serial Number: Airframe TT: Landings:
5856 3302 1056
• The aircraft is enrolled on Smart Parts Plus • The engines are fully covered by GE On-Point • APU on MSP • Aircraft enrolled on October 2011 • Maintenance tracking via Lufthansa Bombardier • 9 Passengers Configuration Engines Engine Model: CF - 34 - 3B APU APU: Honeywell GTCP36 - 150 APU Hours: 2,061 hrs Avionics & Connectivity Collins 4-Tube 10x12-Inch / Pro Line 21 Comm: Dual Collins w/8.33 kHz Weather Radar: Digital Color RTA 854 COMM: CMU 4000 Cockpit Voice Recorder: CVR L3 FA2100 (120 Minute) DME: Dual Collins DME-4000 EFIS: Collins 4-tube 10x12-Inch LCD Flight Data Recorder: FDR L3 FA2100 (25-Hour) Flight Director: Collins 4-tube 10x12-inch Flight Phone: Iridium
IRS: Dual IRS Navigation Radios: Dual Pro Line 21 TAWS Dual VOR/ILS/MKR Nav Receivers TCAS: Collins TCAS-II with Change 7.1 Modification Transponder: TDR 94D Dual Enhanced Mode S ADF: Dual NAV-4000 Hi Frequency: Dual (HF-9031A) FMS System consists of the following components: Two CDU-6200, Two FMC-6000, Two GPS4000 3rd Inertial Reference System Datalink with Iridium Interface Cockpit Touch Screen Monitor Manuals Enhanced Maps on MFD 2nd Refuel/Defuel Panel Avionics Bay Light Interior New 2011 Having a 9 Passengers + Flight Deck Crew + Jump Seat Configuration with Private Large Aft Lavatory and with Forward Galley. The Forward Cabin has 4 Chairs in Club with Pullout Tables and the Aft Cabin has a 3-Place Sidefacing Divan opposite 2 Chairs in Club with a Pullout Table Exterior Matterhorn White with Gamma Grey, Blue and Titanium Silver
AVIONMAR GmbH Hauptstraße 166 A- 9210 Pörtschach am Wörthersee
Advertising Enquiries see Page 12
www.AvBuyer.com
Cell: +43 (0)664 548 31 39 Office: +43 (0) 4272 44 7 66 Email: stefan.duller@avionmar.com www.avionmar.com September 2018 – AVBUYER MAGAZINE
133
2 IBA Aviation September.qxp_Empyrean 22/08/2018 12:02 Page 1
S H O W C A S E
2011 Sikorsky Helicopters S-92A Registration:
G-CHHF
Engines Two GE CT7-8A (ESN 947579 and 947582) APU Honeywell Aerospace (P292) Avionics & Connectivity • Four Rockwell Collins 6 in by 8in Portrait Multi-Function Displays • Two Master Warning Panels • Davtron Digital Clock • Dual Rockwell Collins RTU-4210 Radio Tuning Units • Dual Rockwell Collins VHF-422DVHF/AM Radios • Universal Uns-1Espw Flight Management System (FMS) w/MMMS • Dual Goodrich Air Data Computers (ADC) • Dual Digital 4-Axis Automatic Flight Control System (AFCS) • Dual Litef LCR-100 Attitude Heading Reference System (AHRS) • Dual Rockwell Collins VIR-432 VOR/ILS/MKR Navigation Receivers • Rockwell Collins ADF-462 ADF Navigation Receiver • Rockwell Collins DME-442 DME Navigation Receiver
• Rockwell Collins TDR-94D MODE S Transponder • Honeywell AA-300 2500 FT Radio Altimeter • Independent Standby Instruments for Altitude, Attitude, Airspeed, Heading • Cobham 380 Audio Control Panel and ICS System • Honeywell MK XXII Enhanced Ground Proximity Warning System (EGPWS) • Rockwell Collins TTR-4000, TCAS II Installed • Passenger Briefing System, Heads Up Technologies PBS 250 • Page PA/Chime Amplifier • Center Display, 5th AMLCD MFD-Portrait • Millibar Barometer Correction Setting Capability • Weather Radar Honeywell 700A • Single CVFDR Installed (Penny &Giles MPFR) with Recorder Independent Power Supply • Automatic Deployable ELT (ADELT) HRSMITH, CPI-503-16 Installed • Sky Connect System W / Satcom And Flight Tracker MMMUII • Maritime Vhf-Fm Transceiver, Technisonic TFM-138B Price on Enquiry Available December 2018
Exclusive Sales Agent
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AVBUYER MAGAZINE – September 2018
www.AVBUYER.com
Tel: +44 (0) 1372 224488 Mob: +44 (0) 7827 358944 Email: Faizal.Gara@iba.aero www.iba.aero Aircraft Index see Page 145
GainJet September.qxp 22/08/2018 11:44 Page 1
S H O W C A S E
Boeing 737-400 VIP With only genuine quick change Aux fuel tank system on the market today (Available for Boeings & Other types) Serial Number: Airframe TT: Landings:
25423 47,578 Hours 34,487 Cycles
• Long Range “Quick Change” Auxiliary Fuel Tanks system installed • Quick, Line-Replaceable fuel tanks (LRTs) • Certified with an FAA STC. • Allows for up to 9-hour intercontinental flight range • Flexibility to adjust configuration to suit the mission: • Add more tanks for longer range • Remove tanks for more cargo space • More info, please visit www.longrange.aero • Full cabin refurbishment in 2014 • 64 passenger VIP configuration • Maintained and utilized to the highest standards • More info, please visit www.gainjet.com/vip-boeing-b737-400-2 Engines Engine 1. CFM56-3C1. ESN: 725160 TSSV: 442 Hours CSSV: 182 Cycles
