AvBuyer Magazine September 2019

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Guest Editor’s VIEWPOINT Irene Lores

Back to the Future of Fueling ith double digit air passenger growth forecast over the next two decades the demand for aviation fuel is set to continue rising and evolving. But to understand what the future of fueling holds we need to look back to where it all began.

The success of the Wright Flyer in 1903 brought to the world an understanding of the principles of controlled flight and the need for engines which offer high power to weight ratio and good reliability. For the early years of flight the fuel used was a low boiling hydrocarbon gasoline commonly used in ground vehicles.

The link between engine operation and fuel quality remained unexplored until the First World War when the need for reliability and high-power output led to the introduction of aviation gasoline (Avgas). This highquality fuel was, and still is, specifically designed for use in spark ignition piston engines.

Initially developed as an unleaded fuel, a lead additive – Tetra Ethyl Lead (TEL) - was introduced around 80 years ago. TEL has been a vital ingredient in achieving the high-octane quality of Avgas. The current grade Avgas 100LL (low lead), which was introduced in the 1970s, is still widely available around the world.

However, environmental pressures to eliminate the use of lead and seek cleaner, greener fuels now face the industry. Air BP introduced unleaded Avgas (UL91) in 2016 and will continue to explore and develop unleaded fuel options to satisfy demand.

The arrival of jet engines in the 1930s and 1940s signalled another challenge for fueling engineers.

Avgas is flammable down to about -40oC, so you could be standing at the North Pole with a cup of Avgas, light a match and it will burst into flames.

A jet engine doesn’t require fuel that vaporizes quite so easily. So, instead of using gasoline, engineers turned to a kerosene mix. With a low freeze point, kerosene can stay liquid down to -47oC and below. It can also be heated up to 38oC before it will catch fire.

The Jet fuel Air BP uses now is made using pure kerosene, and the most widely used specifications are Jet A and Jet A-1.

W

An Eye on the Future

Looking ahead it’s the development of sustainable aviation fuel (SAF) that is key to changing the face of the aviation industry. SAF is made by converting sustainable material such as recycled cooking oil or 4 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

solid household waste or vegetable oil to a high-quality synthetic product, which is then blended with regular Jet fuel.

At the end of 2018 we entered into an agreement with Neste, one of the world’s leading renewable products producers, to increase the supply and availability of SAF. SAF is made from non-palm renewable and sustainable raw materials including used cooking oil.

Additionally, in 2016 BP announced an investment of $30m in biojet producer Fulcrum BioEnergy. Fulcrum has developed and demonstrated a reliable and efficient process for producing low-cost, sustainable aviation fuel from municipal solid waste (MSW). What’s more it helps reduce landfill waste. The first plant is under construction in Reno, Nevada.

These fuels can reduce the carbon footprint of aviation fuel by an impressive 80% over their full lifecycle.

Fueling technology has also come a long way over the last century. In 1927, our second year of operations, Air BP supplied 2,582 gallons of aviation fuel. Leap forward to the present day and we currently supply around 6.6bn gallons each year with the ability to fuel large passenger jets with up to 4,000 litres per minute.

And while it might once have been common to use a chamois cloth at the end of the hose to filter fuel, filtration technology has also evolved, catching trace dirt and water at parts per million level.

The Future Challenge?

Going forward the challenge is to meet continuing passenger growth in a responsible and sustainable manner. Emerging technologies are reshaping the industry with the push for hybrid and electric aircraft, unmanned aircraft systems, robotics and artificial intelligence all playing a role in aviation’s future.

But as engines and aircraft become lighter, quieter, faster and more efficient Air BP’s role ultimately is to continue supplying the industry’s aviation fuel needs safely and reliably. And we’re ready to do just that.

More information from www.bp.com/en/global/air-bp.html Irene Lores is the global sales and marketing director for General Aviation at Air BP. She brings almost 20 years of relevant experience to the role from within Air BP and parent company, BP, which she joined in 2000.

www.AVBUYER.com

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Contents Layout July19.qxp 21/08/2019 11:25 Page 1

Vol. 23 Issue 9

Contents

2019

4

Guest Editor - Irene Lores

22

Market Intelligence Trends and observations from the leading analysts…

56

What Were the JETNET iQ Summit Highlights? (Part 2)

58 66 74 80 84 92 98 102

Buying & Selling Aircraft

Buying a Jet? The Costs you may not Have Considered…

What is an Aircraft Broker?

Ownership

Four Cost Myths for (Commercial) Helicopter Operators Get the Most From Your Onsite Airplane Audit

Jet Comparision

Dassault Falcon 900LX vs Embraer Legacy 650

Aircraft Price Guide Large Jet Values

Aircraft Specifications

Large Jet Performance & Specifications Guide

Maintenance

Seven Ways to Maximize Cabin Refurbishment Dollars

108

Refurbish Your Jet With Maximum Appeal (Part 2)

114

Why you Should Know About Your Jet’s Replacement Parts…

118

SwiftBroadband Cockpits: What are the Benefits?

124

What’s the Future of Avionics? (Part 4)

129

OEM News, Industry Appointments & Upcoming Events

133

Products & Services

140

Showcases

150

Marketplace

153

Advertisers Index

154

Aircraft for Sale Index

Avionics

Community News

Next Month • Jet Comparison: Gulfstream G650ER vs Bombardier Global 7500 • Cabin Connectivity: How NOT to Plan an Upgrade • Five Older Business Jets Worth a Second Look

14 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

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

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MarketIndicators Aug19.qxp_Layout 1 20/08/2019 10:00 Page 1

MARKET INDICATORS

Business Aviation Market Overview With results for the first half of 2019 filtering in, what is the state of the new and used business aircraft sales markets, and what are the factors influencing them? Rollie Vincent introduces September’s medley of trends, analysis and projections… he Road to Hāna, a small town on the eastern tip of the island of Maui in the Hawaiian Islands, is memorable for its more than 600 twists and turns over a route that spans just 52 air miles from end-toend. Beyond the spectacular scenery and a 2.5-hour and at times harrying drive, lies the final resting place of one of aviation’s true pioneers.

Charles Lindbergh is surely one of the world’s most famous aviators. Known most for achieving the first-ever nonstop, trans-Atlantic solo crossing with his Ryan flyer, the Spirit of St. Louis, Lucky Lindy clearly knew a thing or two about airplanes.

Later in his career, he took on the role of aviation consultant to senior leadership (a very noble profession, if I do say so myself). One of his assignments involved identifying the most compelling aircraft that would meet the needs of Pan Am’s soon-to-be-established executive avation division.

T

22 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

After inspecting Dassault Aviation’s Mystére 20 prototype at the company’s Bordeaux Mérignac facilities, Lindbergh famously dispatched a telegram in May 1963 to Juan Trippe, the CEO of Pan American World Airways, indicating “I’ve found your bird.”

In August of that same year, just after first flight, Pan Am ordered 40 Mystére 20 aircraft and an additional 120 options, subsequently renaming them “Fan Jet Falcons”. The rest, as they say, is history – being written each day.

The Long Winding Road of the BizAv Market

Anyone who has navigated the ~620 turns on the two-lane ‘highway’ between Kahului (where Maui’s main commercial airport is located) and Hāna might draw comparisons with the dynamics of today’s business aircraft market.

Depending upon who you ask or which data sets you look at, the so-called Business Aviation ‘recovery’ has now been underway for the past nine to 10 years, through ups and www.AVBUYER.com

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

downs, and twists and turns.

Good news: new business jet sales have been quite robust through the first half of 2019, with OEMs recording book-tobills above 1.0 and finally beginning to replenish backlogs, which had been slowly declining over the past several years.

GAMA’s highly anticipated Q2 2019 shipments report was released on August 11, and provided OEM- and modelspecific details on business jet, turboprop, piston and rotorcraft deliveries to the Business and General Aviation market. New business jet deliveries were up 12.5% in H1 2019 compared to the same period last year, an impressive achievement.

As many as 316 business jet shipments were reported in H1 2019, putting the industry on course for its highest output in the post-crisis period.

Peeling the onion back to reveal more details, it is interesting to note that just three aircraft were responsible for almost 90% of the Year-over-Year (YoY) improvement – the Pilatus PC-24, Gulfstream G500, and Cirrus Vision Jet. The first two in this group were recently certified, and each is in production ramp-up mode at factories in Switzerland and the US. Demand for most other in-production business jets (remarkably, there are about 40 different models in production today) is actually relatively flat. In sharp contrast to the business jet segment, GAMA’s turboprop shipments were down 11% YoY, no doubt dragged down by slowdowns in international economies and trade flows. www.AVBUYER.com

The Used Jet Market…

Used business jet sales and leases have also sputtered in H1 2019, and are down almost 22% YoY, according to JETNET. Clearly, part of the problem is a shortage of young, attractively-priced inventory (those types of aircraft tend to move quickly, with days-on-market down about 10% YoY in H1 2019).

With a small but noticeable rebound in the total number of business jets listed ‘for sale’ (up about 6% in H1 2019 over the end of last year), the improvement in availability has not fueled any increase in sales. The sentiment of business aircraft owners and operators has remained subdued in 2019 after a robust 2018, according to the latest results from our on-going JETNET iQ Global Business Aviation Surveys.

With geopolitical tensions and trade tariffs on the rise, and with a no-deal Brexit and another divisive US federal election process already underway, some potential aircraft buyers have likely stopped at a roadside stand for rest and refreshments before embarking on the next part of their journey.

Navigating the complexities of the business aircraft marketplace is, in our opinion, a job best assigned to experienced aircraft sales professionals and their teams.

Who would be better to provide buyers and sellers with the insights they need, and the hard-earned trust they deserve, to make the most informed decisions about life in the fastest lane, well above the many twists in the road.

MI www.navigating360.com

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AVBUYER MAGAZINE Vol 23 Issue 9 2019

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MARKET INDICATORS

AVBUYER.com

Flight Activity – Europe

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July saw 90,550 Business Aviation departures in Europe, or 2.5% fewer flights compared to July 2018, but still higher than in any other July month since 2006. Year to date, flight activity is down by 1.8% versus 2018…

Most of the YoY decline this month was due to a slowdown in flights from Germany and the UK, down 6% YoY. The busiest market was France, which recorded 19,000 flights. Half of France’s departures were domestic (French domestic flight activity rose 7% YoY).

Of the other main markets for Business Aviation in Europe, Italy was flat, Switzerland recorded a slight increase and Spain declined 3%. The strongest growth in July came from Turkey, up 4% while the biggest decline came from Russia, where flights fell 22% YoY. Most of the decline in July came from the Mid-size and Small Jet categories, down 3% YoY; (-6% in Germany, -8% in the UK and -10% in Spain).

By Mission, the biggest contributor to the YoY decline came from Private/Owner flights, which were down 5% YoY. By comparison Charter/AOC activity was down 1% overall, and has now declined every month since October 2018.

“Business Aviation flight activity continued to slow in July 2019. Whilst this draws a disappointingly premature end to the recovery in regional activity we saw in 2018, the month was still one of the busiest months on record,” noted Richard Koe, managing director, WingX. “The impetus is coming disproportionately from the heavy metal, with the Super Mid-size, Heavy and Ultra-Long-Range jets in more demand. This reflects the relatively strong growth of the active fleet in Europe at the top end of the market. The bigger jets are being deployed successfully on AOC activity, notably by the leading international operators,” he concluded. page 28 MI www.wingx-advance.com



Understanding the Business Aviation Market - with AvBuyer

24 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

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2 San Marino advertorial September.qxp_Layout 1 21/08/2019 12:34 Page 1

ADVERTORIAL

Delivering the World’s Finest veryone who travels dreams of being able to fly in their own private jet, E where they can enjoy fine food, comfortable seats with perhaps their own bedroom, living room with cinema, meeting rooms with the latest on-board technology. Unfortunately, the reality is that it's a privilege enjoyed by Heads of State, business owners and executives, celebrities, royals and entrepreneurs.

Before the private jet can operate with its privileged clientele, it must firstly undergo stringent checks to be registered and certified to fly. This is the time when aircraft owners/operators find, sometimes to their disappointment, that not all aircraft Registries are the same.

However, when you register your aircraft in San Marino you get a personalized aircraft registration service provided by the San Marino Aircraft Registry (SMAR) which has a proven record in ensuring that the registration process meets the client’s expectations.

The President of SMAR, David Colindres, has been working in this aviation field for 19 years and says it is his mission to emulate his father’s wonderful life in aviation. His love for traveling initially drew him into the world of aviation and at the age of 42 he has traveled to more than 100 countries, registered more than 500 aircraft and assisted hundreds of operators that serve thousands of VIPs worldwide.

Colindres explains “To provide an efficient and cost-effective service to the owners/operators of private jets places demands on our highly qualified client managers and Civil Aviation Authority of San Marino (CAA) Inspectors. It requires sacrifice, patience, flexibility and high levels of competence and professionalism.

SMAR dedicated personnel spend countless hours ensuring safety requirements are met and that their clients receive the finest aircraft registration experience.

Our clients expect the best service; the operators demand the highest standards so all of us here must be willing, and of course able, to offer the best. It is more than just delivering the best possible

26 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

service to our clients, but about creating an enjoyable experience. Being the most prestigious aircraft registry, our clients expect us to be readily available, ready to serve their needs and able to provide guidance and solutions when needed without compromising safety.

In cooperation with the CAA, we have employed the best aviation technical experts, regulators and consultants in our industry and have recruited and trained local Sammarinese nationals that have become the heart and soul of our daily operations.

We have created the world’s best organization that an aircraft registry can have. We often received requests from new clients seeking solutions and aircraft registration services to be accomplished in record time. A challenge we are always ready to meet.

SMAR recently received a last-minute request from a client to register a brandnew Bombardier Global 6000 within 48hrs. Challenging to say the least, but SMAR has been structured accordingly and has the technical and administrative resources to react quickly to such request.

The CAA has airworthiness designated Inspectors in strategic locations around the world and in this particular case their Washington D.C. based Inspector was in Montreal the next morning providing the service requested.

The success of our business is determined by how much value we deliver to our clients.”

The Republic of San Marino has been an ICAO Contracting State since 1988. The CAA prides itself on meeting their international obligations to ensure they comply with ICAO international standards in providing safety oversight of their registered aircraft. During the opening ceremonies of ICAO 39th Assembly at ICAO HQ in Montreal on 27 September 2016, ICAO presented the Republic of San Marino with the Council President Certificate as recognition of the State’s commitments, significant progress and contribution to a safer global network.

In addition, ICAO conducts audits on all Contracting states to determine whether the aviation authority has an adequate infrastructure for international aviation safety oversight. The basic elements that ICAO considers necessary include: 1. laws enabling the appropriate government office to adopt regulations necessary to meet the requirements of ICAO; 2. current regulations that meet those requirements; 3. procedures to carry out the regulatory requirements; 4. air carrier certification, routine inspection, and surveillance programs, and 5. organizational and personnel resources to implement and enforce the above.

San Marino CAA’s current score is 98% making it one of the most compliant States with ICAO standards. This is another major achievement.

“San Marino is now an industry leader in the field of aircraft registration. This is a result of the overall transformation aviation project we started in partnership with Aviation Registry Group and the Colindres family almost seven years ago,” said Marco Conti, Director General of the Civil Aviation Authority.

San Marino is becoming a Business Aviation Center of Excellence, is now the home of 37 aviation companies, 300+ registered aircraft and more than 100 employees in public and private sector.

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ADVERTORIAL

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The CAA prides itself on meeting their obligations to ensure they comply with ICAO international standards in providing safety oversight of their registered aircraft.

Implementation of superb aviation infrastructure consisting of modern regulation framework, state-of-the-art facilities and innovative technology, along with efficient manpower capacity transforming strategies and plans into tangible reality.

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MARKET INDICATORS

AVBUYER.com

JETNET H1 2019 Used Aircraft Market Update JETNET recently released its data for H1 2019 pre-owned business jet, business turboprop, helicopter, and commercial airliner sales. ‘Fleet For-Sale’ percentages for all sectors were mixed in the June comparisons. Here are the details…

As of June 2019 the fleet percentage of business jets for sale (9.5%) was on the rise. Meanwhile, excepting piston helicopters, all aircraft sectors reported double-digit percentage decreases in full sale transactions during H1 2019 versus the same period in 2018.

For H1 2019, used business jets showed a 21.5% decrease in used sale transactions over H1 2018, and are taking more time to sell (28 days) than last year. Business turboprops saw a 13.9% decrease in sale transactions, while taking an average two days more to sell than last year.

Comparing June 2019 to June 2018, turbine helicopters saw a double-digit decrease in YTD Sale Transactions, down 13.3%, while piston helicopters showed a decline of 2.6%.

For the first six months of 2019 there were a total of 4,270 aircraft and helicopters sold, with business jets (1,122) and commercial jets (874) leading all types and accounting for 47% of the total.

The number of retail sale transactions across all market sectors decreased by 874 (17%) when compared to H1 2018. (Note: JETNET does not cover all piston aircraft inventory or sales.) page 34 MI www.jetnet.com



WORLDWIDE TRENDS JUNE 2019

BUSINESS AIRCRAFT

COMMERCIAL AIRLINERS

HELICOPTERS

TOTAL

JET

TURBO

PISTON

TURBINE

PISTON

JET

TURBO

ALL

IN-OPERATION FLEET

22,177

15,706

5,378

22,555

9,867

29,292

7,619

112,594

FOR SALE

2,099

1,015

584

1,201

535

279

354

6,067

% FLEET FOR SALE 2019

9.5%

6.5%

10.9%

5.3%

5.4%

1.0%

4.6%

5.4%

% FLEET FOR SALE 2018

9.1%

6.6%

10.8%

5.8%

5.4%

1.1%

5.2%

5.5%

CHANGE - % FOR SALE

0.4%

-0.1%

0.1%

-0.5%

0.0%

-0.1%

-0.6%

-0.1%

JANUARY - JUNE 2019 FULL SALE TRANSACTIONS

1,122

622

260

736

456

874

200

4,270

AVERAGE DAYS ON MARKET

297

307

301

511

351

442

540

393

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

-21.5%

-13.9%

-13.9%

-13.3%

-2.6%

-19.6%

-30.1%

-17.0%

DIFFERENCES SALE TRANSACTIONS

-308

-100

-42

-113

-12

-213

-86

-874

CHANGE- AVG DAYS ON MARKET

28

2

29

-31

58

-126

112

10

Source: JETNET; Full-Sale Transactions and Leases

28 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

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General Aviation September.qxp_Layout 1 19/08/2019 17:03 Page 1

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MARKET INDICATORS

AVBUYER.com

Q2 2019 Avionics Sales Update

According to AEA, during H1 2019 the total worldwide Business and General Aviation avionics sales amounted to ~US$1.51bn, a 14% increase over H1 2018. During Q2 2019, sales increased 14.8% compared to Q2 2018…

The dollar amount reported includes all Business and General Aviation aircraft electronic sales. The amount excludes repairs and overhauls, extended warranty or subscription services.

Of the more than $1.51bn in sales during H1 2019, 52.7% came from the retrofit market (avionics equipment installed after original production), while forward-fit sales (avionics equipment installed by airframe manufacturers during original production) amounted to 47.3% of sales.