Engine 2. CFM56-3C1. ESN: 725369 TSSV: 442 Hours CSSV: 182 Cycles
APU Honeywell GTCP36-280B TSN: 21,878
Exterior Elegant and discrete livery
Cabin & Features Fully refurbished in 2014 64 passenger VIP configuration - ensuring lavish comfort for all passengers. Seat pitch: 52 inches 3 high-quality lavatories 30 AC power outlets in the cabin Nespresso Machine
Avionics Triple VHF-Comm w/8.33 kHz spacing ACARS w/provisions: Dual Arinc758 CMU Solid State Cockpit Voice recorder System (2hrs recording) Control Surface Position Indicator Aspirated TAT probes for FMC Operation
Gainjet Aviation Group Vouliagmenis Ave. & 1 Themistokleous St. Glyfada. 16674. Athens, Greece Advertising Enquiries see Page 12
www.AvBuyer.com
Contact: Tel: +30-210-963-6101 Email: marketing@gainjet.com www.gainjet.com September 2018 – AVBUYER MAGAZINE
135
Mesotis September.qxp 20/08/2018 15:39 Page 1
S H O W C A S E
Make Offer
1984 Cessna Citation SII (SIERRA CONVERSION) Engines Serial Number: 550-0011 Description Williams FJ44-3A Williams FJ44-3A Registration: T7-IGO LEFT ENGINE RIGHT ENGINE Engines TT: 1,468 Total time 1468 1468 Cycles: 685 Cycles 685 685 • Engines on TAP Elite Avionics & Connectivity 3 tube EFIS and 2 x Garmin touch screen MFDs • Only Super S-II with Glass cockpit! • Universal Avionics EFI-890R EFIS System and Vision • Williams Engines 1 Synthetic Vision System • Sierra Industries Sky Step Cabin Door Step • Dual Thommen AC-32 Air Data Computer systems • RVSM approved • Sierra Industries Pedestal Extension • Bendix GKP-860 EGPWS • Unique Glass cockpit technology with • 406 Mhz ELT text messaging, E-mails, paperless • 2 Garmin GTX3000 transponders featuring ADS-B out cockpit and iPAD wireless access • Dual Garmin GTN-750 GPS/COMM/NAV systems with dual GA-35 GPS antennas • RVSM approved • ADS-B out • GMA-35 Audio Panel System • USB charging ports • GDL-69 SiriusXM weather data link • Unique range of 2700 nm • Fairchild S603-1000-00 Flight Data Recorder • Boom Beam Landing and Taxi Light systems • Pax 8 + 1 (belted toilet)
• Whelen Anti-Collision Lights • Air Conditioning System • Garmin GWX-70 Weather Radar System
Interior ENTRANCE AREA • RH side facing double seat • LH Storage Cabinet FORWARD CABIN • RH side (zone 1A): One (1) pull–out table and One (1), aft-facing single executive seat • LH side (zone 1B): One (1) pull-out table and One (1), aft-facing single executive seat MID CABIN • RH side (zone 2A): One (1), forward-facing single executive seat • LH side (zone 2B): One (1), forward-facing single executive seat AFT CABIN • RH side (Zone 3A): One (1), forward-facing single executive seat • LH side (Zone 3B): One (1), forwardfacing single executive seat
Please Call for Asking Price
2006 Bombardier Learjet 60 Serial Number: 305 Registration: TC-SHY Airframe TT: 1938 Landings: 1041 • EASA Compliant • Engines on JSSI • Low Hours • No Damage History • Fresh 12 yrs inspection (Jetaviation Vienna) Engines ENGINE #1 ENGINE #2 Description Pratt & Whitney 305A Serial Number PCE-CA0469 PCE-CA0468 Total Time 1938 1938 Cycles 1041 1041
Avionics & Connectivity Four Liquid Crystal Flight Displays (EFIS) (Collins Proline 4) • Dual Collins VHF COMM (VHF-422C with 8.33 Spacing) • Collins Dual VOR/ILS Navigation Receivers (VIR-432 with FM Immunity) • Collins Dual Mode S Transponders (TDR-94D) • Dual Universal Flight Mgmt. Systems with GPS, PRNAV Compliant (UNS-1E) • Dual Rockwell Automatic Direction Finder (ADF-462) • Dual Distance Measuring Equipment (DME-442) • Universal Cockpit Voice Recorder (CVR-120) • Dual Collins Air Data System (ADC-850D) • Integrated Flight Instrument System (IFIS) • Autopilot • Collins Weather Radar System (RTA-854) • Dual Honeywell HF Comms (KTR953) • Collins Radio Altimeter (ALT-4000)
Mesotis Jets Thomas Thums Fleischmarkt 7/3 1010 Vienna Austria
136
AVBUYER MAGAZINE – September 2018
www.AVBUYER.com
• Collins TCAS II with Change 7.1 (TTR-4000) • Honeywell MK-V EGWPS • Artex ELT (C-406-2) with NAV interface • SELCAL (JETCALL-5) • L3 Comm Lighting Sensor (WX-1000) • L3 Comm Flight Data Recorder (FA2100FDR)
Interior The eight (8) passenger fireblocked interior features two (2) forward facing single seats followed by a three (3) place divan opposite a two (2) place conference group. • The forward cabin features a center/galley while the aft lavatory seat is belted offering seating for one (1)
Mob: +43-67-6590-0082 Tel: +43-1-533-757216 E-mail: tthums@mesotisjets.com www.mesotisjets.com Aircraft Index see Page 145
Swisspath Aviation September.qxp_Empyrean 21/08/2018 15:41 Page 1
S H O W C A S E
Price: Make Offer 2009 Piaggio P-180 Avanti II Serial Number: Registration: Airframe TT: Landings:
1196 HB-LUS 1145 687
• EU Import compliant • No known damage history • Two Owners Since New • VIP Corporate Interior • Always Hangared • Cockpit privacy curtain • 6 Month Inspection + 200 Hrs Inspection > March 2018 • Interior Refurbishment 2015 • New Exterior paint 2015 Engines PWC PT6A-66B (850hp) 3,600 Hour TBO Engine #1 (S/N PCE-RW0124/3072196-01) / TTSN: 1,145 / CSN: 687 Engine #2 (S/N PCE-RW0123/3072196-01) / TTSN: 1,145 / CSN: 687 Avionics & Connectivity Proline 21 Rockwell-Collins RMS: RTU-4200, CDU-3000 COMs: dual Rockwell Collins VHF-4000 w/8.33 kHz spacing VHF/ADF NAV: Rockwell Collins NAV-4000 VOR/ILS/MKR/ADF receiver VHF NAV: Rockwell Collins NAV-4000 EFIS: Rockwell Collins 3-Tube Integrated System FLIGHT GUIDANCE: Dual Rockwell Collins FGC-3003 Autopilot
RADAR: Rockwell Collins RTA-852 FMS/GPS: Rockwell Collins FMC-3000 Maps Overlay TCAS-4000 Data Link 3rd VHF-4000 + CMU TDR-94D Mode S GPWS Interior & Entertainment 7 place interior + 1 Belted Lavatory seat 4 single seats in club arrangement 1 LH forward facing single seat 1 RH forward 2-place divan with drawer Aft fully enclosed flushing lavatory 110VAC power outlets in cockpit and passanger cabin Dual foldout executive table, pyramid cabinet with ice chest and miscellaneous storage Mood / dimmable lighting Exterior Overall White with grey/silver registration
Swisspath Aviation
Advertising Enquiries see Page 12
www.AvBuyer.com
Tel: +41 44 454 2626 Email: Sales@swisspath.aero www.swisspath.com
September 2018 – AVBUYER MAGAZINE
137
AirGo May - house style adapted.qxp 22/08/2018 12:17 Page 1
S H O W C A S E
NEW AVANTI EVO
AirGO AOC Package
©PiaggioAerospace
German AOC operation by most experienced Avanti operator with the largest Avanti fleet in Europe. Fast and easy enrolment: • No enrolment cost • Experienced pilots… Just buy and fly! FEATURES New Noise Reduced Propeller / Anti-Skid / Pro Line 21 / LPV & ADSB out Electronic Charts and Maps Overlay / Paperless Cockpit / 2nd GPS Garmin Steep Approach (approved at London City Airport) Max Take Off Weight Increase (12,100 lbs.) / Polished Leading Edges CABIN • VIP 6 Seat Cabin Arrangement in your color specifications 4 single passenger seats in club arrangement with extra wide space & Dual executive tables, 2 single side-facing seats in front & power outlets • Big refreshment center and additional cabinet • Fully enclosed lavatory, sink with water system and wardrobe
You can’t classify it as jet or turboprop: the Avanti EVO is a class of its own: Faster than a light jet, a stand-up cabin like a midsize jet, flying altitudes like airliners but with the fuel consumption of a turboprop. Low fuel consumption and the noise-reduction propeller design makes the EVO the greenest business jet. The AVANTI EVO amazes every passenger with its inviting 1.75-meter ceiling cabin allowing for comfortable movement and a gangway to walk through. The cabin noise level and vibrations are as low as in modern jets. With a convenient restroom with window, lavatory and wardrobe, the AVANTI EVO is the ideal airplane to be used for long flights while also landing on short runways. AirGO SERVICES The AirGO key business is the commercial charter and corporate management of private jets. The supervision of the process from purchase of your AVANTI EVO to the start of operation is a complementary service included in the AirGO management contract. Under the mandate the AirGO CAMO is fully responsible for maintenance tracking and supervision. The 24-h Sales & OPS Team organises your flight as well as third party charter, schedules crew... and takes care of your special wishes while the approved AirGO Training Organisation oversees continuous pilot training.