According to the companies that

US ADS-B Equipped Fleet Update

separated their total sales figures between North America (US and Canada) and other international markets, 74.9% of the YTD sales volume occurred in North America while 25.1% took place internationally.

"Avionics sales for General and Business Aviation have now seen an increase in YoY sales for 10-straight quarters," noted AEA president & CEO Mike Adamson.

"In addition to the ADS-B workload, our AEA member repair stations continue to report an increasing number of fullpanel retrofits with new electronic flight displays and digital autopilots, as well as continued interest with in-flight connectivity solutions."

MI www.aea.net/marketreport

H1 2019 Worldwide Business & General Aviation Avionics Sales RETROFIT

FORWARD FIT

TOTAL SALES

Q1 2019

~$388.1m

~$336.1m

~$724.2m

Q2 2019

~$406.3m

~$376.5m

~$782.7m

YTD 2019

~$794.3m

~$712.6m

~$1.51b

With the automatic dependent surveillance-broadcast (ADS-B) Out deadline fast approaching, data from FlightAware indicates that as of June the number of turbine-powered US business aircraft equipped with ADS-B rose to 77% of the fleet…

In other words, 13,352 turbine business aircraft are currently equipped to meet the ADS-B mandate on January 1, 2020.

Fleets With Highest Equipage Rates • •

H1 2019 Percentage of Total Sales, by Market RETROFIT

FORWARD FIT

US/CANADA

INTERNATIONAL TOTAL SALES

Cirrus Vision SF50 (97%) Honda Aircraft’s HA-420 HondaJet (97%) Gulfstream G650 (93%) Gulfstream G150 (93%) Cessna Citation CJ4 (91%) Beechcraft Super King Air 300 (90%)

Q1 2019

53.6%

46.4%

76.1%

23.9%

Q2 2019

51.9%

48.1%

73.7%

26.3%

• • • •

YTD 2019

52.7%

47.3%

74.9%

25.1%

Fleets With Lowest Equipage Rates

Worldwide Business & General Aviation Avionics Sales H1 2019 vs H1 2018 2018

2019

% Change

Retrofit

~$760.3m

~$794.3m

4.5%

Forward Fit

~$561.6m

~$712.6m

26.9%

YTD

~$1.32b

~$1.51b

14.0%

• • • • •

Learjet 35 (55%) Dassault Falcon 20 (55%) Cessna Citation III (52%) Learjet 55 (49%) Gulfstream III (43%)

Another 3,967 of the 17,319 aircraft in the fleet had not been equipped to meet the FAA’s ADS-B mandate. Those figures represented a nearly 56% rise from a year earlier when only 55% of the registered US fleet had been equipped.

MI www.flightaware.com

34 Vol 23 Issue 9 2019 AVBUYER MAGAZINE



page 38

www.AVBUYER.com

Elliott Jets September.qxp_Layout 1 19/08/2019 13:03 Page 1

+41 22 787 08 77 contact@sparfell-partners.com www.sparfell-partners.com

AIRBUS A380-800

Two A380-800s, Ready for Head-of-State VVIP Conversion

Make Offer

2012 LINEAGE 1000 S/N 317

1’802 TT, Engines on GE Onpoint Program, WiFI, 19 Pax.

Make Offer

2013 OFF-MARKET AIRBUS ACJ319 1’872 TT, UK Design & Swiss Completion, 19 Pax.

Exclusively Mandated

2010 GULFSTREAM G550 S/N 5303

2’300 TT, ENG & APU on progs, 2017 Paint & Interior, Fresh 96 Mths.

Make Offer

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2010 A109S GRAND S/N 22162

1’594 TT, New Interior & Painting in June 2018, 5 + 1 Pax.

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08.08.19 14:28

2015 LEGACY 600 S/N 1216

2007 OFF-MARKET LEGACY 600

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3’170 TT, Newly Refurbished & Paint, RRCC, WiFi

2007 LEGACY 600 S/N 995

2003 HAWKER 800XP S/N 258612

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4’532 TT, Fresh of 144/LDG OVH/ADSB, EASA, EEC, RRCC, WiFI, 13 Pax.

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Washington Top State for Aero Manufacturers

Pre-owned Helicopter Market Trends Aero Asset released its findings for the Q2 2019 pre-owned helicopter market, with several interesting findings.

Following is a rundown of the highlights…

•

Washington remains the best state in the US to be an aerospace manufacturer or to locate a new business, consultancy PwC says in its latest ranking of manufacturing attractiveness, as originally reported by Aviation Week…

Beyond being home to Boeing’s aircraft manufacturing operation, as well as newer Aerospace and Defense (A&D) entrants including Blue Origin, Washington counts several favorable factors, such as the nation’s leading infrastructure for aerospace.

“In order to promote innovation, the state offers favorable tax policies, such as tax credits for preproduction development expenditures, and support for several public-private partnerships,” the report notes. In order, PwC says the top 10 states are:

1. Washington 2. Georgia 3. California 4. Michigan 5. Illinois 6. Indiana 7. North Carolina 8. Ohio 9. Arizona 10. Oregon Just having major manufacturing operations in a state did not seem to tip the scale in PwC’s multifactor ranking. For instance, Kansas, home to leading aerostructures provider Spirit AeroSystems, and South Carolina, where Boeing has a competing commercial aircraft production center, came in 23rd and 29th, respectively. Second to last on the list was West Virginia, while territory Puerto Rico finished at the bottom.

MI scott.thompson@pwc.com

• • • •

• •

Twin-engine helicopter retail sales are up across weight classes except for medium-twin, which account for 30% of pre-owned transaction volume YTD; 63% of sales YTD have been VIP configurations; Just 2% of sales YTD have been for airframes older than 20-years-old; OEM’s two-year lead time for the factory new H145 T2 is driving preowned activity.

The EC/H145 is the most liquid twinengine pre-owned market segment in Q2 with just six months of supply at current trade levels.

H225 pre-owned activity continues to grow with two trades in Q2 and several units with a deal pending.

Bell 412 and 429 pricing is set to decline in the next quarters as preowned activity is lagging.

To obtain a full copy of the report, contact Aero Asset.

MI www.aeroasset.com

Latin America Used Aircraft Sales Update Following the recent LABACE Convention, Jose Costas EMEA & Asia Pacific Aircraft sales representative, Duncan Aviation shares some thoughts about the current used aircraft market in Latin America…

The Latin American market is an important part of Business Aviation.

The world's second and third largest business aircraft fleets are in Mexico (>1,000 jets) and Brazil (>800 jets).

With scheduled airline connectivity still in development, these large economies have relied on Business Aviation to assist many entrepreneurs and companies in their commutes between cities, financial centers, industrialized areas, natural resources sites, and agriculture and livestock farms. Business Aviation is critical to the economies of these countries.

Aviation is part of Brazil's heart and soul, home of SantosDumont and the legendary 14 Bis, who paved the way over the last century in the development of knowledge and innovation in the aerospace industry.

38 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

Used Fleet Observations

There has been a significant decrease in the pre-owned fleet for sale in Latin America where the inventory of aircraft less than 10 years old came down from 80 to 30 units in the last few years.

On the other hand, H1 2019 saw 16 new aircraft added to the region, which is possibly the best number for the period in the last few years. The Light and Mid-size Jets have been the preference with more than 75% of deliveries. Brazil and Mexico remain responsible for at least 66% of the deliveries into the region.

Although the economic and political status for the region remains weak, with near zero GDP growth for the year as well as exchange rate challenges and market volatility, it appears that there is a small but consistent appetite for both new and young pre-owned inventory showing that the region does need Business Aviation to support the geography and accessibility challenges for entrepreneurs looking at opportunities despite the overall regional status. page 40 MI www.duncanaviation.com



www.AVBUYER.com

Hatt & Associates September.qxp_Layout 1 19/08/2019 13:04 Page 1

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AVBUYER.com

In-Service Aircraft Values & Maintenance Condition Asset Insight’s monthly market analysis (covering 96 fixedwing models and 1,693 aircraft listed for sale), conducted on July 31, 2019 revealed another inventory increase to the tracked fleet, this time by 13 units (0.8%). Here are the details…

By aircraft category, Large Jets, the only group to experience a fleet decrease, receded 1.3% while Medium Jets increased 1.2%, Small Jets 0.4% and Turboprops grew by 3.8%.

Aircraft Values

Though the tracked fleet continued to increase, Ask Prices also increased by 0.9%. The reality was that only Large Jets (the one category to experience a fleet decrease) posted an Ask Price increase while, following classical supply dynamics, the three groups experiencing an inventory increase registered an Ask Price decrease.

Inventory Fleet Maintenance Condition

July marked the fourth consecutive month of fleet asset quality deterioration (0.6%), and Maintenance Exposure followed suit, rising (worsening) 3.9%.

The latest fleet mix signifies more maintenance events will be coming due to the new inventory fleet and their average cost will be noticeably higher. Overall, the tracked inventory registered the following figures: • •

A 12-month worst figure, but the ‘Quality Rating’ remained within the ‘Very Good’ range after decreasing from 5.196 to 5.165 on Asset Insight’s scale of -2.5 to 10.

The ‘Maintenance Exposure’ figure (an aircraft’s accumulated/embedded maintenance expense) was only marginally better than the 12-month high (worst) figure, increasing to nearly $1.5m from June’s $1.4m.

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%. During Q2 2019, assets whose ETP Ratio was 40% or more were listed for sale 71% longer (on average) than aircraft whose Ratio was below 40% (226 versus 386 Days on Market).

Asset Insight’s July analytics also revealed nearly 58% of all tracked models, and over 63% of the tracked fleet, posted an ETP Ratio greater than 40%. The tracked fleet’s ETP Ratio deteriorated in July, increasing to 68.3% from June’s 65.4%, with all four groups contributing. page 44



40 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

Table A

Fleet Maintenance Condition

5.35

$ Million $1.45

5.25

5.15

$1.50 $1.45

$1.40 5.165

A

S

O

Quality Rating

N

D

J

F

M

Maintenance Exposure

A

M

J

J

$1.35 $1.30

Quality Rating Trendline

Table B LOW RISK AIRCRAFT MODEL ETP RATIO Citation Latitude G650 F2000LX Citation CJ4 525C Pilatus PC-12 F900EX EASy Citation Encore + CL-605 Phenom 300 G 450 F2000EX EASy Citation Sovereign 680 Hawker 900XP G550 F900DX Citation CJ3 G150 Citation CJ2+ 525A KingAir 350 Post-2000 Piper Meridian Challenger 300 Citation XLS Global XRS Global 5000 Citation Encore F900EX Citation Mustang 510 KingAir B200 Post-2000 Hawker 850XP Phenom 100 Citation CJ2 Learjet 45XR Citation Excel 560XL Embraer Legacy 600

3.1% 4.9% 11.1% 12.3% 13.2% 13.6% 14.1% 14.3% 14.6% 15.3% 15.6% 17.0% 20.2% 20.6% 20.7% 21.0% 22.1% 22.2% 22.6% 23.0% 25.1% 27.9% 28.7% 28.8% 29.2% 29.4% 30.3% 31.5% 32.0% 33.3% 34.6% 38.4% 39.1% 39.9%

HIGH RISK AIRCRAFT MODEL ETP RATIO GV Citation CJ1+ KingAir 350 - Pre-2001 Premier 1A Learjet 60XR Citation Bravo CL-604 Hawker 400XP Piaggio P-180 II F50EX F900B Learjet 45 w/APU KingAir B200 Pre-2001 KingAir 300 G200 GIV-SP (MSG3) Learjet 45 Falcon 2000 Citation V Ultra Hawker Beechjet 400A Global Express Hawker 800XP Citation X (MSG3) Citation V 560 GIV-SP Premier 1 Piaggio P180 Learjet 60 Learjet 55C Hawker 1000A Citation ISP Falcon 50 Citation II Learjet 31 KingAir C90 CL-601-3R Citation VI CL-601-1A GIV G100 Hawker Beechjet 400 Hawker 800A Learjet 35A Learjet 55 CL-601-3A F20-5

40.8% 42.0% 44.4% 44.5% 44.7% 45.2% 47.1% 47.3% 48.6% 49.0% 51.7% 54.6% 56.2% 57.9% 57.9% 62.0% 65.7% 66.4% 68.3% 69.1% 76.7% 76.7% 76.8% 81.4% 84.3% 85.1% 88.9% 90.7% 91.5% 100.6% 103.2% 108.6% 115.1% 121.7% 126.0% 133.9% 142.0% 142.2% 143.0% 145.0% 151.8% 166.9% 176.1% 187.3% 216.5% 379.2%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of July 31 2019 Source: JETNET (www.jetnet.com) Asset Insight, LLC (www.assetinsight.com)

www.AVBUYER.com

Sky Aviation Holdings September.qxp_Empyrean 21/08/2019 12:39 Page 1

1992 Gulfstream GIV - Nicest GIV On The Market

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

Sky Aviation Holdings LLC

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

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

AVBUYER MAGAZINE Vol 23 Issue 9 2019

41

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MarketIndicators Aug19.qxp_Layout 1 20/08/2019 10:06 Page 8

MARKET INDICATORS

Large Jets Ask Price vs. Maintenance Exposure

Asset Quality Rating

$ Millions

Scale -2.500 to 10.000

$ Millions $3.60

Market Summary

After falling in June, following three consecutive monthly increases, average Ask Prices reverted to an upward trajectory in July, although the figure was still below the 12-month average and only one group, Large Jets, was responsible for the increase.

Simultaneously, our tracked inventory fleet increased by 102 units (6.4%) since December.

With demand (based on Days on Market and percent of make/model fleet ‘for sale’) worsening 9.7% to 2.52 last quarter

Medium Jets

Jul-19

Jun-19

May-19

Apr-19

5.300

$1.30

5.000

Jun-19

$1.10

5.100

May-19

$1.20

5.139

5.200

Apr-19

$1.25

Jul-19

$1.35

Mar-19

Jul-19

Jun-19

May-19

Apr-19

Feb-19

Mar-19

Jan-19

Dec-18

Nov-18

Oct-18

Sep-18

44 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

Mar-19

Scale -2.500 to 10.000

$1.15 Aug-18

$2.30

Feb-19

Asset Quality Rating

Feb-19

$2.66 $2.50

Jan-19

Medium Jets: When you consider that this group’s ETP Ratio posted a 12-month high (worst) figure in July, tracked inventory increased by six units, asset quality decreased 0.5%, and

Sep-18

$2.70

Dec-18

Large Jets: Availability decreased by five units and the latest inventory fleet mix pushed the group’s Quality Rating down to the figure posted in May, along with a Maintenance Exposure increase that approached the group’s 12-month highest (worst) figure.

However, average Ask Price recovered from June’s record low by increasing 7.3% to a figure just below the 12-month average.

With younger aircraft inventory improving slightly, Large Jets currently offer some of the best value among the four groups, and perhaps the best opportunity for buyers and sellers to structure mutually-beneficial transactions.

Aug-18

$1.27

Nov-18

on Asset Insight’s scale of 1.00 (lowest) to 5.00 (highest), older aircraft are likely to experience even greater downward valuation pressure.

$ Millions

$2.90

Oct-18

Jul-19

Jun-19

May-19

Apr-19

Mar-19

Jan-19

Feb-19

Dec-18

Nov-18

Oct-18

Sep-18

Turboprops regained their leadership position by posting the lowest (best) ETP Ratio at 56.9% (although for the second consecutive month the figure represented this group’s highest (worst) Ratio).

Large Jets were next at 58.5%, a substantive worsening over June’s 52.5%.

Small Jets followed at 71.5% from June’s 68.8%.

Medium Jets posted 77.3%, equating to the group’s average figure over the past twelve months.

Ask Price vs. Maintenance Exposure

5.300

Jan-19

• •

$3.10

5.400

Dec-18

•

$11.1

$3.20

Nov-18

•

5.500

$3.30

Aug-18

$10.0

$3.40

5.556

Aug-18

$11.0

5.600

Oct-18

$3.36

$3.50

Sep-18

$12.0

www.AVBUYER.com

MarketIndicators Aug19.qxp_Layout 1 20/08/2019 10:07 Page 9

AVBUYER.com Tony Kioussis is president of Asset Insight.

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

Small Jets Ask Price vs. Maintenance Exposure

Asset Quality Rating

$ Millions

Scale -2.500 to 10.000

$0.85

$1.95

$0.75

$1.85

5.400

5.110

$0.75

Maintenance Exposure rose (worsened) 0.8%, it’s not surprising to see Medium Jet Ask Prices fall 2.1% in July.

What is surprising is the group’s ability to maintain an 8.8% Ask Price improvement since December.

Small Jets: The group’s tracked inventory increased by two units in July, but that marks a staggering 71 unit (15%) increase since December. Ask Prices, not surprisingly, dropped 4.2% in July to post the group’s 12-month low figure, while asset quality receded for the third consecutive month (nearly 5% over the past 90 days) and Maintenance Exposure rose (worsened) slightly.

There are good bargains available within this group, but many Small Jets are bordering on ancient, so caution is advised not to confuse low price with good value.

Outstanding Excellent 5.500 5.250 or to Greater 5.499

Turboprops

www.AVBUYER.com

$0.70

5.200

$0.65

5.100

Jun-19

May-19

Apr-19

Below Average Average 4.500 Less to than 4.749 4.500

5.000

4.900

Jul-19

Jun-19

May-19

Apr-19

Mar-19

Feb-19

4.700

Jan-19

$0.50

4.814

Dec-18

4.800 Oct-18

$0.55

Sep-18

Jul-19

Jun-19

May-19

Apr-19

Mar-19

Feb-19

Jan-19

Dec-18

Nov-18

Oct-18

Sep-18

$1.40

Aug-18

$1.44

Good 4.750 to 4.999

Scale -2.500 to 10.000

$0.60 $1.45

Very Good 5.000 to 5.249

Asset Quality Rating

Aug-18

$0.64 $1.50

Mar-19

Asset Quality Rating Key

$ Millions

$1.55

Feb-19



Nov-18

Ask Price vs. Maintenance Exposure

Jan-19

have decreased every month save one since November, hit a record low figure in July, as higher quality, pricier aircraft were the ones that transacted.

Having said that, asset quality and Maintenance Exposure both improved in July, 0.6% and 2.1%, respectively, but the price drop created a record-high ETP Ratio that will be difficult for sellers of older, lower quality units to overcome relative to Days on Market. We strongly advise such sellers to carefully consider each and every offer.

MI www.assetinsight.com page 50

Asset Insight analytics (www.assetinsight.com)

Turboprops: If Asset you don’t believe that higher quality assets are the Insight analytics (www.assetinsight.com) ones transacting, all you need to do is look at July’s Turboprop figures. Inventory increased by 10 units, yet our tracked fleet’s availability is down 13 units (4.6%) YTD, and Ask Prices, which

Dec-18

Nov-18

Oct-18

5.000

Sep-18

$0.65

Aug-18

Jul-19

Jun-19

May-19

Apr-19

Mar-19

Jan-19

Feb-19

Dec-18

Nov-18

Oct-18

Sep-18

Aug-18

$1.71

Jul-19

5.200

$1.75 $1.65

5.600

AVBUYER MAGAZINE Vol 23 Issue 9 2019

45

2 0 0 2 Fa l co n 2 0 0 0 s /n 1 70

AIRCRAFT SALES & ACQUISITIONS

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8/5/2019 1:47:11 PM

1st Source February.qxp_Layout 1 16/07/2019 11:46 Page 1

MarketIndicators Aug19.qxp_Layout 1 20/08/2019 10:08 Page 10

MARKET INDICATORS

Q2 2019 GAMA Shipment Analysis The General Aviation Manufacturers Association issued its Q2 2019 shipment report depicting mixed results for aircraft OEMs. Both the jet and piston markets continued the upward surge that began in 2018 but turboprops faltered.