2008 AVANTI II sn1159
No enrolment fee & No ground time during owner change Experienced pilots – Just buy and fly! Fresh B-check & 3000h items, all SB current Proline 21 with Electronic Charts and Maps Overlay Paperless Cockpit & London City Steep Approach approved Second GPS Garmin 400 & Satellite Phone Air Cell ST3100 Max Take Off Weight Increase (12,100 lbs.) CABIN VIP 7 seat cabin arrangement with 4 single passenger seats in club arrangement with dual executive tables, 1 forward-facing club seat, two-place divan Refreshment center, additional cabinets & under seat stowage floor drawers Grey leather upholstering, power outlets Fully enclosed lavatory, sink with water system and wardrobe
1.6 Mio. $
Avionics: Collins Pro-Line 21 Radio Management System – Collins RTU-4200, CDU-3000 Dual VHF COM - Collins VHF-4000 Transceiver with 8.33 kHz spacing VHF NAV 1 + ADF - Collins NAV-4000 VOR/ILS/MKR/ADF Receiver VHF NAV 2 - Collins NAV-4500 VOR/ILS/MKR Receiver Single DME - Collins DME-4000 (3 channel) Dual Mode S Flight ID Diversity Transponder - Collins TDR-94D Radio Altimeter - Collins ALT-4000 (Operation to 2500 ft) Turbulence Detection Weather Radar - Collins RTA-852 Color Radar TCAS I – L-3 Communications SkyWatch HP model SKY899 TAWS Class B with Worldwide Database – L-3 Landmark TAWS 8000 EFIS with EIS – 3 Collins displays AFD-3010, two DCP-3030, CCP-3000 Single FMS - Collins FMC-3000 (NAV to NAV and VNAV) CDU-3000 GPS Sensor Unit - Collins GPS-4000A & 2nd GPS Garmin 400 ELT (3 frequency) / Dual Master Annunciator / RVSM and CAT II Compliant AirGO Private Airline GmbH Am Finther Wald 5833 D-55126 Mainz / Germany
Call: +49 6131 540 63 12 Write: turnkey@airgo.de www.airgo.de
Fly smart – Fly Avanti
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AVBUYER MAGAZINE – September 2018
www.AVBUYER.com
Aircraft Index see Page 145
P139-144.qxp 22/08/2018 16:14 Page 1
JET 24
Bombardier Global 5000 Price:
Make Offer
Year:
2008
S/N:
9269
Reg:
-
TTAF:
3792
Location: Latvia
JET 24
Hawker Beechcraft 850XP Price:
$4,100,000
Year:
2006
S/N:
258755
Reg:
OE-GVB
TTAF:
2842
Location: Russian Federation
Dassault Falcon 900B
Aegle Aviation Price:
Make Offer
Year:
1992
S/N:
121
Reg:
P4-AEX
TTAF:
6,773
Location: USA
Hawker 800B
Jet Advisors Price:
$890,000
Year:
1985
S/N:
258021
Reg:
G-EGKB
TTAF:
12486
Location: United Kingdom
Cessna Citation X ®
Dragon Leasing Corp G-EGKB Price:
Make Offer
Year:
2000
S/N:
122
Reg:
N577JC
TTAF:
6726
Location: USA
Advertising Enquiries see Page 12
www.AVBUYER.com
M A R K E Tel: +7 903 006 0152 T Email: ?????? P L Impeccably maintained aircraft. Owner is considering A reasonable offers after a major 10-year check (included). C Maintenance programs: Engines enrolled on Rolls-Royce Corporate Care. APU enrolled on MSP. Avionics: FLT DIR E
with A/P IAC. IAC --- 3x 7017300-61010 with batch 3.3 cabin software v7.1.5. VHF COM --- 3x (2x 7510700-665; 1x 7510700-833). VHF NAV --- 2x 7510100-631. 13 Passenger configuration arranged in forward and aft cabin. The forward cabin consists of 2 dual Club seats plus a 4-place Club seating the aft cabin consists of a dual Club seats facing a 3place divan.
Tel: +7 903 006 0152 Email: alsagir@jet24.ru Engines and APU enrolled on MSP Gold maintenance program. Avionics: COLLINS PROLINE 21. COMM --- Dual VHF- 4000 digital CNS Radios. NAV --- #1 NAV- 4000 /#2 NAV- 4500. FMS --- Dual FMS- 6000's with Dual GPS 4000A. AUTOPILOT --- FGC - 3000. FLIGHT DIRECTOR --- FGC 3000. RADAR --- RTA - 58 Turbulence Detection Radar. ADF --- ADF - 462. DME --- Dual DME - 442's. RMI Displayed in PFD's. AUDIO PANEL dB Systems Dual Model 700's TRANSPONDER --- Dual TDR - 94D's with Enhanced Surveillance. RADIO ALTIMETER --- ALT - 4000
Tel: +852 2401 18808 E-mail: charter@aegleaviation.com - Completed 144 month gear overhaul by end of 2017 - Completed 4C/288 months scheduled inspection by Mar 2018 - Newly installed and upgraded navigation avionic include TCAC change 7.1 and ADS-B out - Refurbished galley, wood work and new carpets - New paint in 2018 Remark: photos are taken before re-paint Honeywell Maintenance Service Plan (MSP) - Enhanced Mode S Surveillance - MOD S Elementary Surveillance Flight ID
Tel: +1 617 600 6990 E-mail: koleary@jetadvisors.com Engine: Honeywell TFE 731-5R--1H. APU: Garrett GTCP30-92C. Landings: 8186. Interior upgrades Aug 2017. Exterior paint Mar 2018. Enrolled on CAFAM. Certifications: EASA, MNPS, RVSM. Landing Gear due 4312 landings to go. TCAS 7.1 Compliant. Honeywell MK VIII EGPWS. Honeywell Class B TAWS. Collins Five Tube EFIS 86C. Dual Collins VIR-32 Navs. Dual Collins VHF22B Comms. Dual Collins EFD-85 Flight Directors. 8.33 / FM Immunity Compliant. Aircell/Iridium 2HS Satcom. Int: The aircraft has a capacity of 7 passengers in 4 individual seats and 1 three sofa seat, with a newly refurbished interior
Tel: +1 (630) 577-40704 E-mail: kdanielson@calamos.com NEXT GEN READY, ADS-B upgrade completed by Cessna. ADS-B out WAS/LPV. FAR 135 Current, CESCOM Maintenance Tracking, Engines Rolls Royce Corporate Care, APU Cessna Aux Advantage, Extended Range Dual Oxygen System, Honeywell USB Data Loader, Lead Acid Batteries, 8-Passenger, Double club config. Fwd r/h galley, Espresso Machine and Coffee, Microwave. Cabin entertainment includes Airshow 400 w/Three 8” individual monitors, cockpit controller, and cabin audio, ATG 4000 WIFI. Primus 2000, TCAS 7 w/change 2, 8.33 Spacing, RVSM, Current all Maintenance, New Paint June 2016.
September 2018 – AVBUYER MAGAZINE
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M A R K E T P L A C E
Al Lares
Embraer Legacy 500 Price:
Make Offer
Year:
2015
S/N:
-
Reg:
-
TTAF:
255
Tel: +1 305-812-6168 Email: allares@aol.com Lowest total time currently advertised Legacy 500 for sale in the world, very well equipped Engine/Apu currently enrolled on MSP Gold, warranty until 11/2020.
Location: USA
Al Lares
Beechcraft King Air C90GTx Price:
Make Offer
Year:
2011
S/N:
LJ-2025
Reg:
N567SC
TTAF:
2,426
Tel: +1 305-812-6168 Email: allares@aol.com LVP/WAAS/ADSB-OUT ready, One owner since new, allways Service Center Maintained, LoPresti Landing Lights, Cleveland Brakes, Gross Increase Take off Weight MOD, No Damage History, Recent Gear/Props OH. Avialable for an immediate sale
Location: USA
Cessna Citation ISP
One Airways Price:
€600,000 Excl. VAT
Year:
1981
S/N:
501-0232
Reg:
EC-LPP
TTAF:
5721
Location: Spain
Hawker Beechcraft 850XP
Comandor Aviation Price:
Please Call
Year:
2007
S/N:
258827
Reg:
G-HSXP
TTAF:
2660
Tel: +34 (0) 630 947 608 E-mail: aitor.ferreiro@oneairways.com TOTAL AIRCRAFT CYCLES 4945. ENG#1 PW JT15D-1A s/n 77364. TOTAL TIME 5437. TOTAL CYCLES 4773. TIME SINCE LAST OH 2167. TIME SINCE LAST HSI 376. ENG#2 PW JT15D-1A s/n 77363. TOTAL TIME 5613. TOTAL CYCLES 4870. TIME SINCE LAST OH 2126. TIME SINCE LAST HSI 376. EXTERIOR CLEAR WHITE WITH RED AND BLUE STRIPES. ALWAYS HANGARED UNTIL JUNE 2017 – HOME BASE BCN (ESP). EASA FULL OPS CERTIFIED – RVSM APPROVED – AOC ENVIRONMENT. SEATING CONFIGURATION (INTERIOR REFURBISHED MAY 2017): • (2 CREW + 5 PAX + REFRESHMENT CENTER + TOILET • 2 CREW + 6 PAX + TOILET
Tel: +7 985 222 6868 E-mail: vitalyo@comavia.ru • Engines and APU on MSP Gold • Collins Pro Line 21 Avionics • Always hangared • One owner since new • No Damage History • Fresh E inspection • Price JUST REDUCED
Location: Russian Federation
Beechcraft Premier 1
Topjets Price:
$1,395,000 VAT Paid EU VAT paid status ( C88 form) – you can fly the aircraft private
Year:
2005
S/N:
125
Reg:
LZ-PDM
TTAF:
3130
Location: Bulgaria
140
AVBUYER MAGAZINE – September 2018
Tel: +359 888 270 720 E-mail: aircraft_sales@topjets.eu
www.AVBUYER.com
and never have to worry if some EU country might request you to pay VAT under private flight/registration. 1200 hours Inspection done 12 months ago. 600 hours Inspection done 2 months ago. Free of any CAMP/maintenance tasks for the next 200 hours. Engines on TAP BLUE - 153 usd per hour per engine. Maintained only in German Part 145 MROs. If you choose to leave the aircraft in our AOC you can use 2 or 4 of our Typerated pilots ( you do not have to pay approx. 30 000 EUR per pilot for typerating).
Aircraft Index see Page 145
P139-144.qxp 21/08/2018 11:47 Page 3
Embraer Lineage 1000
Ewoud Van Melder Price:
Make Offer
Year:
2013
S/N:
n/A
Reg:
n/A
TTAF:
751
M A R K E Tel: +32 (0) 493 199 747 T Email: ewoudvmelder@gmail.com P L Embraer Lineage 1000 from 2013, with a capacity of 19 A people. C Only 228 cycles, with low airframe time (751h). E No damage history, certified for EASA commercial operations. If you want more information, please contact us. We can send you a PDF with all the details and the floor plan.
Location: Germany
Embraer Phenom 300
Jet Solution Price:
Please Call
Year:
2016
S/N:
505-00370
Reg:
SP-MSG
TTAF:
360
Location: Poland
Bombardier Learjet 60SE
Instajet Club Price:
Make Offer
Year:
2004
S/N:
270
Reg:
OE-GMA
TTAF:
1808
Tel: +48 (0)504 828 117 Email: pyci77@gmail.com FOR SALE DIRECTLY FROM THE OWNER. Date of Manufacture September 2016. Only 360 hours total time, still under factory warranty. First owner, private use only. No damage history, perfect condition like new, always hangared. 9 Passenger seats (including Belted Lav)Garmin G3000 Prodigy Touch Avionics System ESP Gold Lite Engine Program. Aircraft Enrolled on CampSystem
Tel: +44 (0)7809 727 001 E-mail: fly@instajet.club Stored Lear 60SE. a/c not flown since 2016 / sat in an airconditioned hangar in MEA. Engines inhibited as per manuals. Requires fresh A-D & 12 year (quoted at $550k). Engines fully paid up on gold care / No airframe or APU JSSI. CAMP report available. Excellent machine and waiting for a new owner immediately. Sold "as is - where is" with additional storage charges payable via negotiation
Location: UAE
Dornier 328
Marina Alyona Price:
$2,800,000
Year:
1999
S/N:
3169
Reg:
UR-WOG
TTAF:
9276
Tel: +380 673 322 786 E-mail: Marina.alyona@gmail.com • 16 Passenger VIP with Quick Change 32 Seat Airline Interior • TCAS 7.1, FL350 Capability • Engines and APU enrolled on JSSI Premium • No Damage History • JAR Ops Compliant • Impeccable Looked After & Maintained
Location: Ukraine
Airbus/Eurocopter EC 120B
Helicentre Liverpool Price:
£550,000 Plus Tax
Year:
1998
S/N:
1006
Reg:
G-OMEM
TTAF:
2200
Tel: +44 (0)151 448 0388 E-mail: gemma@helicentre.com Recent black paint and tan leather interior. Good spec, AOC equipped. Recent MRGB overhaul. Night light, radalt, 2x Garmin 833, HSI. Lovingly looked after and hangared.