Mike Potts analyses…

The latest GAMA Shipment Report represents a disappointment in the wake of two consecutive reports when all three aircraft segments were ahead of their prior year numbers.

• • •

Piston products led the increase with a H1 2019 gain of 15.2% over H1 2018 (567 deliveries in the first six months of 2019 versus 492 in 2018).

Turboprops lagged with 233 deliveries as reported by GAMA, down from 263 a year ago (-11.4%).

Business jets totaled 316 units, up from 281 last year. That’s a gain of 12.5%.

It looks like we could be heading for a banner year in jet deliveries, with the market on pace to equal – perhaps even exceed – 2014, which was the best year in the jet market since 2010.

GAMA released its half-year number without the input of three of its member companies including Dassault and Extra who had not reported at the time of press.

The Jet Market

Looking at the specifics of the business jet market we see a segment that is flourishing. Of 10 jet OEMs reporting to GAMA this quarter all but one had results equal to or better than their Q2 2018 results. Eight were equal to or ahead for H1 2019.

Not too surprisingly the market leaders in the jet segment remained unchanged: Textron’s Cessna unit held a strong lead, followed by Gulfstream in second place and Bombardier trailing close behind. Cessna finished H1 with 90 deliveries, up 50 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

7.14% from the 84 reported in H1 2018. The company’s Q2 performance was down slightly at 46 units compared with 48 deliveries reported in Q2 2018.

Included in Cessna’s total were 27 units of its new Latitude model, which was far and away the largest selling business jet model. (Second in unit deliveries was Embraer’s Phenom 300 with 21, followed by the Hondajet at 17.)

The increased tendency of some companies to group delivery figures together among similar models makes it difficult to determine all individual results. It is possible that Bombardier’s strong-selling Challenger 350 may have outsold the Hondajet. Regardless, clearly the market for Mid-size Jets continues to be as strong as for Entry Level models.

Second-placed Gulfstream reported a strong performance with 65 units in H1 2019, up from 52 a year ago (a gain of 25%).

Gulfstream’s Q2 numbers were similarly improved at 31 units, up from 26 (+19.23%).

Bombardier, in third spot, was ahead for Q2 with 35 units in Q2 2019, up from 34 in 2018, a modest gain of ~3%. The H1 2019 performance trailed the prior year, though, at 59 units compared with 65 the year before.

Embraer finished the half-year in fourth place with 36 units, narrowly beating out surging Cirrus which reported 31. Both Embraer and Cirrus were ahead of their 2018 totals with the Brazilian company up 16.13% from 31 while Chinese-owned Cirrus improved by 24% over its H1 2018 total of 25.

For just Q2, Embraer was up 25% from 20 units to 25 in 2019 while Cirrus gained 13.33% from 15 units to 17.

The battle for sixth and seventh positions was also hotly contested with Honda edging out Pilatus by a single unit at 17 to 16. For Honda it meant matching its prior year H1 total while Pilatus was strongly ahead of the three units it had a year ago.

In Q2 alone Honda was up 100% from five units to 10. Pilatus had 11 in the same period, up from one the year before.

When Dassault does report the OEM will likely finish www.AVBUYER.com

MarketIndicators Aug19.qxp_Layout 1 20/08/2019 10:09 Page 11

AVBUYER.com

somewhere between sixth and eighth place. Over the last three years Dassault reported 15, 15 and 17 units for H1, and is likely to be in this range again in 2019. The addition of Dassault’s deliveries will push the half-year jet total to around 330, making it yet more likely that 2019 will turn out to be the best year for jet deliveries since 2011.

The remainder of the jet market is almost inconsequential.

Airbus is in ninth position with two deliveries. Bringing up the rear are Boeing and One, neither of which have reported any deliveries this year.

The Turboprop Market

Even as the jet market is surging the turboprop segment appears to have encountered a roadblock. While the individual jet companies are mostly surging or at least matching their last year’s performance, the turboprops are almost universally lagging.

For H1, seven of the nine turboprop companies are in negative numbers compared with a year ago. One is even and only one is ahead of last year. Pacific Aero has yet to report. For just Q2 the results are similarly grim, with six behind, two even and only one reporting a gain. Moreover the softness in the turboprop market is affecting some of the market leaders.

In fairness, the turboprop market has been soft for the last five years with unit deliveries in the 415 to 430 range throughout the period. The exception was 2017 when totals sagged to just 387. The peak year was 2016 when deliveries reached 431.

Q1 2019 was comparatively strong for turboprops, with 80 deliveries, up from 71 the year before (+12.68%). Q2 2019 results, which totaled 79 deliveries, may be a market reaction, or perhaps a slight correction to what may have been a Q1 surge.

(These figures represent actual business turboprop aircraft deliveries, with the agricultural products from AirTractor and Thrush removed. GAMA doesn’t publish these numbers, preferring to group the business and agricultural aircraft together.)

Business turboprop deliveries totaled 159 units for H1 2019. www.AVBUYER.com

This compares with 176 during H1 2018, which puts the market down 9.66%. The reduction was almost entirely in Q2, when totals dropped from 103 to 79.

Textron’s Beechcraft unit, the perennial leader of the turboprop market for decades, is no longer the undisputed champion. For H1 2019 Beechcraft tied with Textron’s Cessna unit with 39 units each.

The Beechcraft totals are down from 41 a year ago while Cessna’s numbers are up from 36 last year (8.33%). Cessna was the only turboprop market to show a gain YTD. For just Q1, Beechcraft had 16 (down from 23), while Cessna had 18 (down from 24).

In third place and not all that far behind is Pilatus, with 31 units YTD, matching its H1 2018 total. For just Q2 Pilatus was also even, with 19 in 2019 and 2018. Daher is in fourth place in the turboprop segment with 19 units for H1 2019, down from 22 last year. For Q2 Pilatus is also down, from 14 units to 11 units.

Fifth place was close with Piper edging out Quest by 14 units to 13. Piper was down fairly significantly from 23 units a year ago while Quest was down by a single unit from 14. For Q2 Piper was off from 13 units to seven while Quest was off from seven to six.

The remaining three turboprop companies make up a tiny fraction of the market. Pacific Aero had two deliveries in Q1 and Q2. Piaggio reported two units compared with three a year ago. And finally, AVIC reported no turboprop deliveries in H1 2019 or H1 2018.

MI www.gama.aero ❙

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

AVBUYER MAGAZINE Vol 23 Issue 9 2019

51

Freestream August.qxp 15/07/2019 16:22 Page 1

2006 Gulfstream G550 S/N:5112. Airframe Total Time: 3,860 hrs. Aircraft Total Cycles: 1588 cycles

2017 Gulfstream G650ER Airframe Total Time: 245.9 hrs. Aircraft Total Cycles: 77 cycles

2009 Gulfstream G450 S/N: 4170. Airframe Total Time: 1962.9 hrs. Aircraft Total Cycles: 941 cycles

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Freestream August.qxp 15/07/2019 16:22 Page 2

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

2011 Gulfstream G550. Airframe Total Time: 1540 hrs. Aircraft Total Cycles: 717 cycles. EASA Compliant

2009 Boeing BBJ Airframe Total Time: 2,925. Aircraft Total Cycles: 886 cycles FREESTREAM AIRCRAFT LIMITED

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Jetnet Sept19.qxp_Layout 1 19/08/2019 16:06 Page 1

JETNET >>KNOW MORE

What Were the JETNET iQ Summit Highlights?

(Part 2 of 2)

2019 marked the ninth year of the JETNET iQ Summit. Mike Chase details

some of the highlights in his latest JETNET >>KNOW MORE industry review… ore than 150 attendees, panelists and moderators were present for the recent JETNET iQ summit, and the on-going theme of this years’ event was ‘Igniting ideas, provoking change!’

The JETNET iQ Summit is an annual event featuring speakers and panelists representing a virtual ‘Who’s Who’ of Business Aviation; experts with unique perspectives on the industry’s present and future. Among those selected for the 2019 summit were analysts, bankers, brokers, wealth consultants, attorneys, sales and marketing leaders, and C-level executives.

During this year’s summit JETNET unveiled the 2019 JETNET iQ Market Report book, an in-depth report providing crucial insights from the most recent JETNET iQ research, surveys, and quarterly State of the Industry reports. To order copy, visit www.jetnet.com/research/reports/.

M

About the Agenda…

The 2019 Summit had ten sessions that ran one hour each with one moderator and at least three panelists in each session. Last month we looked at the first five sessions, detailing the main take-aways from each. Following, we highlight the key points to come from the final five sessions.

56 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

6. Aircraft OEMs

Moderator: Brian Proctor, Mente Group/IADA Panelists: Michael Amalfitano, Embraer Executive Jets; Scott Neal, Gulfstream Aerospace; Jean Rosanvallon, Dassault Falcon Jet.

What Were the Main Takeaways?

•

While no presentation was made, this session was a group discussion covering a number of topics with several points of interest emerging: - The Book-to-Bill Ratio is more than 1 to 1 with strong demand in 2019 expected.

- Too many new aircraft are being offered, but the outlook for new aircraft in 2019 is good.

- The business jet market is challenging and there are many headwinds to face at present.

- SAJF has been in use for a while and there is an increasing awareness of the alternative fuel type today.

- The trade wars that are so prominent in the news at present are considered a short-term issue, and China and the Far East are expected to rebound. www.AVBUYER.com

Jetnet Sept19.qxp_Layout 1 21/08/2019 08:47 Page 2

AVBUYER.com

Vincent Esposito Tribute During the JETNET iQ Summit, Paul Cardarelli provided a wonderful presentation about Vincent Esposito from the start-up days to present. Vincent passed away in January 2019 at his home in Santa Barbara, California.

Along with his brother Tony Esposito, JETNET’s executive vice president, Vincent helped grow JETNET from a small aircraft listing service to a worldwide aviation intelligence powerhouse. “He kept our focus on growing JETNET’s research base, expanding our markets

Keynote Lunch Speaker

At this year’s summit was Bill Boisture, chairman of Global Jet Capital. Mr. Boisture has held senior leadership positions at Gulfstream Aerospace, NetJets and Hawker Beechcraft Corporation. His presentation offered several interesting perspectives on Business Aviation, including: • Infrastructure and flexible access are a requirement for market growth and sustainability.

• We are only at the start of the impact of social media, handheld access and the charter aggregation technology/business model.

• Industry consolidation will continue inexorably and barriers to entry will strengthen.

• The supersonic stratosphere and near-space transport concepts intrigue us all – but will not be exempt from high development/certification costs.

7. Aircraft and Engine OEMs

9. Aircraft Sales and Values

Moderator: Tony Kioussis, Asset Insight LLC Panelists: Janine Iannarelli, Par Avion Ltd; Chris Miller, Shearwater Aero Capital; Rudy Tenore, Aeronautical Systems/V2 Aviation Consultants LLC.

What Were the Main Takeaways?

• • •

•

Moderator: Bill Garvey, B&CA Magazine Panelists: Nivine Kallab, Pratt & Whitney Canada; Mark Masluch, Bombardier; Dave Rosenberg, Textron Aviation.

What Were the Main Takeaways?

•

While no presentation was made, this session was a group discussion covering a number of topics with several points of interest emerging: - Currently, 40 business jet models are in production from eight manufacturers.

- A consolidation of airframe and engine manufacturers will likely happen in the future as a result of less demand especially from the Small and Medium Jet market segments.

- Over 70% of the demand is in the Large Cabin market sector - but that is becoming very crowded.

What Were the Main Takeaways?

•

• •

Your brand is a value or experience your customers can expect to receive every single time they interact with your company.

Be Authentic and never forget this is a relationship business.

Use of Video: Sight, Sound and Motion is a very exciting marketing tool with continued usage of various channels of digital, direct mail and social media.

www.AVBUYER.com

Ten years into post-recession recovery there is a lot of overcrowding in the business jet market, with jets of a similar ilk overlapping, and fewer competitive differences.

There are no more 100% loans. Many banks exited Business Aviation in the post-recession period.

Remaining banks and financial institutions restructured loans with a focus on new aircraft financing. Little, if any, used aircraft financing was provided, allowing banks to hold more equity in loans.

Many small and mid-sized companies left Business Aviation over the past 10 years, while others deferred replacement of their business jets from an average five years to seven or more with the hope of recovering a non-existent increase in pricing.

10. Voices of Customers

Moderator: Ford von Weise, Citi Private Bank Panelists: Ed Kilkeary, Sr., LJ Aviation; Marshall Myles, Skyservice Business Aviation; Juergen Wiese, BMW Flight Service/EBAA.

What Were the Main Takeaways?

•

• •

8. Industry Marketing Insights and Branding

Moderator: Rollie Vincent, JETNET iQ Panelists: Tom Aniello, Pilatus Business Aircraft; Andrew Farrant, Global Jet Capital; Jeannine Haas, Gulfstream Aerospace.

and products, embracing new technologies and allowing us to thrive,” reflected Cardarelli.

“Vincent brought a steady hand and great vision to JETNET, steering the firm to phenomenal growth, both domestically and internationally. He supported and encouraged his management team to constantly innovate and think ahead. The entire JETNET team will continue to honor and grow his legacy under the strong leadership of Tony Esposito,” he concluded.

•

Customers focus on cabin interiors, especially WiFi connections.

More ambassadors are needed to tackle the negative perception of aviation.

In terms of maintaining aircraft: o Engine programs are necessary; o A shortage of hangars (in Canada) is problematic; o Labor rates are rising; o The cost of entertainment systems in older aircraft are very expensive.

What can OEMs provide their customers in the future? o Higher speed; o Autonomous flying; o Ease of purchase.

In Summary

The 2019 Summit achieved its goal to inform and enlighten attendees. If you didn’t attend this year’s event, set a reminder in your diary to attend next year’s event.

MI More information from www.jetnet.com ❙ AVBUYER MAGAZINE Issue 9 2019

57

Buying&Selling 1 July.qxp_Finance 19/08/2019 15:47 Page 1

BUYING & SELLING AIRCRAFT

Buying a Jet? The Costs you may not Have Considered…

What are some of the hidden costs that could impact the unwary business aircraft buyer? What are the best things to do to minimize the risks?

Dave Higdon asks OGARAJETS’ Johnny Foster for his best advice… n aviation, the best surprise is no surprise.

The line applies to weather, flight plans, instrument clearances, flights...and even to buying private jets. Yet the purchase of a used business aircraft, done properly and wisely, should present no surprises.

Professionally performed title search and escrow services generally assure the buyer that any hidden liens or other potentially costly surprises come to the attention of the would-be buyer ahead of the transaction closing.

Similarly, the very raison d'être for the PrePurchase Inspection – examining the logbooks, maintenance records, airworthiness directives and

I

58 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

the ownership history of an aircraft – is to avoid such surprises as unresolved Airworthiness Directives (ADs), tardy or deferred maintenance and expensive, encumbering liens. Still, however, the occasional surprise happens...

Sometimes they happen when something is not properly logged. Occasionally they happen with no warning. And sometimes the surprise occurs because time ran out on an inspection or Airworthiness Directive (AD). Every now and again, the surprise arises because a guarded seller hopes they won't draw notice in the standard processes.

And as complex as modern business turbine aircraft are, there are literally thousands of ways www.AVBUYER.com

w

Buying&Selling 1 July.qxp_Finance 19/08/2019 15:47 Page 2

AVBUYER.com

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

Contact him via Dave@avbuyer.com

something can fail, time out or reach a wear limit before becoming an obvious issue. But as OGARAJETS' Johnny Foster observes, the highest probability of surprise costs come not from mechanical or hardware aspects of the aircraft, but instead are hidden in the complex and voluminous paperwork accompanying a transaction.

“Interestingly, all of these are almost completely avoidable with proper due diligence,” Foster explains. “Engaging a professional team to protect your interest will pay for itself multiple times over the investment in their services.”

Beware Undecipherable Paperwork

Foster observed that more risks hide in the contracts and documents than in the physical state and logs of an aircraft subjected to the detailed, albeit invasive, pre-purchase inspection process.

“The ‘Number One’ hidden and most significant cost could be the one buried in a back-to-back transaction,” Foster explains.

“When a buyer doesn’t deal directly with the www.AVBUYER.com

owner (or through their engaged broker), at least one – and oftentimes – multiple other parties are making spreads while adding little or no value to the transaction process, and often increasing risks,” he warns.

This sometimes occurs when an inexperienced buyer relies on multiple go-betweens, or when the people handling the transaction conveniently forget to mention or document an issue which is something Foster emphasizes continues to happen with unwelcome frequency. “The lack of transparency in our industry remains shocking to me.”

It's here that the value of services by ethical, experienced professionals often far outweighs their costs, he noted. “Buyers and sellers need to employ trusted teams to protect their interests.

Otherwise, they leave themselves exposed to significant costs and risks.”

Before engaging a broker to represent your interests, you should expect to see references from previous clients.



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BUYING & SELLING AIRCRAFT

Avoid the Bargain Basement Pre-Purchase Inspection

Everybody wants to save money wherever they can. But saving money on the process of buying a business jet may be the worst place to try to trim costs, as Foster – and many other brokers and dealers – attest.

“A cursory or light pre-purchase inspection adds very little value to the buyer – other than shortening the time to close,” he explains. A cutrate pre-purchase may hold appeal for the buyer in a rush – or the seller with an aircraft plagued by some unwelcome hidden issues. But shortcuts in aviation seldom pass without heightened risk.

“Under such a scenario, the buyer assumes significant risks related to incomplete logs and records, inoperative systems, etc.,” Foster elaborates. “Typically, the relatively little saved in purchase price is eclipsed by costs related to future failures and loss of use.”

Bite the bullet – hire the best, ask for the best, take the time and never live with the uncomfortable question, ‘What could that bargain pre-purchase inspection have missed?’

Uncover the Hidden Dangers

Foster cited a prime example of how a bargain prepurchase inspection may be no bargain at all: Undiscovered corrosion. “Corrosion, especially prevalent in aging aircraft and many based or operated in saline environments, is a significant concern,” he warned. “Remediation is usually a significant undertaking of time and dollars.”

Some corrosion manifests itself on surfaces easily seen and accessed. The presence of visible surface corrosion, however, may be a harbinger of deeper laying problems. Hence the need for a deep, invasive inspection to root out corrosion in places seldom seen.

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requiring a visual visit – whether with a mirror and flashlight or a remotely controlled scope threaded into the wings, tail surfaces, ailerons, flaps and elevator.

While remediation is possible, Foster stresses such work should be considered a temporary cure.

“Once present, corrosion is rarely cured,” he said.

“It’s always then present, and it’s not a matter of if, but rather when it will return.”

If corrosion is discovered, it becomes a matter for discussion between the would-be buyer and the professional performing the inspection: • • •

How bad is the corrosion now?

How difficult (expensive) is remediation and repair?

Is the condition severe enough to warrant making a new decision?