Location: United Kingdom
Advertising Enquiries see Page 12
www.AVBUYER.com
September 2018 – AVBUYER MAGAZINE
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M A R K E T P L A C E
Airbus/Eurocopter EC 120B
Scandinavian Helicopter Center AB Price:
€825,000 Plus Tax
Year:
2005
S/N:
1398
Reg:
SE-JOZ
TTAF:
7700
Location: Sweden
Bell 412 EP
• Dual Controls • Rotor brake • Cargo Hook and Mirror • Air Condition • New Interior Dec 2017. Engine Mo1/Mo2 2700H remaining. 12Y Inspection Due Nov 2029. 1500H / 72M Inspection done Dec 2017. Airworthiness Review Certificate (ARC). Air Condition. Valid until 2019-03-28. COM, TRIG TY97 (8,33 KHz compliant) XPDR, Bendix/King, KT 76 A TSO (ModeC). 5-place ICS with headsets, ELT, Kannad 406, MHZ GSM Interior: Black/Grey. Exterior: Red/White - Blue Stripe. Crew Shoulder Harness. Ground Handling Wheels. Sliding Door - Left Hand. First Aid Kit. Fire Extinguisher.
Tel: +1 (916) 214-0513 Email: wesley@trucksite.com
Wesley Stone Price:
$1,850,000
Year:
2004
S/N:
36329
Reg:
N8346A
TTAF:
3,195
Location: USA
PT6T-3DF Engines. Two Crew IFR. Dual Audio Panels. Dual Nav/Comm. Wire Strike Protection System. Cargo Hook. SX-16 Nightsun Searchlight. External Hoist Provisions. LifePort Seating & MedDeck Plate. MAJOR COMPONENT SERVICE LIFE - TIME REMAINING. Engine 1 - 4000 - 188.5. Engine 2 - 4000 - 86.5. Combining Gearbox - 2500 - 747.1. Transmission - 3200 - 5. MR Hub - 2500 - 1802.7. Mast - 10000 - 6805. Mast Assy - 5000 - 1805. Spindle & Damper Bearing Assy - 10000 - 6805. Swashplate Assy - 2500 - 1802.7
Tel: +49 (0) 171 7137167 E-mail: sales@herreos.eu
HERREOS
Agusta AW109 Grand New
Tel: +46 (0) 70 164 03 01 E-mail: info@helicenter.se
Price:
Please Call
Year:
2012
• Excellent Condition
S/N:
22283
• Always Hangared
Reg:
D-HHHC
• VIP Interior
TTAF:
340
Location: Germany
Bell 212
Jayrow Helicopters Price:
Please Call
Year:
1988
S/N:
31300
Reg:
VH-JJK
TTAF:
3018
Location: Australia
Bell 212
Jayrow Helicopters Price:
Please Call
Year:
1978
S/N:
30900
Reg:
VH-JJY
TTAF:
11,437
Location: Australia
142
AVBUYER MAGAZINE – September 2018
www.AVBUYER.com
Tel: +61 407 671 672 Email: grahame.casey@jayrow.com.au Excellent condition, utility and firefighting configuration. 3000 hourly/5 year inspection completed in August 2016. Extensive spares, role equipment, GSE and tooling package available separately. Avionics/Radios: Garmin GNS 530W GPS, KTR 908 VHF COM, Technisonic TFM-138 VHF COM, KNR 634 VHF NAV, KDF 806 ADF, KXP 756 ATC Transponder, Flightcell DZM2 Flight Tracking System, KRA 405B RAD ALT, Artex ELT. Additional Equipment: Simplex 304 Fire Attack Tank with offload pump, Kawak electric system and snorkel. Inspection Status: Current
Tel: +61 407 671 672 Email: grahame.casey@jayrow.com.au Excellent condition, utility and firefighting configuration. 3000 hourly/5 year inspection completed in August 2017. Extensive spares, role equipment, GSE and tooling package available separately. Airframe: BLR Fast Fin and Strakes, Dart Extended Height Skid Gear 39”, 1 x 90 gallon auxiliary fuel tank, 1 x 20 gallon auxiliary fuel tank. Avionics/Radios: Garmin GNS 530W GPS, KTR 908 VHF COM, Technisonic TFM-138 VHF COM. Additional Equipment: Simplex 304 Fire Attack Tank with offload pump, Kawak hydraulic system and snorkel, FAST 350 Gallon bucket system, spine board stretcher, rappelling system, offload cargo arm with hook
Aircraft Index see Page 145
P139-144.qxp 22/08/2018 16:25 Page 5
Leonard Hudson
Beechcraft King Air C90
Price:
$425,000
Year:
1973
S/N: Reg:
N35TV
TTAF:
11,105
M A R K E Tel: +1 (806) 662 5823 T Drilling Email: ronfernuik@hotmail.com P L Low engine times, NDH. Attractive paint and interior, A all 5 year items current, Garmin 500W, possible trades C considered E
Location: USA
Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com
Leonard Hudson Drilling
Bell 206 L 4
Price:
$1.775M
Year:
2002
S/N:
52265
Reg:
N339MC
TTAF:
1,700
Pictures do not do justice to the helicopter, and the colors are very vibrant, it is ready for immediate work. It has had both a Bell/Edwards completion and maintenance with immaculate records, of course no damage of incidents. 2 corporate owners
Location: USA & Canada
Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com
Leonard Hudson Drilling
BELL 412EMS
Price:
Offer
Year:
1981
S/N:
33017
Reg:
N554AL
TTAF:
15265
Full EMS Medical 4 patient and 4 attendant interior. Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours. Both engines are fresh Pratt and Whitney overhauled. Immediate delivery, Meticulous records. Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A
Location: USA
Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com
Leonard Hudson Drilling
BELL 212 (Five Available)
Price:
Please Call
Year:
1991-1996
S/N:
Call for details
Reg:
Call for details
TTAF:
Call for details
Five, Late Model, Bell 212s In 'Off Shore’. Available for immediate use. Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096
Location: USA
Alberth Air Parts
+1 832 934 0055
Par Avion Ltd
Spare Parts
FALCONS • HAWKERS • LEARS
•BUY •SELL •TRADE
www.paravionltd.com
CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM
www.alberthaviation.com
SALES • ACQUISITIONS • CONSULTING
Fax: +1 832 934 0011 Advertising Enquiries see Page 12
www.AVBUYER.com
September 2018 – AVBUYER MAGAZINE
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LEKTRO
Since 1945
The Ultimate Aircraft Tug
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 21st Century Jet Corporation .........................146
Corporate Concepts............................................79
JETNET...................................................................88
AEA..........................................................................95
Dassault Falcon Jet .........................................2 - 3
Jet Sense Aviation ..................................126 - 127
Aircraft BlueBook .................................................91
Donath Aircraft Services ..................................131
JSSI (Jet Support Services)............................109
Aircraft Finance Corporation .............................13
Duncan Aviation ...........................................22 - 24
Lektro....................................................................144
AirGO Private Airline ........................................138
Eagle Aviation........................................................31
Mente Group ......................................................130
AMAC Aerospace ................................................25
Elliott Jets ..............................................................29
Mesotis Jets ........................................................136
Aradian Aviation....................................................99
Engine Assurance Program ...............................67
NBAA Corporate ..................................................74
Asian Sky Group ..................................................41
Freestream .............................................................63
NBAA BACE .........................................................75
AvBuyer Group...................................................118
GainJet Aviation .................................................135
OGARAJETS................................................36 - 37
Avjet Global ..................................................50 - 51
General Aviation Services ..................................69
Par Avion ................................................................21
Avitrade Belgium................................................132
Global Jet Monaco........................................ 5 - 11
Rolls-Royce ........................................................113
AVIONMAR.........................................................133
GoGo Business Aviation ....................................61
RUBAE.................................................................105
Avpro ..............................................................14 - 17
Gulfstream .............................................................39
Sky Aviation Holdings............................128 - 129
Bank OZK..............................................................59
Hatt & Associates.................................................27
Southern Cross Aviation ..................................101
Bermuda Civil Aviation Authority ......................81
Hawker Pacific ...................................................133
Sparfell & Partners ......................................48 - 49
Boutsen Aviation ..................................................89
IBA ........................................................................134
Swisspath Aviation ............................................137
Central Business Jets...................................1, 147
JetBrokers .....................................................54 - 55
The Jet Business..........................................34 - 35
Conklin & de Decker .........................................125
Jetcraft Corporation ..........................42 - 43, 148
VREF ....................................................................144
Corporate Angel Network................................124
Jeteffect ..................................................44 - 45, 71
Wright Brothers Aircraft Title ..........................115
AvBuyer (USPS 014-911), September 2018, Vol 22 Issue No 9 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 672033517. 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.
144
AVBUYER MAGAZINE – September 2018
www.AVBUYER.com
Aircraft Index see Page 145
P145.qxp 23/08/2018 10:26 Page 1
Aircraft For Sale • AIRCRAFT • HELICOPTERS
AIRCRAFT
PAGE
AIRCRAFT
PAGE
AIRCRAFT
PAGE
AIRBUS
CESSNA
DORNIER
A318 Elite . . . . . 5, A318 Elite+ . . . . 5, A319 . . . . . . . . . . 6, A319 VIP . . . . . . 5, A319 CJ . . . . . . . 25, 48, 89, ACJ380-800 . . . . 48,