Better Disappointment Than Disintegration

Ultimately, you should never be afraid to walk away from a deal. As one Wichita-based aircraft inspector observed, “it’s better to be disappointed than to be let down by a structural failure brought on by an unaddressed problem.”

Whether structural damage from corrosion, a powerplant past its hot-section inspection date or incomplete paperwork, the industry agrees: It’s better to walk away than be let down later because of issues masked by a shallow pre-purchase inspection, or paperwork hiding a financially expensive secret.

“There's always another airplane,” one aircraft broker observed. “There's only one of you, your colleagues, your family or friends. Thirty-five thousand feet is no place for buyer's remorse – or worse.”

And as Johnny Foster noted, “Caveat Emptor...control your destiny or someone else will!” ❙ More information from www.ogarajets.com

www.AVBUYER.com

Jeteffect 8 September.qxp 21/08/2019 10:56 Page 1

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

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

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Buying&Selling 2.qxp_Finance 19/08/2019 15:30 Page 1

BUYING & SELLING AIRCRAFT

What is an Aircraft Broker?

It may seem like a simple enough question, but a lack of clarity does still exist over what distinguishes aircraft brokers from aircraft dealers.

What exactly is a business aircraft broker, and how can you choose the right one for your needs? Jet Tolbert discusses… n aircraft broker is a person or company who works with buyers and sellers of business jets or turboprops, along with their team of representatives, to complete the sale of an aircraft.

Usually they’re involved in the process from the initial discussions through to the closing of a sale.

By contrast, an aircraft dealer buys the aircraft and sells it on to a buyer.

An aircraft sales representative who helps

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owners market and sell their aircraft could fall into one category of broker, while acquisition agents representing buyers might fall into a different category. Nonetheless, many experienced aircraft brokerages do both.

Whether you’re buying or selling a business jet or turboprop, you’ll naturally want the counsel of an expert in the market whose focus is on helping you achieve your goals, without any conflict of interest. www.AVBUYER.com

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

How to Choose an Aircraft Broker

Whether considering engaging the services of a broker or a dealer, buyers and sellers should seek references from previous clients of that dealer/broker to ensure they are a reputable firm.

Both buyer’s agents and seller’s agents should have a long and proven track record for negotiating the finer points of sale and purchase contracts, and provide credible references.

A good aircraft broker will wear many hats and be part psychologist, part pilot and part aircraft technician. That’s because they need to be able to manage the many personalities within the buyer’s team and seller’s team as well as the technical aspects throughout the aircraft sales process.

Choosing a highly qualified representative to navigate the process will help ensure a relatively turbulence-free process with lower exposure to additional costs and downtime.

An additional aspect of an aircraft brokerage that you should look for is the experience amassed working with other firms involved in aircraft sales www.AVBUYER.com

and acquisitions. This should further promote efficient and transparent dealings.

What Does an Aircraft Broker Do?

When considering what you can expect a broker to do, we need to consider the selling and buying processes separately…

The Seller’s Broker: There’s far more to selling a jet than having a broker place the adverts and handing off potential buyers to the seller. The seller’s broker should have the expertise to know what buyers are looking for in a jet; to know where to find those buyers; and how to extract the best price for your aircraft.

The seller’s broker should accurately value your aircraft and have an in-depth understanding of how it relates to recent sales and comparable aircraft currently on the market. In short, they’ll be able to make a strong value proposition for your aircraft while actively locating buyers.

Moreover, they will advise on any offers received

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“This ultimately will help ensure that the best purchase is achieved for the buyer without risking the deal.” and the contract process regarding the price and the terms relevant to your exposure and cost throughout the process.

A head for mechanics will also be necessary for the seller’s broker in order to stay ahead of the buyer’s inspection while also presenting a pragmatic perspective to the buyer of what they can expect from the inspection process.

Better still, the seller’s broker will be a physical presence at key points throughout the process, providing oversight from the initial discussions all the way through to closing.

The Buyer’s Broker: Able to listen to your needs and wants from the initial consultation through to aircraft selection and closing, without bias or conflicts of interest, the buyer’s broker will provide expert consultation to assist in the decision-making process for a certain type of aircraft. They will then drill into the market to identify all relevant aircraft for sale (on or off the market), including those that are new to market or are scheduled to come to market.

A good buyer’s broker will discuss all available aircraft with the buyer to help establish a shortlist of candidates. Ideally the buyer’s broker will have extensive experience on the seller’s side, too, enabling them to understand what sellers are looking for, and what could send out the wrong signals from the buyer’s side of the deal. This ultimately will help ensure that the best purchase is achieved for the buyer without risking the deal.

In Summary

It’s important to understand not only what an aircraft broker is, but what they do – and how to select the right one to represent you in a purchase or sale. It’s hoped the preceding article will provide you with a starting point for selecting the right person to act as your trusted broker and partner in your next aircraft transaction.

Happy shopping! ❙ More information from www.americanaircraftsales.com

Make More Informed Buying Decisions - with AvBuyer 68 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

www.AVBUYER.com

The Private Jet Company September.qxp_Layout 1 21/08/2019 11:03 Page 1

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Rolls Royce September.qxp_Empyrean 21/08/2019 11:02 Page 1

Sponsored Column

A Guide to your Next CorporateCare® Transfer Purchasing or selling an aircraft can be complex.

For buyers, one complication is deciding whether to close out or transfer the applicable aftermarket coverage programs – as these may differ from one manufacturer to another.

To simplify things, CorporateCare® includes zero transfer fees and keeps you covered during the transfer process.

To transfer your (or your client’s) Rolls-Royce CorporateCare engine coverage, the first step is to reconcile and close out the seller’s CorporateCare account. To ensure the seller’s account is current, and that the buyer is protected from owing any funds incurred during the time prior to their ownership, this must be completed before the transfer contract can be drafted for the buyer.

Once the seller knows both the confirmed sale date and final engine times, he or she will need to submit a CorporateCare Schedule 1 form. This notifies Rolls-Royce of the sale. Upon receipt, Rolls-Royce will go through financial due diligence to ensure everything is in order. Then, the seller’s account will be closed.

Note: with CorporateCare, the buyer does not “take over” the seller’s contract. However, the value the seller has paid into the program transfers with the aircraft. This means the coverage is 100% portable and no transfer fees apply.

If your transaction includes a BR725 or BR710 engine that has not yet been upgraded to our new, industryleading CorporateCare Enhanced standard of coverage, the buyer will have the option to upgrade coverage at the time of transfer. And AE 3007 or Tay series engines include CorporateCare Enhanced as the standard coverage.

We’ll always aim to make the process as simple as possible.

But rest assured: Rolls-Royce will continue to provide engine coverage while this process is finalized.

Any questions? Contact your nearest Rolls-Royce representative.

Upon closure of the seller’s account, a CorporateCare Sales Director will reach out to the buyer to raise a new contract.

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www.AVBUYER.com

It’s time to consider CorporateCare® Enhanced.

We offer customers the industry’s most comprehensive global services network and leading edge digital tools, all focused on getting you to your destination as planned.

For more information, email corporate.care@rolls-royce.com The future. Rolls-Royce.

Ownership 1.qxp_Finance 19/08/2019 15:23 Page 1

OWNERSHIP

Four Cost Myths for (Commercial) Helicopter Operators David Wyndham addresses some common misunderstandings and mistakes he encounters regarding helicopter ownership. What are some leading myths and realities rotorcraft operators should be clear about? Find out here…

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reviously, we looked at three myths about aircraft ownership. Much of what was discussed applies to all aircraft types but this time the focus is specifically on helicopter operations.

While a couple of the myths have been ‘borrowed’ from the previous article, we approach things here from the perspective of the smaller commercial helicopter operator.

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Myth 1: You Can Make Money by Chartering your Helicopter

This is not really a complete myth for a commercial helicopter operator. One caution, however, does copy over from last month: The break-even point can be quite high.

The issue, that many helicopter operators have, is that they face a lot of competition, and with that competition comes some highly competitive pricing. Current market prices would require high utilization for an owner to achieve profitability. So, www.AVBUYER.com

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

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

there isn’t a lot of extra cash to reserve for future costs or unexpected expenses unless you’re able to fly a lot of charter hours.

Myth 2: You Should Focus on Acquisition Cost Only

If you’re looking to buy a light single-engine turbine helicopter and selecting it solely on price, you do not have enough information to make a qualified buying decision. As an example, which of the two models below would you choose?

• •

A six-year-old helicopter with 1,500 hours for $1,680,000 A 12-year-old helicopter with 3,000 hours for $1,380,000

Initially, it seems like you would save $300,000 if you acquire the older model. But once you consider the residual value at resale after five years of operation, the older helicopter actually costs www.AVBUYER.com

approximately $100,000 more to own and operate.

This can be attributed (in part) to maintenance costs, tax depreciation and adjusting the resale value based on the maintenance status at the time of sale. Moreover, both helicopters also had negative cash flows in three of the five years (as addressed below).

Myth 3: Operating Costs are Consistent, so Budgeting is Easy… Isn’t it…?

Helicopter maintenance costs are cyclical. There are many different intervals for inspections, component overhauls, Life-Limited Parts and retirement items, however. While the basic inspection intervals may be 100 and 300 hours, there are several components with overhauls at different, but still very close, intervals.

For example, there are three components with overhaul intervals at 2,250 hours, 2,400 hours and 2,500 hours. Completing these on time would result in taking the helicopter off the schedule

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three times. However, performing them all together at 2,250 hours would increase your costs.

Some of the longer-term costs, such as replacing rotorblades and engine overhauls, can lure an operator into a false sense of security. And this brings us on to Myth #4…

Myth 4: If I Ignore the Long-Terms Costs, I’ll Figure Out how to Make it Pay…

The total cost to own and operate our two representative light single-engine turbine helicopters (above) works out at approximately $800,000 over five years.

As mentioned under Myth 2, using typical charter rates for basic commercial work (i.e., not firefighting or EMS), both had negative cash flows in three of the five years. It took close to 1,000 charter hours per year to derive enough revenue to cover all the expenses in each year.

As implied in Myth 3, some operators don’t always budget for the longer-term high-cost items, such as rotorblade replacements and engine overhauls. Therefore, those operators may not have the cash available when it’s due.

Given the sometimes brutally competitive commercial rates, operators may make minimal profit just covering the routine expenses. With an unscheduled engine removal, tear down and replacement of internal components, there may not be money in the bank to pay the expense, however. This is especially true for smaller commercial operators who can’t afford to have a

significant percentage of their ‘fleet’ grounded.

Guaranteed hourly maintenance plans will even out the costs and protect against the unscheduled repairs. However, many small commercial operators cannot afford the up-front accruals. They would rather figure out how to pay $200,000 in repairs and then overhaul expenses two years down the line, instead of paying $100 per hour for every hour they’re flying in the meantime.

Some may plan to replace their helicopter before the next major maintenance event. The upside is they can maintain high utilization and avoid lengthy downtime for repairs or overhauls.

The downside is that they will take a significant reduction in the resale value when it’s time to sell since the buyer would be inheriting significant maintenance costs soon after purchase.

Many of these hits have an outsize effect on the smaller commercial helicopter operator: Larger operators can better absorb the costs, because they have enough helicopters in service to allow for a small number to be out of service at any one time while still meeting their commitments.

Regardless, operating helicopters in commercial operations requires careful budgeting, cost control, and great marketing skills to acquire and keep customers.

The flying is fun, challenging, and varies from job to job. But you’d better have a handle on your costs, or the fun won’t last long…

More information from www.conklindd.com T

AvBuyer - Read by Aircraft Owners Throughout the World 76 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

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Boutsen September.qxp_Layout 1 19/08/2019 14:20 Page 1

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Corporate Concepts 1 September.qxp 22/08/2019 09:52 Page 1

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

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

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

Also Available – Phenom 300, VIP DC8-72, Lockwood Aircam Wanted – Falcon 900EX EASy, Challenger 604, Citation CJ 2 or CJ3

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Corporate Concepts 2 September.qxp 22/08/2019 09:56 Page 1

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Dennis Blackburn +1.832.647.7581 blackburn@flycci.com

Larry Wright +1.704.906.3755 lwright@flycci.com

Chris Zarnik +1.919.264.6212 czarnik@flycci.com

Ownership 2.qxp_Finance 19/08/2019 15:13 Page 1

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

Contact him via jeremy@jetvaluesjeremy.com

Get the Most from Your Onsite Airplane Audit Why do you need an onsite audit/inspection for your business jet?

How will it help establish a true value for the aircraft? Jeremy Cox elaborates on the intricacies… here are a multitude of reasons why an appraiser is engaged to perform an on-site inspection and audit, providing an assessment of your aircraft’s current status and condition. These include:

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• • • • • •

Fair Market Value Appraisal; Diminution; Pre-purchase/Pre-acquisition; Pre-lease/During-lease/Exit; To satisfy investors; To satisfy a bank or finance institution that their asset is not being misused/mistreated.

-

The FAA’s definition of 'Audit' is: A systematic process for obtaining information and data, evaluating it objectively to determine the extent to which defined criteria are fulfilled.

The FAA’s definition for an ‘Inspection’ is: Activity to identify and assess operating conditions in accordance with a set of prescribed standards.

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From an appraisers’ perspective the on-site inspection/audit is a combination of both FAA definitions, with the understanding that an appraiser is not acting as a policeman. They’re there only to observe and assess the condition and status of an aircraft so that a determination of value can be accomplished.

An ‘Appraisal Audit’ is accomplished specifically as an assessment for value.

Audits: What are the Differences?

There’s a significant difference between the accuracy of a report that’s based on an on-site inspection/audit, versus a desktop audit where the appraiser never physically inspects the aircraft.

Extraordinary assumptions are ‘part of the course’ for appraisers (these are assignment-specific assumptions regarding uncertain information used in an analysis which, if found to be false, could alter the appraiser’s opinion or conclusions). But they are minimized when the appraiser gets to see the subject aircraft with their own eyes. www.AVBUYER.com

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Another difference often encountered by an appraiser is when they’re engaged to perform an inspection/audit on a fleet of aircraft versus a single subject aircraft. Fleet appraisals often require sampling, and extraordinary assumptions are inevitably made because many of the aircraft are simply not available for inspection within a reasonable amount of time.

The Importance of a Baseline

Before arriving on-site, appraisers need to establish a 'baseline', centered on the subject aircraft’s year model, hours and cycles. Recent specifications highlighting avionics, upgrades, major inspection dates/hours/cycles as well as paint and interior dates also help develop the baseline.

Onsite, however, the appraiser can quickly determine if the aircraft is above or below the baseline. The most effective way is to perform a survey of the current operating fleet and then extrapolate average hours per annum to www.AVBUYER.com

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determine what the baseline hours or cycles should be, as well as the expected standard equipment.

Rating an Aircraft

Virtually all ‘subjectivity’ is eliminated and replaced by ‘objectivity’ when a conditional rating system is utilized in the inspection of a subject aircraft. There are many different grading systems in use today (I use MS Excel to average my final rating for each area that my system covers).

For inspection/audit engagements for banks, leasing companies, investors and taxing entities it’s necessary to verify serial numbers of the ‘highvalue’ components.

Note: Even if the appraiser has the necessary maintenance certificates to make a logbook entry for the opening/closing of inspection covers and/or cowlings, involvement in the release for return to service of the subject aircraft may constitute a conflict of interest.

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“If the purpose of the inspection/audit is a part of an aircraft acquisition, it’s important for your onsite appraiser to obtain an accurate representation.”

Ultimately, you as the owner/operator should arrange for the aircraft to be opened and closed for the appraiser to record serial numbers.

What Will the Appraiser Look At?

Once the walk-around is complete it’s time to appraise the cockpit and peruse the Airplane Flight Manual (AFM) and Weight & Balance Manual (if separate). The AFM will usually include the following: • • • • •

The equipment list; Copies of FAA 337s and occasionally 8110-3s; Flight Manual Supplements; The most recent weight and balance report; Superseded weight and balance reports.

In my experience the Equipment List is rarely accurate as additional equipment and upgraded equipment items are added to the aircraft but not recorded. As an aircraft ages, receives upgrades, and/or has multiple changes of ownership, the needed data ends up requiring a potpourri of sources to be reviewed.

Once an appraiser’s engagement letter has been signed, the Airworthiness and Registration records can be ordered from the FAA. Again, it’s rare for these to include everything. As an example, an FAA 337 in the onsite aircraft records won’t be held on file in Oklahoma City if somebody overseeing the onsite records failed to send it…

A conscientious appraiser will also take very detailed photos of the instrument panels, side panels, circuit breaker panels, overhead panels and center console which can be matched up against what the paperwork claims.

When equipment lists and maintenance entries are incomplete, it may be necessary to resort to an 82 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

internet search of the equipment to confirm whether the images are identical to the equipment in the photos, thus providing identities, model numbers, and features.

Color-Matching the Interior

No matter how hard you try, getting the lighting right for the photography of your aircraft is virtually impossible where the accurate representation of the colors of the leathers and fabrics is concerned.

If the purpose of the inspection/audit is a part of an aircraft acquisition, it’s important for your onsite appraiser to obtain an accurate representation.

Tools do exist, including the SwatchMate Color Capturing Cube – a portable device that captures the color of any surface. Using Bluetooth, this can send the color data to a smartphone or into Photoshop, providing a digital color image that can be pasted directly into the report.

What Will the Logbooks Reveal?

When performing the logbook inspection, your auditor should be looking for hidden issues just as much as for the dates and times of expected events.

With the logbooks arranged in chronological order, the auditor should begin with airframe books, recording the start/end date, start/end hours, start/end cycles of each logbook — ensuring no gaps exist.

If long gaps are discovered between required inspections and maintenance (per the maintenance program specifications), these must be included in the report and factored for any impact on value.

Gaps are relatively simple to find for lighter aircraft (i.e. <12,500lbs) as annual inspections are required. As size increases so [usually] do the complexities of its maintenance program, making it www.AVBUYER.com

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imperative that you have an intimate knowledge of the maintenance/inspection schedule for the subject aircraft so you can be sure to identify if an event has been flown-through or missed entirely.

cases, an overhaul becomes necessary, ultimately killing the deal. Onsite inspection/audits can help you to avoid such situations.

What to do About Damage History…

Engine Service Programs for older powerplants have increasingly lost favor among operators, dramatically increasing the importance of an accurate audit of the engine logbooks.

Today it’s critical for your onsite auditor to build a detailed spreadsheet of all Life Limited Parts (LLPs) within the engines being appraised. This will help ascertain their actual value in the absence of an engine service plan.

When damage history is found or suspected as an entry within the logbooks, it’s essential for the auditor to have a discussion with the owner/operator and the repair agency that performed the work about the extent of the damage, and specific details of the necessary repairs performed.

Photographs from the damage event (immediately after it happened, during repair, and immediately prior to painting) will be invaluable to the appraiser.

Moreover, these conversations will make it possible to predict how this damage will fare in the future from value, durability or maintainability perspectives.

How About the Maintenance Service Program?

Knowledge of what maintenance service program the subject aircraft is enrolled on is also essential in determining market value.

Is the aircraft enrolled on an 'Operator Specific AAIP' or Extension Program? And what is required to remove the aircraft from the program for ownership to transfer smoothly to another operator?

Many a sales transaction has fallen apart because the authorization letter from the manufacturer to allow operation of an engine for a specific number of hours past its TBO interval can’t be transferred to another owner/operator. In such

Older Engines? What’s the Real Value?

What Not to Overlook…

Finally, it’s vital to be specific with your chosen appraiser when arranging for an onsite audit/inspection. What will and will not be included with the aircraft if the evaluation is required prior to placing it on the market?

The often-missed items can include headsets, EFBs, spare wheels, tires, brakes, carpets, rugrunners, covers, etc. And how about the tow-bars, ground service equipment, galley service items and restraining nets? Be sure to let your auditor know before their onsite visit.

In Summary

Ultimately, the benefits of having an onsite audit/inspection should be clear. There’s a minimum level of service you can expect from a well-qualified auditor who, given the necessary information and a clear communication, will ensure you receive a bespoke, accurate value for your aircraft whenever you need it. ❙ More information from https://jetvaluesjeremy.com/

AvBuyer - Read by Flight Departments Throughout the World www.AVBUYER.com

AVBUYER MAGAZINE Vol 23 Issue 9 2019

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AirCompAnalysis 19.qxp_ACAn 21/08/2019 11:26 Page 1

JET COMPARISON

Dassault Falcon 900LX

Large Jet Comparison: Dassault Falcon 900LX vs Embraer Legacy 650 How do Dassault’s Falcon 900LX and Embraer’s Legacy 650 compare?

What are the advantages that each model offers? Mike Chase analyses the performance of the two popular Large Jets…

ver the following paragraphs we’ll consider key productivity parameters (including payload, range, speed and cabin size) and the current market for the Dassault Falcon 900LX and Embraer Legacy 650. Both models were introduced to the market in 2010 shortly after the Great Recession. How have each fared on the market since?

O

Dassault Falcon 900LX

In 2007, Dassault announced the Falcon 900LX as an enhanced-performance version of the Falcon 900EX. Using three Honeywell TFE731-60 engines, the Falcon 900LX benefits from increased performance courtesy of its high-Mach blended winglets, designed by Aviation Partners.

Essentially, the winglets helped reduce net drag 84 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

on the 900LX, resulting in a 5-7% reduction in fuel burn over the 900EX. Time to climb is also reduced as compared to the 900EX, and the 900LX features the improved EASy II digital cockpit with the Honeywell Primus Epic system.

As of this writing, since entering service there have been 74 Dassault Falcon 900LXs shipped to customers around the world. All 74 are wholly owned. North America is home to the largest Falcon 900LX fleet percentage (65%), followed by Europe (26%). Together, they account for a combined 91% of the world’s total Falcon 900LX fleet.

Embraer Legacy 650

Announced at the 2009 NBAA Convention, the Legacy 650 is a longer-range version of the Legacy 600. It entered operation in 2010 but was only certified by the US FAA in February 2011. www.AVBUYER.com

w

AirCompAnalysis 19.qxp_ACAn 21/08/2019 12:08 Page 2

www.AVBUYER.com

HOW MANY

EXECUTIVE

SEATS

DASSAULT Falcon 900LX

(Manufactured between 2010-Present)

12

$34.0 Million (2017 Model)

vs.

EMBRAER Legacy 650

(Manufactured between 2010-2017)

13

$18.0 Million (2017 Model)

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

RUNWAY DO I NEED?

2000

2500

3000

HOW FAR

5,920

4000

CAN WE TAKE?

Dassault Falcon 900LX

4500

5000

5500

6000

WHAT’S THE

HOW MUCH

(Nautical Miles. 4 Pax)

4,695

3500

PAYLOAD

CAN WE GO?

Embraer Legacy 650 3,919

5,804

Embraer Legacy 650

(Balanced field length, ft)

Dassault Falcon 900LX

5,215

Dassault Falcon 900LX

(Lbs) 4,114

Embraer Legacy 650

4,938

LONG RANGE CRUISING SPEED?

(Knots)

Dassault Falcon 900LX Embraer Legacy 650

430 425

HOW MANY

HOW MANY

WHAT’S THE

OPERATION?

EACH MONTH?

PER HOUR?

UNITS IN 97

74

NEW/USED SOLD

1 (2.7%)

VARIABLE COST

<1 (6.2%) Dassault Falcon 900LX $3,311

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

www.AVBUYER.com

12-Month Average Figure

(% = Global Fleet For Sale)

Embraer Legacy 650

$3,436



AVBUYER MAGAZINE Vol 23 Issue 9 2019

85

AirCompAnalysis 19.qxp_ACAn 21/08/2019 12:53 Page 3

JET COMPARISON

AVBUYER.com

Table A - Payload & Range Comparison

As of this writing, there are 97 Embraer Legacy 650 business jets in operation – and, again, all 97 are whollyowned. Asia was home to the largest Embraer Legacy 650 fleet percentage (42%), followed by Europe (29%), and South America (15%) accounting for a combined 86% of the fleet.

Dassault Falcon 900LX Embraer Legacy 650

Payload & Range Comparison

49,000 53,572

20,905 20,600

MTOW (lb)

Max Fuel (lb)

Source: Conklin & de Decker; JETNET, LLC, B&CA

4,114

4,938

Max Payload (lb)

1,545

1,909

Avail Payload w/Max Fuel (lb)

1,312 1,334 1,334

3,790

3,076

Max Payload w/avail Fuel IFR Range (nm)

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

Table A (left) shows the Falcon 900LX’s ‘Available Payload with Maximum Fuel’ to be 1,545lbs., which is less than the 1,909lbs. offered by the Legacy 650.

Cabin Cross Section Comparison

Chart A - Cabin Comparison Dassault Falcon 900LX

Embraer Legacy 650

Source: UPCAST JETBOOK

Chart A (left) shows a cabin cross-section comparison of the Falcon 900LX and Legacy 650 (courtesy of UPCAST JETBOOK and Conklin & de Decker). As depicted, the Dassault Falcon 900LX has more cabin height and width when compared to the Legacy 650.

However, the Legacy 650 has a much greater cabin length (49.8ft) compared to the Falcon 900LX (33.2ft) which results in more cabin volume (1,656cu.ft) compared to the Falcon 900LX (1,270cu.ft).

Also depicted by our graphic, Embraer’s Legacy 650 had a dropped aisle, whereas the Falcon 900LX achieves its maximum height with a flat floor cabin.

Not shown, the Falcon 900LX has 127cu.ft internal baggage space compared to the Legacy 650’s 286cu.ft.

Range Comparison

Chart B - Range Comparison Falcon 900LX Legacy 650

4,695 nm (w/4 Pax) 3,919 nm (w/4 Pax)

As depicted in Chart B (left) using Teterboro, NJ as the origin point, the Dassault Falcon 900LX (4,695nm) shows more range coverage than the Embraer Legacy 650 (3,919nm) with four passengers.

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

Powerplant Details

Source: Chase & Associates

86 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

The Falcon 900LX is powered by three Honeywell TFE731-60 engines, each offering 5,000lbst. The Legacy 650 is powered by a pair of Rolls-Royce AE 3007A2 engines with 9,020lbst each.



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8

Leading Edge 8 to view September.qxp_Layout 1 21/08/2019 11:00 Page 1

2013 Challenger 300 s/n 20429

Delivered new w/ Proline 21 Advanced Avionics and Dual IRS, Engines & APU on MSP, L5 4G Wi-Fi, One Owner Since New

2013 Challenger 605 s/n 5942

10 Pax, Forward Galley, Always U.S. Owned w/ Fortune 500 Pedigree, ADS-B Out v2, ATG-5000 Gogo Biz Internet

2004 Falcon 2000EX s/n 26

Two U.S. Owners Since New, Nice Pain & Interior w/ 10 Pax Seating, Excellent Maintenance History

2008 Gulfstream G450 s/n 4098

Low Time 3,289 TTAF, Engines on RRCC, U.S. Owned & Registered Since New, FANS 1/A+, WAAS/LPV, ADS-B Out v2.

TCAS 7.1

2011 Challenger 605 s/n 5858

12 Pax Floorplan, One U.S. Owner since New, Operated & Maintained Part 135, ADS-B Out v2, FANS, TCAS 7.1

2005 Citation CJ2 s/n 525A-0242

Cessna Maintained, TAP Preferred, ADS-B Out w/ WAAS, UNS-1L , Based in Akron/Canton, Ohio (CAK)

2018 Gulfstream G500 s/n 72014

ONLY Pre-Owned G500 Immediately Available in the World, U.S. Registered, Engines on P&WC PurePower Premium, APU on MSP Gold

Falcon 900B Coming Soon!

AirCompAnalysis 19.qxp_ACAn 21/08/2019 12:54 Page 4

JET COMPARISON

Total Variable Cost Comparison

Chart C – Total Variable Cost Comparison Falcon 900LX

The ‘Total Variable Cost’ illustrated in Chart C, left (sourced from JETNET) is defined as the cost of fuel expense, maintenance labor expense, scheduled parts expense, and miscellaneous trip expense (hangar, crew and catering).

The total variable cost for the Falcon 900LX computes at $3,311/hour compared to the Legacy 650 at $3,436/hour.

$3,311

Legacy 650

$3,436

$0

$1,000

$2,000

$3,000

$4,000

US $ per hour

Aircraft Comparison Table

Source: JETNET

Table B - Market Comparison Dassault Falcon 900LX Embraer Legacy 650

430

425

Long Range Cruise Speed (Kts)

1,270 1,656

4,695 3,919

$34.0 $18.0 2017 2017

Cabin Volume Cu Ft

4 Pax w/Avail IFR Range (nm)

Used 2017 Vref Price $USm

74

2.7% 6.2%

97

% For Sale

In Operation

1

<1

Average New & Pre-owned Sold*

*Average Full Sale Transactions in the past 12 months; Source: Conklin de Decker, Vref, JETNET

Chart D - Maximum Scheduled Maintenance Equity Falcon 900LX

Table B (left) contains the used prices (per Vref) for a 2017 model Falcon 900LX and 2017 model Legacy 650, while the longrange cruise speed, cabin volumes and ranges are from B&CA and Conklin & de Decker. The number of aircraft in-operation, percentage for sale, and average sold are as reported by JETNET. The Falcon 900LX fleet had only 2.7% of its fleet for sale as of the end of July 2019, while the Legacy 650 had just 6.2% of its fleet for sale. The average number of new and used transactions (units sold) per month was one for the Falcon 900LX and less than one per month for the Legacy 650 over the previous 12 months.

Maximum Scheduled Maintenance Equity

Chart D and E (left & opposite) display the Falcon 900LX and Embraer Legacy 650 respectively. They depict (and project) the Maximum Maintenance Equity each jet has available based on its age.

•

Dassault Falcon 900LX Assumed Annual Utilization: 475 Flight Hours Average Maximum Maintenance Equity: $4,279,088 Pct of Avg Max Mtnc Equity vs. Aircraft Age 100%

•

Pct of Max Mtnc Equity

90%

80% 70% 60% 50% 40%

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

The percent of the Maximum Maintenance Equity that an average aircraft will have available, based on its age, assumes: - Average annual utilization of 475 flight hours (in the case of the Falcon 900LX) and 375 flight hours (in the case of the Legacy 650); and - All maintenance is completed when due.

30%

Depreciation Schedule

20%

1

2

3

4

5

6

7

Source: Asset Insight (www.assetinsight.com)

88 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

8

9

10

11

Aircraft Age (Years)

12

13

14

15

Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified www.AVBUYER.com

w

AirCompAnalysis 19.qxp_ACAn 21/08/2019 12:11 Page 5

AVBUYER.com

ď&#x20AC;š

www.AVBUYER.com

Chart E - Maximum Scheduled Maintenance Equity Embraer Legacy 650 Assumed Annual Utilization: 375 Flight Hours Average Maximum Maintenance Equity: $5,081,081 Pct of Avg Max Mtnc Equity vs. Aircraft Age 100%

Pct of Max Mtnc Equity

Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers can use accelerated depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period.

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

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

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

The US enacted the 2017 Tax Cuts & Jobs Act into law on December 22, 2017. Under the new Act, taxpayers may be able to deduct up to 100% of the cost of a new or pre-owned aircraft purchased after September 27, 2017 and placed in service before January 1, 2023.

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

Table C (right) depicts an example of using the MACRS schedule for a 2017model Dassault Falcon 900LX in private (Part 91) and charter (Part 135) operations over five- and seven-year periods.

Table D (right) depicts an example of using the MACRS schedule for a 2017-model Embraer Legacy 650 in private (Part 91) and charter (Part 135) operations over five- and seven-year periods.

J

90%

80% 70% 60% 50%

M

40%

30%

1

2

3

4

5

6

8

7

9

10

11

12

13

14

15

Aircraft Age (Years)

Source: Asset Insight (www.assetinsight.com)

Table C - Falcon 900LX MACRS Depreciation Schedule 2017 Dassault Falcon 900LX - Private (Part 91) Full Retail Price - Million $34.000 Year

Rate (%)

Depreciation ($M)

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

1

20.0%

2

32.0%

3

19.2%

4

11.5%

5

11.5%

6

5.8%

$6.800

$10.880

$6.528

$3.917

$3.917

$1.958

$6.800

$17.680

$24.208

$28.125

$32.042

$34.000

$27.200

$16.320

$9.792

$5.875

$1.958

$0.000

2017 Dassault Falcon 900LX - Charter (Part 135) Full Retail Price - Million $34.000 Year

Rate (%)

Depreciation ($M)

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

1

14.3%

$4.859

$29.141 $4.859

2

24.5%

$8.327

$20.815

$13.185

3

17.5%

$5.947

$14.868

$19.132

4

12.5%

5

8.9%

6

8.9%

7

8.9%

8

4.5%

$4.247

$3.036

$3.033

$3.036

$1.516

$23.378

$26.415

$29.447

$32.484

$34.000

$10.622

$7.585

$4.553

$1.516

$0.000

Source: Vref

Table D Legacy 650 MACRS Depreciation Schedule 2017 Embraer Legacy 650 - Private (Part 91) Full Retail Price - Million $18.000 Year

Rate (%)

Depreciation ($M)

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

1

20.0%

2

32.0%

3

19.2%

4

11.5%

5

11.5%

6

5.8%

$3.600

$5.760

$3.456

$2.074

$2.074

$1.037

$3.600

$9.360

$12.816

$14.890

$16.963

$18.000

$14.400

$8.640

$5.184

$3.110

$1.037

$0.000

2017 Embraer Legacy 650 - Charter (Part 135) Full Retail Price - Million $18.000 Year

Rate (%)

Depreciation ($M)

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

1

14.3%

$2.572

$15.428 $2.572

2

24.5%

3

17.5%

4

12.5%

5

8.9%

6

8.9%

7

8.9%

8

4.5%

$4.408

$3.148

$2.248

$1.607

$1.606

$1.607

$0.803

$6.980

$10.129

$12.377

$13.984

$15.590

$17.197

$18.000

$11.020

$7.871

$5.623

$4.016

$2.410

$0.803

$0.000

Source: Vref

AVBUYER MAGAZINE Vol 23 Issue 9 2019

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9

AirCompAnalysis 19.qxp_ACAn 21/08/2019 13:24 Page 6

JET COMPARISON

AVBUYER.com

Asking Prices & Quantity

Chart F - Productivity Comparison $40.0

Price (Millions)

As of this writing the used market for the Dassault Falcon 900LX shows a total of two jets for sale, both inviting interested parties to make an offer. For the Embraer Legacy 650, a total of six aircraft were listed for sale, one of which displayed an asking price of $15.5m. The other five invited offers.

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

2017 Falcon 900LX

$30.0 $20.0 $10.0

$0.0 0.000

2017 Legacy 650

2.000

4.000

6.000

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

Productivity Comparisons

The points in Chart F (right) are centered on the same aircraft. Pricing used in the vertical axis is as published in the Vref Pricing Guide. The productivity index requires further discussion in that the factors used can be somewhat arbitrary.

‘Productivity’ can be defined (and it is here) as the multiple of three factors: 1. Four Passenger Range (nm) with available fuel; 2. The long-range cruise speed flown to achieve that range; 3. The gross cabin volume available for passengers and amenities.

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

Taking our 2017 model samples, the Falcon 900LX comes at a much higher price on the used market compared to a 2017-model Legacy 650.

In terms of productivity, the Embraer Legacy 650 edged out the Falcon 900LX in cabin volume (thanks to its longer cabin), and the ‘Available Payload with Maximum Fuel’ capacity.

Although the Legacy 650 shows a lower cost per nautical mile, ultimately the Falcon 900LX demonstrates a lower variable cost per hour and offers more range than the Legacy 650, covering the distance with a higher long-range cruise speed.

In Summary

Within the preceding paragraphs we have touched upon several of the

90 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

EMBRAER LEGACY 650

attributes that business jet operators value. There are other qualities such as airport performance, terminal area performance and time to climb that might factor in a buying decision.

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

Ultimately, there is plenty for a prospective buyer to weigh up when deciding which aircraft, and which performance criteria is better suited to them. T

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

Contact Mike via mike@avbuyer.com

www.AVBUYER.com

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CITATION XLS+ | S/N 6025 1848 TTAF • Power Avantage+ • Proparts • Aux Advantage WAAS /LPV • TCAS II/7.1 • CVR • FDR • Belted Lav One Owner • EU OPs 1 Approved

AIRCRAFT WANTED FOR ACQUISITIONS: FALCON 900EX EASy | HAWKER 900XP

OFF-MARKET OPPORTUNITIES: LEAR 45 | GLOBAL EXPRESS

A

LI

97

YEARS

19

T

T +1 713 681 0075 | sales@paravionltd.com | paravionltd.com | Houston, TX USA

22

B

AV I ON L

D

ES

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Thirty plus years of traveling the globe connecting people and businesses with the right airplane has made me realize that everything - and nothing - has changed in the world of aircraft sales. Your journey to a purchase or sale of a business jet should begin with retaining an experienced aircraft salesperson. Let’s talk about why corporations, individuals, and governments rely on Par Avion Ltd. for their aircraft transactional needs.

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Values Intro.qxp_Finance 20/08/2019 17:06 Page 1

VALUES - LARGE CABIN JETS

AVBUYER.com

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-LongRange business jets. 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. Seatsfull range capabilities typically go up to, and into the 6,000nm range, making these effective nonstop 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.

T

92 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

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 2000 through Summer 2019. Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year.

For example, the Gulfstream G650 values reported in the Summer 2019 edition of the Bluebook show $47.0m for a 2013 model, $44.0m 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 42 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 98.