Citation
328 . . . . . . . . . . . 141, 328-310 . . . . . . . 24, 328 JET. . . . . . . . 31,
BAE AVRO RJ70. . . . . 54,
BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 35, 63, 89, BBJ2 . . . . . . . . . 41, 737-400 VIP. . . . 135, 737-700 . . . . . . . 50, 747-8 . . . . . . . . . . 48, 757-256 . . . . . . . 51, 767-200ER . . . . . 51, 787-9. . . . . . . . . . 148,
BOMBARDIER Q400 . . . . . . . . . . 132, Global 5000 . . . . 42, 43, 89, 139, . . . . . . . . . . . . . . . 148, Global 6000 . . . . 42, 43, 48, 148, Global Express . 5, 8, 43, 148, Global Express XRS. . 5, 9, 11, 34, . . . . . . . . . . . . . . . 42, 51, 89,
ISP . . . . . . . . . . . 140, II . . . . . . . . . . . . . 55, III . . . . . . . . . . . . . 31, 55, V. . . . . . . . . . . . . . 54, VI . . . . . . . . . . . . . 55, X . . . . . . . . . . . . . 101, 139, XLS . . . . . . . . . . . 36, 45, CJ . . . . . . . . . . . . . . 31, CJ1. . . . . . . . . . . . . 31, CJ2. . . . . . . . . . . . . 49, CJ3. . . . . . . . . . . . 15, 36, CJ4. . . . . . . . . . . . 29, Bravo . . . . . . . . . 45, 147, Excel . . . . . . . . . . 15, 22, 31, 45, Encore . . . . . . . . . 22, Mustang. . . . . . . . 89, P210 . . . . . . . . . . 54, 560XLS. . . . . . . . 23, Sovereign. . . . . . 130, Sovereign+ . . . . 43, 45, 148, SII . . . . . . . . . . . . . 136,
CIRRUS SR22T. . . . . . . . . 54,
DAHER SOCATA
Legacy 500 . . . . 22, 140, Legacy 600 . . . . 49, Legacy 650 . . . . 89, Lineage 1000 . . 5, 35, 49, 141, Lineage 1000E . 147, Phenom 300 . . . 29, 141,
900XP . . . . . . . . . 99, 4000 . . . . . . . . . . 24, 27,
HONDA IAI Astra . . . . . . . . . . 54,
NEXTANT 400XP . . . . . . . . . 27,
PIAGGIO GULFSTREAM III . . . . . . . . . . . . . 69, IV . . . . . . . . . . . . . 43, 101, IVSP . . . . . . . . . . 14, 89, 99, V. . . . . . . . . . . . . . 1, 14, 34, 51, 63, . . . . . . . . . . . . . . . 99, 148, 100 . . . . . . . . . . . 147, 150 . . . . . . . . . . . 43, 44, 99, 200 . . . . . . . . . . . 14, 300 . . . . . . . . . . . 23, 44, 400 . . . . . . . . . . . 43, 148, 450 . . . . . . . . . . . 5, 10, 14, 99, 550 . . . . . . . . . . . 5, 14, 35, 41, 43, 48, . . . . . . . . . . . . . . . 63, 99, 650ER. . . . . . . . . 35, 43, 48, 51,
TBM700A . . . . . . .89,
HAWKER BEECHCRAFT DASSAULT FALCON
King Air
300 . . . . . . . . . . . 15, 36, 42, 43, 148, 350 . . . . . . . . . . . 14, 600 . . . . . . . . . . . 54, 601-3A ER . . . . . 42, 604 . . . . . . . . . . . 23, 89, 605 . . . . . . . . . . . 34, 43, 133, 148, 650 . . . . . . . . . . . 42, 43, 148,
7X . . . . . . . . . . . . 5, 7, 41, 43, 89, 101, . . . . . . . . . . . . . . . 146, 147, 148, 8X . . . . . . . . . . . . 3, 15, 20C-5AR. . . . . . . 54, 20F . . . . . . . . . . . 55, 50 . . . . . . . . . . . . 21, 55, 69, 89, 131, . . . . . . . . . . . . . . . 146, 50EX . . . . . . . . . . 23, 49, 146, 900 . . . . . . . . . . . 146, 900B . . . . . . . . . . 146, 900C . . . . . . . . . . 146, 147, 900DX. . . . . . . . . 2, 900EX . . . . . . . . . 146, 900EX EASy . . . 2, 15, 43, 146, 147, 900LX . . . . . . . . . 146, 2000 . . . . . . . . . . 5, 15, 22, 23, 43, 69, . . . . . . . . . . . . . . . 89, 148, 2000EX. . . . . . . . 34, 2000EX EASy . . 3, 21, 130,
200 . . . . . . . . . . . 49, 54, 99, 350 . . . . . . . . . . . 99, 126, 350i . . . . . . . . . . . 27, B200 . . . . . . . . . . 29, C90 . . . . . . . . . . . 143, C90GTi . . . . . . . . 99, C90GTx. . . . . . . . 140, E90 . . . . . . . . . . . 89,
31A . . . . . . . . . . . 23, 31, 42, 54, 55, . . . . . . . . . . . . . . . 55, 101, 35A . . . . . . . . . . . 54, 40XR . . . . . . . . . . 44, 45 . . . . . . . . . . . . 16, 43, 45XR . . . . . . . . . . 29, 44, 101, 55 . . . . . . . . . . . . 16, 60 . . . . . . . . . . . . 136, 60SE . . . . . . . . . . 141, 60XR . . . . . . . . . . 16, 101, 127, 75. . . . . . . . . . . . . 43, 148,
PAGE
JET . . . . . . . . . . . 99,
EMBRAER
Challenger
Learjet
AIRCRAFT
Beechcraft Premier I . . . . . . 43, 140, Premier IA . . . . . 148,
Hawker 400A . . . . . . . . . . 129, 400XP . . . . . . . . . 101, 400XPR . . . . . . . 15, 800A . . . . . . . . . . 69, 800B . . . . . . . . . . 139, 800XP . . . . . . . . . 23, 54, 69, 99, 850XP. . . . . . . . . 23, 43, 128, 139,
Avanti II . . . . . . . 45, 138, P180 Avanti . . . 89, 137, Avanti EVO. . . . . 138,
PILATUS PC12/47E. . . . . . 43,
PIPER Cheyenne IIIA . . 54, Merdian . . . . . . . 29,
HELICOPTERS AIRBUS/ EUROCOPTER Airbus . . . . . . . . . 24, AS365N-1 . . . . . 16, EC 120B . . . . . . . 141, 142, EC 135 T2 . . . . . 16,
AGUSTAWESTLAND AW109SP. . . . . . 16, AW109E Power . 49, AW109S Grand . 49, AW139 . . . . . . . . 49, A119 Koala . . . . 42, 99,
BELL 206 L4. . . . . . . . . 143, 212 . . . . . . . . . . . 142, 142, 212 EP . . . . . . . . 99, 407 . . . . . . . . . . . 99,
SIKORSKY S-76B . . . . . . . . . 21, S-76C+ . . . . . . . . 16, 41, 43, 148, S-92A . . . . . . . . . 16, 134,
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