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Retail Values May2019.qxp_RPG 21/08/2019 09:06 Page 1

VALUES - LARGE CABIN JETS

Large Cabin Jets: Average Retail Price Guide MODEL YEAR $

2019 US$M

2018 US$M

2017 US$M

2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

MODEL BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 650

13.0 32.350

23.0

21.0

20.0

BOMBARDIER CHALLENGER 605

----

----

12.0

11.0

10.0

12.750

11.750

10.750

10.0

11.7

11.0

10.5

9.5

17.0 15.250

14.250

BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350

26.673

18.0

16.5

15.5

15.0

BOMBARDIER CHALLENGER 300

14.5 12.5

BOMBARDIER GLOBAL 7500

73.0

BOMBARDIER GLOBAL 6000

62.310

43.0

40.0

36.0

33.0

31.0

29.0

27.0

BOMBARDIER GLOBAL 5000

50.441

35.0

32.0

30.0

27.0

25.0

23.0

21.0

18.0

16.0

21.0

19.0

18.0

BOMBARDIER GLOBAL EXP XRS BOMBARDIER GLOBAL EXP DASSAULT FALCON 8X

59.3

54.0

50.0

47.0

DASSAULT FALCON 7X

53.8

40.0

37.0

34.0

DASSAULT FALCON 2000LXS

35.1

28.0

27.0

25.0

23.0

21.5

20.0

DASSAULT FALCON 2000S

29.950

25.0

23.0

22.0

20.0

17.0

16.0

31.0

28.0

DASSAULT FALCON 2000LX

26.0

20.0

24.0

17.5

21.0

15.5

DASSAULT FALCON 2000DX EASy

19.0

13.5 12.0

DASSAULT FALCON 2000EX EASy DASSAULT FALCON 2000EX DASSAULT FALCON 2000 DASSAULT FALCON 900LX

44.8

35.0

32.0

29.0

25.0

23.0

21.0

20.0

19.0

17.5

DASSAULT FALCON 900DX

14.5

DASSAULT FALCON 900EX EASy

17.0

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

49.9

43.0

40.0

37.0

30.0

27.0 25.0

24.0

22.0

20.0

25.9

20.0

18.0

17.0

15.0

14.0

13.0

12.0

10.0

9.0

13.0

11.0

10.0

8.0

----

7.5

13.5

EMBRAER LINEAGE 1000 EMBRAER LEGACY 650-135BJ EMBRAER LEGACY 600-135BJ EMBRAER LEGACY 135BJ EMBRAER LEGACY 500

20.0

17.5

16.5

15.5

14.5

EMBRAER LEGACY 450

16.570

14.5

14.0

13.0

12.0

GULFSTREAM G650ER

71.5

63.0

58.0

53.0

51.0

49.0

47.0

44.0

GULFSTREAM G550

61.5

43.0

39.0

35.0

32.0

30.0

28.0

26.0

24.0

22.0

20.0

19.0

18.0

17.0

15.0

14.0

12.5

10.5

9.5

GULFSTREAM G500 GULFSTREAM G450

24.0

21.0

19.5

18.0

GULFSTREAM G400 GULFSTREAM G350 GULFSTREAM G300 GULFSTREAM G280

24.5

19.0

18.0

17.0

16.0

15.5

14.0

13.0

GULFSTREAM GV GULFSTREAM G1V-SP AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM

94 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

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Retail Values May2019.qxp_RPG 21/08/2019 09:07 Page 2

AVBUYER.com

What your money buys today

Summer 2019 2009 US$M

2008 US$M

2007 US$M

2006 US$M

9.0

8.0

7.0

6.0

9.5

8.5

8.0

2005 US$M

2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

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

6.2

5.9

5.6

5.3

5.0

7.9

7.5

6.9

6.7

6.4

4.7

4.5

4.2

BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350

9.0

8.5

BOMBARDIER CHALLENGER 300 BOMBARDIER GLOBAL 7500 BOMBARDIER GLOBAL 6000

14.0

13.0

12.0

11.0

10.0

BOMBARDIER GLOBAL 5000

17.0

16.0

15.0

14.0

13.0

BOMBARDIER GLOBAL EXP XRS

12.0

11.0

10.0

9.5

8.5

7.750

BOMBARDIER GLOBAL EXP DASSAULT FALCON 8X

18.0

17.0

16.0

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

12.5

11.5

10.0

9.5

11.5

11.0

10.5

DASSAULT FALCON 2000LX DASSAULT FALCON 2000DX EASy

10.0

9.5

9.0

7.3

6.8

6.2

8.7

DASSAULT FALCON 2000EX EASy

7.5

6.8

5.7

5.0

DASSAULT FALCON 2000EX 4.7

4.3

3.5

DASSAULT FALCON 2000 DASSAULT FALCON 900LX

13.5

12.5

11.5

10.5

9.5

16.0

15.0

14.5

13.5

12.5

11.5

DASSAULT FALCON 900DX

8.4

7.4

11.0

DASSAULT FALCON 900EX EASy

8.5

8.0

7.5

7.0

6.7

6.5

5.9

5.8

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

18.0

EMBRAER LINEAGE 1000 EMBRAER LEGACY 650-135BJ

7.0

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

20.0

19.0

17.0

16.0

15.0

14.0

13.0

GULFSTREAM G550

17.0

15.5

14.5

12.5

10.5

9.5

8.5

GULFSTREAM G500

13.0

12.0

11.0

10.0

9.0 6.4

6.2

GULFSTREAM G400

8.5

8.0

7.2

5.5

GULFSTREAM G450

5.0

GULFSTREAM G350 5.0

4.5

GULFSTREAM G300 GULFSTREAM G280 11.8

10.8

10.3

GULFSTREAM GV

6.1

5.8

5.4

GULFSTREAM G1V-SP

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

www.AVBUYER.com

AVBUYER MAGAZINE Vol 23 Issue 9 2019

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ACSpecs Intro.qxp_AC Specs Intronov06 20/08/2019 17:08 Page 1

SPECIFICATIONS - LARGE JET

Aircraft Performance & Specifications Large 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 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 © 2019 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com

Description of Cost Elements

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

There are no sales taxes included in these costs.

SPECIFICATIONS - GENERAL

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

•

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

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

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

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

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

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

98 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

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Specifications.qxp_PerfspecDecember06 20/08/2019 17:01 Page 1

FERRY RANGE-nm (NBAA IFR FUEL RESERVES)

MAX SPEED (ktas)

NUMBER OF ENGINES

23.7

930

8

38850

3350

3065

470

2

HTF7000

BOMBARDIER CHALLENGER 350

6.08

7.17

23.7

930

8

40600

3400

3277

470

2

HTF7350

BOMBARDIER CHALLENGER 604

6.08

8.17

28.4

1146

10

48200

4815

3756

488

2

CF34-3B

BOMBARDIER CHALLENGER 605

6.08

8.17

28.4

1146

10

48200

4850

3756

488

2

CF34-3B

BOMBARDIER CHALLENGER 650

6.08

8.17

28.4

1146

10

48200

4850

3756

488

2

CF34-3B MTO

BOMBARDIER CHALLENGER 850

6.08

8.17

48.42

1964

15

53000

9382

2456

459

2

CF34-3B1

BOMBARDIER GLOBAL EXPRESS

6.25

8.17

48.35

2002

13

95000

5700

5940

505

2

BR 710-A2-20

BOMBARDIER GLOBAL EXPRESS XRS

6.25

8.17

48.35

2002

13

98000

4800

6055

511

2

BR 710-A2-20

BOMBARDIER GLOBAL 5000

6.25

8.17

42.47

1889

13

92500

7139

5200

511

2

BR 710-A2-20

BOMBARDIER GLOBAL 6000

6.25

8.17

48.35

2002

13

99500

5770

5890

511

2

BR 710-A2-20

DASSAULT FALCON 2000EX

6.2

7.7

31.2

1028

10

42200

6510

3878

482

2

PW308C

DASSAULT FALCON 2000EX EASy

6.2

7.7

31.2

1028

10

42200

6510

3878

482

2

PW308C

DASSAULT FALCON 2000DX

6.2

7.7

31.2

1028

10

41000

6510

3378

482

2

PW308C

DASSAULT FALCON 2000LX

6.2

7.7

31.2

1028

10

42800

5200

3891

478

2

PW308C

DASSAULT FALCON 2000LXS

6.2

7.7

31.2

1028

10

42800

4950

3803

478

2

PW308C

DASSAULT FALCON 2000S

6.2

7.7

31.2

1028

10

41000

4950

3371

479

2

PW308C

DASSAULT FALCON 900C

6.2

7.7

33.2

1270

12

45500

2945

3450

500

3

TFE 731-5BR-1C

DASSAULT FALCON 900EX

6.2

7.7

33.2

1270

12

48300

6164

4500

482

3

TFE 731-60

DASSAULT FALCON 900EX EASy

6.2

7.7

33.2

1270

12

49000

6164

4500

482

3

TFE 731-60

ENGINE MODEL

CABIN VOLUME (Cuft)

7.17

MAX PAYLOAD (lbs)

CABIN LENGTH (ft)

6.08

MAX TAKEOFF (lbs)

CABIN WIDTH (ft)

BOMBARDIER CHALLENGER 300

PASS SEATS TYPICAL

CABIN HEIGHT (ft)

AVBUYER.com

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

www.AVBUYER.com

AVBUYER MAGAZINE VOL 23 Issue 9 2019

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ï&#x20AC;¹

Specifications.qxp_PerfspecDecember06 20/08/2019 17:02 Page 2

CABIN VOLUME (Cuft)

PASS SEATS TYPICAL

MAX TAKEOFF (lbs)

MAX PAYLOAD (lbs)

FERRY RANGE-nm

MAX SPEED (ktas)

NUMBER OF ENGINES

6.2

7.7

33.2

1270

12

46700

5064

4100

482

3

TFE 731-60

DASSAULT FALCON 900LX

6.2

7.7

33.2

1270

12

49000

4114

4800

482

3

TFE 731-60

DASSAULT FALCON 7X

6.2

7.7

39.1

1506

12

70000

4400

5466

492

3

PW307A

DASSAULT FALCON 8X

6.2

7.7

42.7

1695

12

73000

4900

6290

-

3

PW307D

EMBRAER LEGACY 600

6

6.92

49.8

1656

13

49604

4855

3091

455

2

AE 3007A1E

EMBRAER LEGACY 650

6

6.92

49.8

1656

13

53572

4938

3661

459

2

AE 3007A2

EMBRAER LEGACY 650E

6

6.92

49.8

1656

13

53572

4938

3661

459

2

AE 3007A2

GULFSTREAM G200

6.25

7.2

24.5

869

8

35450

4050

3130

470

2

PW306A

GULFSTREAM G280

6.25

7.2

32.25

888

8

39600

4050

3590

482

2

HTF7250G

GULFSTREAM G300

6.2

7.3

45.1

1658

13

72000

5300

3486

500

2

TAY 611-8

GULFSTREAM G350

6.2

7.3

45.1

1658

14

70900

6000

3680

500

2

TAY 611-8C

GULFSTREAM G IV SP

6.2

7.3

45.1

1658

13

74600

5300

3880

500

2

TAY 611-8

GULFSTREAM G400

6.2

7.3

45.1

1658

13

74600

5300

3880

500

2

TAY 611-8

GULFSTREAM G450

6.2

7.3

45.1

1658

14

74600

6000

4070

500

2

TAY 611-8C

GULFSTREAM G V

6.2

7.3

50.1

1812

13

90500

6100

6250

508

2

BR 710-A1-10

GULFSTREAM G500

6.3

7.9

47.58

1715

8

79600

5250

5135

516

2

PW815GA

GULFSTREAM G550

6.2

7.3

50.1

1812

18

91000

6600

6360

508

2

BR 710-C4-11

GULFSTREAM G650

6.4

8.5

53.6

2421

18

99600

6500

6520

516

2

BR 725 A1-12

GULFSTREAM G650ER

6.4

8.5

53.6

2421

18

103600

6500

7095

516

2

BR 725 A1-12

ENGINE MODEL

CABIN LENGTH (ft)

DASSAULT FALCON 900DX

(NBAA IFR FUEL RESERVES)

CABIN WIDTH (ft)

AVBUYER.com

CABIN HEIGHT (ft)

SPECIFICATIONS - LARGE JETS

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

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T

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

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

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Maintenance New1 Sept.qxp_Finance 20/08/2019 16:53 Page 1

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Maintenance New1 Sept.qxp_Finance 20/08/2019 16:53 Page 2

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Seven Ways to Maximize Cabin Refurbishment Dollars Nobody wants to overpay for their aircraft cabin refurbishment. But there are right and wrong ways to try to maximize the budget for your next shop visit.

Trevor West spoke to the industry and discovered seven key ways to make your money go further. rom the customer’s perspective, aircraft refurbishments consist of two interdependent components: The upgrades (whether required and desired) and the budget.

Sliding room on both sides of the balance beam allows customers and their shops to craft sensible refurbishment solutions. But before trimming an upgrade wish list, make sure you’re making the most of the dollars you have.

The top refurbishment facilities recommend following these budget-stretching tips…

F

1) Plan Ahead

Smart preparation is Rule #1 for maximizing your refurbishment budget. “You have to plan well in advance,” advises George Bajo, completion sales representative at Duncan Aviation’s Battle Creek, Michigan facility. www.AVBUYER.com

Start the conversation with potential refurbishers at least a year, or – preferably – 18 months before the project starts. This permits development of a full work scope, defining the parts, work items, and labor needed, along with the costs of each. In turn, this enables the customer and refurbishment specialists to identify budget stretching opportunities.

Forward-planning also minimizes the hold-ups associated with unavailable items and long lead times, as well as requests for changes to work in progress, either of which can blow up a budget.

“I hate to hear the customer say, ‘Oh, by the way...’, during a refurbishment,” says Tim Briscoe, interiors manager at Stevens Aerospace and Defense in Greenville, South Carolina. He says this invariably precedes a change request, which “puts everybody into a tail-spin” — incurring significant overtime costs, among other downsides.

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103



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M

“...the owner of an aircraft on a Part 135 charter certificate might call for a simpler, less customized cabin than an equivalent Part 91 platform operated for a high net-worth individual.”

2) Set the Budget for the Design Objective

Aligning cabin refurbishment design with aircraft usage is critical to smart budgeting, too. “After you figure out the work scope, this is about defining the overall goal, or look of the design,” explains Meghan Welch, director of paint & interior sales, Elliott Aviation.

As an example of the principle in practice, the owner of an aircraft on a Part 135 charter certificate might call for a simpler, less customized cabin than an equivalent Part 91 platform operated for a high net-worth individual.

The refurbishment facility, stresses Briscoe, “must understand the mission of the customer”.

This includes knowing details such as whether a private owner travels with children or pets; whether a planned cabin communication system upgrade on a Part 135 jet meets the expectations of the charter market; or whether a flight department’s aircraft will also be used for executive transport or as a corporate shuttle.

Budget dollars can be apportioned accordingly after these details have been established.

3) Minimize and Manage Your Downtime

Whenever possible, you should look to schedule the refurbishment in concert with a major inspection.

“You can save some of the [interior] removal and reinstallation costs” off the bat, notes Debi Cunningham, vice president marketing and interior design at West Star Aviation. That’s a budget item 104 R Vol 23 Issue 9 2019 R AVBUYER MAGAZINE

than can run between about $10,000 and $45,000, depending on aircraft size and interior complexity.

Maintenance plans may cover a portion of those costs if such work is involved simultaneously.

Moreover, shops prefer projects that fully utilize their services while occupying their hangar space, and customers “may get a better deal” if they can combine refurbishment with other work, adds Bajo.

4) Examine Material Options

The carpeting, seat coverings, woods, sidewall treatments and other goods used in cabin refurbishments offer numerous options to maximize refurbishment dollar values through savings on materials and labor costs.

For cabinetry and woodwork, you should carefully evaluate the condition of existing components. While new veneer is often the go-to solution for weathered surfaces, veneered wood can be simply stripped, painted and refinished, and new stains can change the wood color for a new look, suggests Elliot Aviation’s Welch. “We do that a lot to save on costs.”

Alternatively, veneer can be replaced with newgeneration laminates. “You have to look closely to see it’s not veneer,” says Bajo, and installation “saves on labor and it’s easy to repair.”

Lower sidewalls are another potential savings area. “Everybody puts fabric on lower sidewalls to add warmth to the interior,” notes Cunningham.

“But in the last few years, they’ve moved to Ultraleather.” This is a faux leather product



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Embraer Legacy 650

“that almost looks like fabric, and is very easy to put in, and easy to clean,” she adds.

Leather represents an underutilized source of budget savings, Cunningham says. “We have so many great leather manufacturers. We can shop around to help save money.” Typical material costs for leather are priced at $18 to $20 per sq.ft, but “you can find a good grain for $10 to $13 per sq.ft.”

Carpeting, meanwhile, can cost up to $1,600 per square yard for silk, but good quality wool is available in the $200 to $400 per square yard range. Thus, the choice needs careful consideration, as carpeting an aircraft can require 50 sq. yards of fabric.

Meanwhile, mimicking trends in the high-end automotive world, diamond stitching, personal logos and other embellishments on high-quality leather seats are popular business aircraft refurbishment items.

“It really does look good,” notes Briscoe, but it adds about 10-12% to labor costs. “If it’s used for a cattle hauler, you don’t need diamond stitching,” he suggests.

5) Consider the Full Spectrum of Lighting Solutions

With fluorescent systems becoming obsolete and expensive to maintain, the growing choice and dropping prices of full-spectrum LED systems makes cabin lighting prime territory for budgetstretching.

Refurbishment facilities say these upgrades can make sense, even if legacy systems are still functioning. “If it will cost $40,000 to install, it may have cost you $20,000 last year to fix everything on the jet’s legacy lighting system,” Bajo notes.

Moreover, “You’re saving not only on the cost of operation, but weight,” adds Cunningham, since 106 R Vol 23 Issue 9 2019 R AVBUYER MAGAZINE

the removed ballast and wiring often accounts for a significantly greater payload.

6) Economize Wisely

Don’t attempt to stretch your budget by leaving some ‘acceptable’ interior elements in their current state while refreshing others. “Once you refurbish half the cabin with an all-new interior, the other half will look worse than it did before,” warns Cunningham.

In general, you should also avoid lower-grade material as a budget solution, Briscoe suggests.

Though providing short-term savings, lower-grade material wears out, and “cheapens” the look, leaving customers ultimately unhappy with the refurbishment.

“We’ll remind them that we tried to tell them,” says Briscoe, “but they never seem to remember that conversation!”

7) Get Accurate and Detailed Project Proposals

A maximized budget can quickly turn illusory if items you thought were covered in the quote aren’t included, or previously undisclosed costs and fees are added to the bill.

The top refurbishment shops recommend seeking at least three quotes and checking to make sure the comparisons are “apples to apples,” as Bajo puts it.

A good refurbishment quote can run between five and seven pages, and include not only all of the previously noted items, but engineering and certification costs; testing (such as fire blocking and vertical burn) if provided; and warranties.

Identifying the differences will enable you to select the best service provider and negotiate the optimum contract for your next refurbishment project. ❙ www.AVBUYER.com

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AVBUYER.com Gary Crichlow, director of aviation finance, Arc & Co has worked in aviation finance for the past 12 years. He was the aviation asset manager at GE Capital and Lombard handling numerous aircraft transactions. Arc & Co has years of experience in arranging and advising on finance deals across real estate, aviation and marine assets.

Refurbish Your Jet With Maximum Appeal (Part 2) According to Gary Crichlow of Arc & Co, refurbishing an aircraft is a very different investment proposition compared to refurbishing a property. This month he speaks with Celia Sawyer and Iain Houseman to discover how to refurbish jets with maximum appeal… ny investment into private aircraft needs to be looked at from the point of view of slowing the aircraft’s inherent depreciation as much as possible and extracting maximum utility, rather than expecting a positive financial return.

The most effective way to slow value loss is to make sure the aircraft is desirable to the market so that it sells quickly when you decide that it’s time to upgrade or generate some cash.

Previously we discussed the impact that a wellexecuted interior, in top condition, can have on a sale. Here, we consider the value of cabin refits from the perspectives of utility, history and transferability.

Note: With our use of the term ‘value’, we encompass not only the actual return by way of an increased selling price (which tends to be the exception rather than the rule), but also we mean the impact on the time it takes to sell the aircraft, thereby minimizing the detrimental effects of depreciation and time on the market.

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Refurbishing With Utility in Mind

The first consideration is, of course, to have an aircraft that does what you want it to do in terms of the cabin www.AVBUYER.com

layout, amenities, entertainment, connectivity, privacy, etc. However, it’s also important to think about the end-buyer. How likely is it that your aircraft will be able to meet their needs as well?

The most value-enhancing upgrade options tend to be the ones that result in a demonstrable enhancement to utility. They will, for example: • • • •

Enable the aircraft to fly longer distances; Certify the aircraft to land at certain airports, in certain countries or on more efficient routings; Allow full in-flight connectivity for all users including streaming live; or Have different zones for privacy/rest/work for principals, entourage and crew.

According to Celia Sawyer, who runs her own interior architecture and design firm and provides private and commercial clients with bespoke, luxury interiors for private jets and helicopters, the things that clients typically look for can differ significantly.

“It is different with every client,” she notes. “I had a Middle Eastern client who wanted a lot of gold inside and also wanted the interior to be very opulent, with only the best Italian leathers, a good

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boudoir to sleep in and a large shower room.

“Another client wanted no frills — just a contemporary, functional interior with good technology on board, more like a flying boardroom with a living area next to it that he could work from.

So, it really is dependent on the client’s needs and their priorities.”

And yet there is more than just catering for the principal’s needs at play when considering the upgrade and refurbishment options for a private jet.

Just how much of a selling point are amenities appealing to the buyer’s family or entourage? These items might include private family suites on the much larger jets, catering facilities, showers, broadband allowing for the streaming of videos/gaming and additional baggage/stowage space.

According to Sawyer, “They all want the highest level of technology. That’s something that is always requested, whatever the size of the aircraft.”

Having other amenities on board are very important to some clients. “If they have a family they travel with, they need to have everything available,” Sawyer adds. “Of course, it will depend on the size of the aircraft as to whether they can have a shower, or what sort of catering facilities and how much additional baggage space is possible. These design requirements will in turn be driven by what sort of trips they intend to make.”

So, what are the top design trends that aircraft owners are choosing to help to maximize the appeal of their aircraft’s interior?

“I am pleased that my clients are thinking of the environment,” Sawyer observes. “Many are requesting more fuel-efficient aircraft with lower emissions. New and upgraded engine and aerodynamic technology is key in this respect.

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side Sawyer’s clients are insisting on lighter-weight interior furnishings and fittings than they may have done previously, “but they’re still choosing materials and designs that deliver on comfort, quality and style.”

The Role of History in an Attractive Aircraft Refurb

Ultimately, buyers prefer to purchase aircraft where the history of ownership, operation and maintenance is simple, well-documented and clear.

All the records – including the installation and certification of the interior, right down to the last detail – should be organized in such a way that a buyer can immediately see and take comfort that everything is in order.

According to Iain Houseman of Elit’Avia, “In an ideal world, all aircraft purchases would come with the correct documents, such as a comprehensive history of ownership and maintenance.”

Interior installs from the factory are usually well documented, but problems can occur in service when an aircraft’s owner decides to change something and does it at their local facility for no other reason than that facility is the more convenient option.

“I’ve seen a number of aircraft that had work done where the paperwork wasn’t in order,” Houseman reflects. “This has meant the aircraft couldn’t be moved on to a different registry because you cannot show the history of modifications.

“That’s why it’s so important for the owner to have an approved operator with quality maintenance and care processes in place to ensure paperwork is properly kept.”

Elaborating further on the owner who was unable to move their airplane to a different registry, Houseman adds, “When the owner wanted to put it

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on an EASA registration, he couldn’t because the EASA approval for the modifications was not complete. He had to put the aircraft on the Isle of Man registry (which accepts both FAA and EASA certifications) and wait a further six months for the EASA approvals to come through.

“In another situation, a client decided to replace the carpet. It sounds easy, but the carpet was also attached to the seat bases. Burn certification paperwork is required, not only for the carpet, but also for the glue to attach it to the seat base and approval is needed from the seat manufacturer. In total, it took eight weeks for a one-week install!”

So, what are the lessons learned for interiors being installed on new aircraft? “You can usually pay the manufacturer to provide EASA certification alongside the FAA’s, because pretty much all the aircraft being built will come with FAA approval on the interior in the form of an STC,” Houseman explains.

“There is usually an upcharge for EASA, but from a seller’s perspective, it could make sense to get this for resale purposes,” he suggests. “It also depends on the model: larger aircraft with an international market would more obviously benefit from more certification to help with resale. However, for smaller aircraft that are predominantly sold in the US, foreign certification may be a ‘nice-to-have’ rather than a ‘must-have’.

“Multiple certification can be important in older aircraft, too. If an aircraft has spent its entire life in the US and has had modifications done under FAA STCs that are not EASA-approved, then all of the STCs would need EASA approval to import the aircraft onto an EASA registry.

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modifications could still go on the US registry for Part 91 private operations, but if it’s missing certain equipment mandated specifically by the FAA, it cannot do Part 135 commercial operations.

In Summary…

Upgrading and refurbishing an aircraft is a significant investment that can strongly enhance your experience whilst on board. But it’s vital, when planning for the investment, to have a realistic view of the value it creates and the other challenges that could arise.

A well-executed cabin refit should meet your needs in terms of space, aesthetics, utility and connectivity, and have the added benefit of appealing to the broadest possible range of potential buyers when the time comes to move the aircraft on.

As established at the start of this article, a wellexecuted cabin refit will not generally result in a positive financial return outside of a very narrow and oft-unpredictable set of market circumstances.

Doing your homework and enlisting competent expertise is key: an interior refit is a complex project that requires detailed planning and oversight, and strict adherence to a plethora of regulations.

Delays and mistakes can be costly and timeconsuming. You should keep potential future buyers for your aircraft in mind; not just in terms of aesthetics and technology, but also in terms of certification, with the aim being to ensure maximum transferability with minimum headache.

Finally, a reminder that investing in a quality operator is crucial to make sure that paperwork is properly organized and maintained.

More information from www.arcandco.com

❙ www.AVBUYER.com

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Why you Should Know About Your Jet’s Replacement Parts…

Not knowing where your parts are coming from, and their previous history, can have a detrimental effect on the function of your jet. Johnsonville’s aviation director Andre Fodor provides anecdotes and insights into why you should be proactive over the replacement parts used in your aircraft…

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

t the call of ‘V1’, I swiftly rotated the jet into the air and was relieved that its first visit to the service center had ended without major incident. As the pilot monitoring called a positive rate and I requested gear up, however, it became acridly clear that my feelings of relief were premature.

Within seconds the cabin and cockpit were filling with a pungent thin smoky haze. We donned our smoke googles and oxygen masks, declared an emergency and landed within two minutes of take-off. The culprit, it emerged, was an improperly installed rubber seal inside the engine’s core.

The solution required its removal and shipment to the factory for repair.

As the engine returned from the shop for re-installation, we reviewed the tear-down report and found that an 18,000hour (17,000-cycle) refurbished fuel pump had been used to return our nearly new engine to service!

Our jet’s engine model was the same used on airline commuter fleets, whose priorities mostly concern returning an aircraft to service to make revenue. Corporate operators are completely different, so it is unacceptable to place a

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high-time part in a brand-new aircraft.

The above incident raises a question: what are some of the challenges of preserving the integrity of your aircraft, particularly in relation to parts replacement?

Replacement Parts: Never Assume

New owners and operators of business aircraft can be a little naïve regarding aircraft replacement parts. After all, we wouldn’t expect bad components to be replaced with anything other than a new part in our cars.

And, if an airplane is under warranty or enrolled on hourly maintenance programs, it’s a common assumption to make that replacement parts will be new, or at least aligned with the age of the aircraft.

The reality can be very different. Warranty and hourly maintenance programs may only guarantee a replacement part. So, unless you perform due diligence, taking a proactive role in choosing the best part in the stock pool, you may well end up with the first pick off the shelf with the quickest delivery time.

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consider it to be unacceptable for our aircraft to become a ‘Frankenstein’s Monster’ of parts – i.e., a random collection of low-pedigree parts. It took a lot of discussion and the involvement of more senior management at the OEM for us to get our original part back after it was repaired.

Replacement Parts: Check the Repair Action History

Another flight department I was part of once operated six of the same jet type and experienced a high number of Flight Management System (FMS) display failures. Those FMS displays would go blank after several hours in flight.

Each jet had two units installed, and as we continuously replaced these screens once another one had failed, we began seeing our originally uninstalled serial number displays rotate back into the parts stock.

Reviewing the tear-down reports, we noticed the infamous No Fault Found (NFF) sign-off for those units. The result was essentially a merry-go-round of continuously failing displays that contaminated our fleet with low dispatchability.

The lesson is that it’s important to maintain a ‘zero acceptance’ policy within the flight department for failed parts that have no clear repair action history. NFF parts tend to be short-term bench checked whereas our failures were occurring over long operational times. NFF does not guarantee against failure after re-installation.

Replacement Parts: Living with the Best Exchange

Not long ago, I was asked by the buyer of an aircraft if they could negotiate a contract addendum for only new parts replacements. Although it’s a valid question, I explained that this would ultimately be fruitless as, often, either no new parts are available or would require weeks of downtime before the parts could be delivered.

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parts returned after they’d been repaired, utilizing an older replacement as a loaner in the meantime?

The reality is that parts providers would first have to agree on a re-stocking and rental fee, while also placing a hold on refund charges. Then someone would have to track the part’s serial number through the repair system, re-stocking and re-delivery.

Further – depending on the part – significant tear down, return to service time and expenses would be associated with this second exchange and the possibility of new maintenance issues developing from the additional maintenance would increase. To summarize, it’s simply not practical.

Ultimately, the trick is to choose the right replacement part and live with the best exchange.

In Summary

The above examples should all serve to highlight that it’s vital to manage the parts replacement coming into your aircraft and know the costs. You should seek to preserve your ‘likenew’ aircraft status by not dropping the ball on parts procurement, while accepting you won’t get ‘new for old’.

Diligence is required, and you’ll need to take time to research and discuss which one is the best component replacement for your aircraft.

To do so, you will need to learn as much as possible about any prospective part to be installed on your aircraft, undertaking serial number research and, where necessary, doing some detective work. Replacement parts is simply not an area of aircraft maintenance that you can afford to be relaxed about.

Aircraft reliability is a combination of preventions and wellmade decisions and it’s up to you, as flight department manager, to lead your team in making the best choices. ❙ www.AVBUYER.com

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Brian Wilson is the Director, Key Accounts at Gogo Business Aviation, an industry-leading provider of inflight 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.

SwiftBroadband Cockpits: What are the Benefits?

What does SwiftBroadband bring to the aircraft cockpit, and how does it work?

Brian Wilson discusses the benefits and developments in SwiftBroadband Safety, along with a logical upgrade path for operators still using legacy systems… n a previous article covering connectivity options for the international Bizjet community, I took fair ‘aim’ at SwiftBroadband (SBB) as an outlying solution; one similar to a negatively charged free electron circling the nuclei of an atom.

However, SBB might adhere more closely to an atom’s positively charged nucleus if you just look in the right place. Following is one such place…

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SwiftBroadband Safety (SB-S) for Business Jets

Since Inmarsat first introduced its Classic Aero service back in 1990, it has been the world leader in providing aircraft positioning for both the airlines and the business jet community. Each year, Inmarsat reports about 100,000 aircraft positions per day and close to 35 million annually.

The Classic Aero system is satellite-based and provides voice and data communications to the aircraft. By delivering improved surveillance and communication to the cockpit, Classic Aero has reduced the separation requirements between aircraft and increased the oceanic airspace capacity by 300%.

However, technology on today’s aircraft has changed dramatically. The Internet of Things (IoT) is the new buzzword as on-board avionics, engines and maintenance systems are now designed to deliver data streams early generation computers could only dream of doing.

Today’s modern aircraft have thousands of sensors on board capable of capturing every detail of the flight and these sensors can produce more than a Gigabyte of data on each leg. The existing Classic Aero system was not designed to handle this amount of data. However, SwiftBroadband – Safety (SB-S) is the answer.

SB-S was designed to have far superior data www.AVBUYER.com

transmissions utilizing an always on, always secure, IP-based internet connection. The increased bandwidth will allow the data channels to work independently of each other, thus setting a priority for cockpit-related information versus lower priorities in the cabin.

Crews, ground operations and air traffic control personnel are calling SB-S ‘ground-breaking’, a ‘game changer’, and ‘dynamic’; commenting that the technology has capabilities “we haven’t even thought of yet”.

According to Andy Beers, global director at Cobham Satcom, “I see SB-S being nothing short of revolutionary, and we have positioned ourselves to be the industry leader for providing SB-S into the cockpit”.

How Does the Operator Benefit?

The benefit to the operator is that they can have voice and data safety services for the crew in the cockpit, while at the same time delivering connectivity for the passengers in the cabin. And since all these features can be produced by just one system, installation and hardware costs can be reduced.

Pilots that have used the voice component compare the quality to one experienced on the ground with their cell phones.

The voice channel can be integrated with the audio panel or the option to add a separate cockpit dialler. The crew then communicates with the ground using their headsets. Typical ACARS messaging (which used to take minutes to translate a simple request) is now performed within seconds using the FMS keypad, similar to someone texting from their phone.

The most common source to display graphic information from the ground in the cockpit is via the

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crew’s Electronic Flight Bag (EFB) or iPad. These large amounts of real-time data improve the safety of the aircraft and efficiency of the crew by providing adverse condition warnings including: • • • •

Turbulence Icing Chart/ Weather updates Situation awareness

The operations side reaps many benefits, including: • • • •

Preferred routing Reduced fuel consumption Less carbon emissions Asset utilization

Charter and management companies who live on thin profit margins can monitor the health of the aircraft and plan proactive maintenance at the next stop.

As the SB-S network, hardware and on-board systems continue to evolve ground operations centers will be able to see when the aircraft experienced turbulence, had an engine over-temp or over speed condition, and even detect a hard landing.

And the crowded North Atlantic Tracks (NAT) will witness some much-needed relief as aircraft will be able to fly closer together, both in the latitude and longitude axes, similar to the results produced in the vertical axis by RVSM. VHF voice congestion and linguistic limitations will be significantly reduced by utilizing simple digital 120 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

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text messaging. SB-S, therefore, is the foundation for the next generation flight experience.

Under the collaboration of both the FAA’s NextGen and the European SESAR programs, a new satellite-based technology titled ‘Iris’ will employ the SB-S platform. This ground-breaking project will revolutionize how the crew communicates with air traffic controllers to reduce airspace congestion, improve routing, enhance safety and lessen delays.

For this to materialize, data speeds to the cockpit must be faster, more secure and have more capacity.

The Equipment

The niche for SB-S equipment manufacturers is their ability to provide secure voice and data communications to both the cockpit and the cabin using only one shipset. In contrast, many Super-MidSize and larger aircraft have two separate systems: One for cabin data and one for safety services.

We should offer a quick reminder here that both Ka- and Ku-band satellite communications will not be approved for safety services due to signal reduction in severe weather.

Cobham was one of the first to the market with its Aviator 300D and Aviator 350D products: •

•

The Aviator 300D utilizes a top fuselage mounted Intermediate Gain Antenna (IGA) which can deliver both voice and data to the cockpit and cabin with IP data connectivity up to 332Kbps; The Aviator 350D is a High Gain Antenna (HGA) mounted on the top of the tail under the radome delivering data rates up to 432Kbps.

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OIG Reports on FAA Registry Update – What Does it Mean?

There are changes ahead that will modernize the Federal Aviation Authority (FAA) – bringing it up to date with the latest technology and security measures. One of the key updates will be to the registry system, which is vital for ensuring aircraft are legally owned, maintained, and operated.

The deadline for the huge overhaul is now October of 2021, which doesn’t seem that far away. The Office of the Inspector General (OIG) recently issued a 29-page report – “FAA Plans to Modernize Its Outdated Civil Aviation Registry Systems, but Key Decisions and Challenges Remain” – regarding the progress the FAA is making in order to meet the modernization mandate.

The OIG delved into what they think the FAA needs in place to complete the required upgrade on time – their report put into question whether it could be accomplished, stating: “The Registry’s systems are outdated, and FAA has yet to develop a detailed plan for modernization.”

The FAA’s plans are not the only consideration in the timeframe though, given the Congress factor. Because “the regulations that govern aircraft registration do not reflect current technology or business practices”, modernizing the FAA’s registration system will require rulemaking by Congress, which can take some time.

A Modern System This is a significant update to the Registry – many provisions were implemented with the Reauthorization Act of 2018 (HR 302) – which Wright Brothers Aircraft Title covered previously.

The new registration system, Civil Aviation Registry Electronic Services (CARES), “is expected to streamline processes, allow for the submission of electronic applications and forms, improve controls, automate registration processes, and improve online data availability” according to the FAA. Its key aims are:

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• Web-based access to all public data. For the first time in history, the general public will be able to view FAA records online in real time.

Currently, what isn’t already electronically maintained is held in the Public Documents Room (PDR) available for those who have access. Any electronic records are only in real time via the computers at the PDR – outside access is limited to information that is updated once daily.

The modernization mandate includes digitizing all aircraft registration documents for real-time, public and web-based access, which means phasing out the PDR at the FAA. Furthermore, using the PDR will incur a fee if the business could have been conducted by electronic means as efficiently.

• Automation of application services (processes and procedures). For the first time in history, the general public will also be able to file any document electronically. Most aircraft registration functions still require paper documents that are manually scanned and reviewed by Registry examiners. Digitizing and automating the registration process means the role of FAA examiners will change, becoming more high-level.

In Order to Proceed Detailed estimates of technical and operational requirements for the new system are vital right now – anticipating the rulemaking, cost and schedule that will be necessary to successfully complete the expansive project. What are some key questions to be answered, and what are the challenges for the transition and beyond?

Find out in the full article online at www.avbuyer.com

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“Both solutions offer substantial cost, size and weight savings over legacy satcom systems that had a multitude of voice channels which no longer qualify as the primary means of communication.”

Both systems consist of four Line Replacement Units (LRU), including the antenna, and weigh under 10Kg. Honeywell has a similar product called the Aspire 400. This L-band system also has four components and works with either an IGA or HGA antenna, delivering 332Kbps or 432Kbps. The Satellite Data Unit (SDU) contains two independent and separate channels of SBB. This ensures proper bandwidth is dedicated to the crew for safety services. The other independent channel is dedicated to the cabin for both voice and data.

Both solutions offer substantial cost, size and weight savings over legacy satcom systems that had a multitude of voice channels which no longer qualify as the primary means of communication.

Many Legacy systems that lack the capability, are very expensive to repair, and suffer from deteriorated support from their OEMs. Nevertheless, operators who currently have a compatible High Gain Antenna (HGA) like the AMT-50 and AMT-700 can reduce costs and downtime when compared to the cost and time of installing a completely new standalone system.

If you operate a Super Mid-size (or larger) jet, and fly internationally, and if you still have a legacy system installed on board the aircraft, now would be

a great time to discuss an upgrade plan to SB-S. • • • • •

Begin by gathering all the information about the legacy system you currently operate; Schedule a meeting with up to three MROs that specialize in satellite communications; Be prepared to discuss the shortcomings of your current system and how you want it to be configured; Check to see if your existing antenna is compatible with the new offering; Importantly, discuss who the service provider will be. Ask the MRO to give you a few options and ask “why?” if they’re just pushing one offering.

In Summary

Almost all flight departments prioritize the safety of crew and passengers. SB-S reduces the workload of the crew and at the same time provides the connectivity requirement for the cabin.

Planning your upgrade during your next maintenance inspection is a good approach as the normal installation time ranges between 2-3 weeks.

The Internet of Things (IOT) is changing the way we operate both on the ground, and in the air. Now is the time to upgrade your aircraft and reap the benefits of SB-S. ❙

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What’s the Future of Avionics?

(Part 4) Ken Elliott continues his reversed time journey from the future back to the present, covering the evolution of avionics. This month he considers how the latest advances in electronics will be adopted for use in mainstream aviation… part from the evolving technologies of Energy, Engine and Propulsion (EEP), as well as structural improvements, there are two groups of electronic technology that are also driving the future direction of aircraft and airspace development. These are:

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Primary Enabling Electronic Technology - Covering a group of emerging features currently deployed across unmanned aircraft and being considered for eVTOL craft.

Primary Existing Advancing Electronic Technologies (Avionics) - Where adaptations and improvements to avionics found on board modern aircraft today will allow the use of existing systems to operate in the airspace of tomorrow.

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Although some of the ‘primary enabling electronics’ are widely deployed in drones, they’re still relatively new (certainly with respect to any transport aircraft applications). This is what separates them from existing avionics that are tried and tested on larger rotary and fixed-wing platforms.

Together, these electronic innovations will shape and set the boundaries of the future, while world airworthiness authorities will incrementally evaluate and approve each minor step-change along the way.

Eager to find and fill markets with product, developers and manufacturers will promise early and influence the broadcasting of optimistic ‘implementation’ dates.

Users and observers will anticipate unmanned transportation across the network of airways long before the actual date of initial service. www.AVBUYER.com

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Ken Elliott is a veteran with 52 years of aviation experience focused on avionics, in General and Business Aviation. Having a broad understanding after working in several countries on many aircraft types and avionics system, he has contributed to several work groups and committees, including for NextGen, Airport Lighting, Human Factors, Unmanned Aircraft and Low Vision Technology. In retirement, he is striving to give back the knowledge gained with an eye on aviation’s future direction.

So, while all of these evolving technologies are in operation today, they’re untried in General Aviation with their advancement being slowed by economics, acceptance, regulation and scaling.

Scaling, in this instance, refers to how a technology may be ideal for the market it was initially designed for but will require scaling in terms of complexity, performance, compliance requirements and cost for its future intended market.

An example of downscaling would be the use of some version of Traffic Collision Avoidance System II (TCAS II) for sUAS (smaller drones). Detect and Avoid (DAA) systems, used on drones today, act like a TCAS. But they need significant upscaling from their use on small UAS (sUAS) to a future unmanned transport aircraft.

In lockstep with the technology itself is the scaling of size and the transition from a reliance on hardware to one of ‘off-board software’ providing ‘instruction sets’ to remote vehicles. These will be complex closed-loop commands and end-result feedback that will remotely drive future unmanned vehicles.

End-result feedback involves and relies heavily on nonaviation technology that, in parallel, is emerging from the game-changing Internet of Things (IoT).

A Closer Look at the Technology

Taking primary enabling electronic technologies as one of the two major groups, it can be broken out as follows: • Surveillance: Detect and Avoid Systems • Navigation: RTK GPS and Geofencing • Communication: Command and Control (C2), LTE Datalink, Loss Link and Recovery • Diagnostics: RFI Devices (RFID) and real time status. www.AVBUYER.com

Detect and Avoid Systems

Bearing in mind drones move more nimbly, and with greater versatility than the average business jet, the means for detection and avoidance between drones and other aircraft must consider a different set of threat criteria.

Business jets have been equipped with Traffic Collision Avoidance Systems since the 1990s, so this is nothing new to the community. What is new is the way drones handle the greater dynamics and proximity to obstacles associated with their mode of flight.

Our future aircraft is anticipated to be a derivative of both today’s drone and emerging eVTOL craft, with an additional ability to carry the significant cargo and passenger loads now undertaken by their corporate jet cousins.

When not flying out of runways with well-documented obstacles, it takes a special kind of sensing and follow-on avoidance to operate safely. This is especially so when navigating within high-density urban environments. Future design and development standards for detect and avoid in larger drones that will operate beyond visual line of sight (BVLOS) have been developed by RTCA as TSO C211.

A different perspective on sensing and tracking can be discovered when exploring the way drones are evolving today. Some of the technologies currently deployed in drones are outlined here: Simultaneous Location and Mapping (SLAM): Uses Lidar to build virtual-reality 3D maps surrounding the drone. The maps are incrementally improved with each flight on the same route, creating a truly realistic, permissible, obstaclefree flight path. In the future this will negate the use of enhanced vision – or relegate it to a secondary resource.

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Figure A: Depiction of how SLAM can be used to map the environment and record the position of a drone in its airspace. The drone can learn its route and create a permanent 3D image of its surroundings.

In a sense, SLAM can be compared with today’s Enhanced Flight Vision System (EFVS), where the Synthetic Vision image is the mapped portion. The combined multispectral camera image is the real-time relationship to the external scene and the pilot, using a head-up display, can maintain obstacle separation and complete a ‘blind’ landing (or take-off).

It took a long time for business jets to embrace EFVS and widebody commercial operators are yet to install it.

Based on that experience, future Part 135 and Part 121 operators will be very cautious in removing the pilot from the flight decision through the use and benefits of a future SLAM-derived system.

Track and Follow: As well as for avoidance, the sensors used for detection can be used to track moving objects as potential obstacles. There are three types of tracking: • • •

Trace: track behind the moving object Profile: track alongside the moving object Spotlight: track in any direction with respect to the moving object

In a simplistic way, these are similar to the avoidance monitoring provided by TCAS II in today’s modern jet.

One could envision a future ‘track and follow’ trace similar to the approach spacing in use today.

Of course, the technology and application will need to go through significant iterations of advancement to be directly translatable.

Human vision and passive visual cameras operate in the color frequency range between infrared and ultraviolet, while sensors used for detect and avoid – either active or passive – operate in different electromagnetic frequency bands. This allows a combination of sensors to create a true 3D image of the external environment.

Because different frequencies are either absorbed or reflected by the many materials existing in our world, it takes multiple sensors to capture all the data necessary for a fully representative image. The image must accurately reflect the moving and stationary objects as they rapidly enter the ‘airspace avoidance bubble’ surrounding an aircraft in flight.

Sensing technologies: As currently deployed by drones, sensing technologies can be summarized as follows: • Ultrasonic: An active system, where ultrasound is used in a similar way to sonar that has been detecting underwater submarines for decades. Acoustics are used to determine distances to obstacles or to the ground. In business jets, radar altimeters currently measure actual heights above ground, using radio frequencies.

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Figure B: A Typical LiDAR Topographic Image

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AVBUYER.com Figure C: Detect and Avoid in Different Directions

Up Sensors appropriate for the anticipated scene

Forward Reverse

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Right Bubble of future ́ voidance airspacè a surrounding a future aircraft

Down •

• •

•

•

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LiDAR (Light Detection & Ranging): An active system that uses laser beams instead of ultrasound to detect distance and location of objects. Being able to process over one million data points a second, this technology provides high-definition 3D images as an essential piece of the avoidance puzzle.

Stereo Vision: By triangulating different viewpoints from two passive sensing cameras it is possible to obtain depth information as a 3D image.

Monocular Vision: Using only a single lens camera, this passive sensor uses image perception to create a 3D picture of the landscape. The formation of the image uses pictorial depth cues like those used in psychology and visual puzzles.

Time of Flight: While LiDAR uses a laser beam, the active sensing Time of Flight (ToF) camera uses a laser pulse. The laser pulse captures the scene at around 160 images per second. At this high rate, the ToF camera can determine depth and intensity of each pixel of the image.

Infrared (IR): Just as with other active sensors, the IR obstacle detection device will transmit and receive reflected information, determining direction and distance, to create an obstacle image.

Air to Air Radar: Business jets use radar to avoid weather and turbulence. Some special mission versions of business jets also will carry a radar, operating in a different frequency band, to detect and map terrain and targets. Believe it or not, drones can also carry radar as a very light and small payload.

They will use the radar to detect other aircraft, drones and obstacles, especially those not equipped to respond to interrogation or not broadcasting their position and intention.

The RTCA Technical Standing Order TSO C212 has been developed to set the larger aircraft design and development standards for air-to-air radar systems. A future aircraft will need to sense obstacles, in an omnidirectional way. It will monitor left, right, up,

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down, forward and backwards.

Each directional sensor will have its strengths and weaknesses. For example, an image derived from a forward axis, in straight and level flight, will include sky and mountainous terrain, while one from a downward or sideways looking sensor will show ground and water elements.

The overall detection system, therefore, will include multiple images, fused to provide a composite, from which the avoid function of the aircraft will take its cue.

Furthermore, operating in and out of future airports, with or without runways, will include different sensors than required for straight and level cruise.

In Summary

Electronic technologies for future aircraft will either be derivatives of existing technologies, or further evolutions of those recently introduced (for example, in drones).

Highlighted below are technologies recently introduced: • • • • •

Surveillance as detect and avoid (DAA) Navigation as GPS & fencing Communication as LTE & C2 Recovery as loss link & auto return Diagnostics using RFID sensors

While surveillance, as detect and avoid, has been covered within this article, a follow-on article will delve into the other four listed.

Just as the Internet of Things (IoT) is connecting seemingly disparate disciplines, the technologies associated with future aircraft are leveraging data derived from robots, driverless cars, quantum mechanics and a host of other non-aviation fields.

This, in turn, will create a rapid adoption of new techniques and a corresponding exponential transition from low to high qualification technology suitable for Part 25 aircraft. T www.AVBUYER.com

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OEM Bites

Dassault says that Falcon 6X manufacturing is now well under way, with the first fuselage expected to be completed this fall. The Pratt & Whitney PW812D engine that will power the 6X has also accumulated more than 1,000 hours on a P&WC test bench. www.dassaultfalcon.com

Airbus Vahana eVTOL at AirVenture The second prototype of the Airbus tandem tilt-wing Vahana eVTOL single-seat urban air mobility demonstrator was displayed at the recent EAA Airventure Show drawing much interest from attendees…

Gulfstream announced first delivery of its all-new G600 to a US customer. The G600 flies 6,500nm at its long-range cruise speed of Mach 0.85 and is equipped with the Symmetry Flight Deck, which includes active control sidesticks and 10 touchscreens. www.gulfstream.com

HondaJet’s Elite, the newest version of the light jet that entered the market last year has received type certification from the Civil Aviation Administration of China (CAAC) as deliveries in the country are set to begin later this year through HondaJet dealer Honsan General Aviation Co., Ltd. www.hondajet.com

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manda Simpson, Airbus Americas vice president for research and technology, cautions that it will be some time before such vehicles are commercially viable or economically sustainable in a way that appeals to a mass market. “There are limitations as to what we can do with batteries,” she said.

“If you took the best battery today, made it five times more efficient and you wanted to make an [all electric] airliner the size of an [Airbus] A320 [passenger jet], it would weigh six times as much as the aircraft of today without even putting any passengers or cargo on board,” added Simpson.

“The [UAM prototype] vehicles that are out there have a range of about 30 miles. The battery technology is going to

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have to come along much further if we are going to have 100% electric vehicles.”

Airbus is continuing its exploration into improved battery technology. However, battery capacity is only part of the problem. The challenge isn't the energy density as it goes to weight and volume, but also the charging challenge.

“You have to be able to recharge these vehicles when they land,” Simpson notes. “Does that mean swapping out batteries or plugging it in? … How many times can you recharge a battery before you can’t get the maximum utilization out of it?”

Clearly, much testing and development lies ahead for the exciting eVTOL concept.

More information from www.airbus.com

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

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Kopter and Metro Aviation have signed an MOA (Memorandum of Agreement) formally recording Metro Aviation’s intent to purchase and take delivery of five SH09 helicopters following its FAA certification. www.marenco-swisshelicopter.ch

Bombardier Backlog up $1bn in H1 2019 Bombardier’s backlog increased in value by $400m in Q2 2019, taking its year-to-date growth to $1bn.

The company says that its mid-year backlog now stands at an industry-leading $15.3bn. n terms of aircraft delivered, Bombardier Business Aviation delivered one more aircraft in Q2 2019 when compared to the same period of 2018. The 35 aircraft delivered included two of the company’s new Global 7500.

During the quarter Bombardier also launched the updated version of its Learjet 75 Light Jet, dubbed the Learjet 75 Liberty. The new aircraft takes the basic Learjet 75 and reimagines the cabin.

Although the straight Learjet 75 usually carries eight passengers, Bombardier has removed two seats, taking the Liberty

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down to a maximum of six passengers.

By doing so, the airframer has been able to create a feeling of more space inside the cabin, as well as reduce the weight of the aircraft. Some standard features have also been removed and made into optional extras, which has helped keep the list price for the basic aircraft just under the $10m price point.

Bombardier says that the first delivery of the new Learjet 75 Liberty will take place in 2020.

More information from www.businessaircraft.bombardier.com

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Leonardo has seen a 34% increase in new orders across all of its segments for H1 2019, lifting the total to €6.1bn. The manufacturer secured €1.7bn in new helicopter orders in H1 2019, bringing its helicopter backlog to €11.9bn and revenues to €1.9bn. www.leonardocompany.com

AvBuyer

Textron Aviation delivered 46 jets, down from 48 last year, and 34 commercial turboprops, down from 47 last year.

Textron Aviation’s backlog at the end of the second quarter was $1.9bn. Bell Helicopter revenues were $771m, primarily on lower military volume. Bell’s backlog at the end of Q2 stood at $6bn. www.textron.com

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The Kodiak 100 One Plane That Can Do It All www.AmericanKodiak.com An American Department of Wildlife and Fisheries chose the Kodiak 100 because it is easy to work on, easy to fly, and safe with great flight handling. For the complete story, visit our website at www.americankodiak.com/blog

RUGGED

One of their specialties is duck and geese surveys – taking estimates of the duck and geese population from the air. They need an aircraft that the flight crew could safely maneuver in tight spaces with tough landing gear and rugged tundra tires for all their field landing missions.

RELIABLE

Safety was a top concern. The Kodiak 100 can deliver their entire team – biologists, observers, flight crew and equipment – safely to remote locations involving variable takeoffs and landings, weather conditions and lengths of flight. The Kodiak 100’s unmatched STOL performance, sturdy landing gear, advanced avionics and turbine power reliability (750HP) make it all possible.

VERSATILE

The cargo pod allows the department to manage passenger and cargo capacity that optimizes use of space in the Kodiak 100.

They can carry 2 or 3 biologists, observers and flight crew with comfort. The large opening in the back even allows them to easily relocate whooping cranes as necessary.

AmericanKodiak.com | Mailing Address: 5007 Airport Road, Denton TX 76207 | 940-800-8022 Sales: Eamonn Donovan | Eamonn@americankodiak.com OR Dan Boone | Dan@americankodiak.com

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Peggy Chabrian will be retiring as president and CEO of Women in Aviation International effective April 2020.

Emlyn David, currently president of Skyservice Business Aviation, becomes president and CEO, replacing Marshall Myles, who has decided to retire.

Joanne Goodall has been appointed director of customer services for TAG Aviation UK, with immediate effect.

Ray Goyco Jr

Larry Marler

Ray Goyco, Jr will be leading the newly formed Baker Aviation Services Group, part of Baker Aviation, as CEO. Emil Iannone has been promoted to chief operating officer of Meridian Air Charter.

Larry Marler has been promoted to technical sales manager at West Star Aviation’s Chattanooga, TN location.

Philippe Polman joins US based aircraft broker Lone Mountain Aircraft as its first-ever European-based representative. Polman is based in London.

Philippe Polman

Paul Rose

Paul Rose has returned to Banyan Air Service after a three-year tour with Embraer Executive Jets. He rejoins Banyan as vice president of technical sales, a role he previously held for over 14 years.

Shannon Schell is promoted to the role of CEO at Fort Lauderdalebased air ambulance organisation REVA. He takes over from Stuart Hayman, co-founder of the company, who is stepping down after 22 years, but will remain on the board of directors.

Grischa Schmidt has been appointed as the new senior director design studio at Jet Aviation’s Basel location.

Todd Slater is the new business development director at Millennium International Avionics.

Shannon Schell

Grischa Schmidt

Denise Wilson becomes a sales director for Citation CJ, CJ1, CJ1+, and M2 markets at jetAVIVA, a worldwide leader in turbine aircraft sales and acquisitions.

BizAv Events 2019 Mediterranean Business Aviation Sept 6 Sliema, Malta www. aeropodium.com

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

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

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

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

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

Spanish Aviation Symposium Oct 4 Madrid, Spain www. aeropodium.com

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

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

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

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

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

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

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

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

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

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JetNet September.qxp_Layout 1 19/08/2019 15:00 Page 1

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PRODUCTS & SERVICES Asset Insight Opens eValues to All

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arly last month, Asset Insight introduced services on its eValues system, free of charge, traditionally available at a significant fee from various industry sources. Also substantially differentiating the Asset Insight data, is the fact that Asset Insight services are not based on pre-calculated tables, but pull, analyze and calculate figures at the moment of request, providing realtime information. Services that offer unlimited usage, with no restrictions, and at no cost, include, but are not limited to:

• Serial Number specific Market Values accounting for actual modifications, Hourly Cost Maintenance Program coverage, and maintenance inspection completions.

• Current and Projected Values by Make, Model, and Year of Manufacture.

• Ability to create and track portfolios.

• Download reports in various formats.

• Digitally “share” all analytics.

“The industry has been seeking transparency, standardization, and timely information from the vast sources of data produced by business aviation. Previously, this information had to be aggregated from various sources, at a fee, limiting knowledge for individual aircraft owners and small businesses. By providing this intelligence to all members of the eValues Community, and at no cost, Asset Insight is providing the means for Community members to communicate knowledgeably and efficiently about their aircraft and the industry at large,” said Tony Kioussis, president of Asset Insight, LLC.

SmartSky Partners with Mosaic ATM

SmartSky Networks, the air-toground (ATG) data network developer, has partnered with Mosaic ATM to enhance Skytelligence’s open marketplace and framework infrastructure to connect aviation applications and services developers.

An improved Skytelligence enables the development of new data and services products to improve the efficiency of business and commercial aviation operations, SmartSky said.

“To catalyze aviation’s digital transformation, our Skytelligence open marketplace enables companies to access and share aviation, flight, weather data, operations data, and more,” said SmartSky chairman and CEO Haynes Griffin.

“Mosaic is a critical partner in the creation of this application development infrastructure.”

Mosaic has already provided SmartSky with the expertise to expand upon and refine the Skytelligence concept, including insights for data processing, transformation, and fusion techniques to increase Skytelligence’s data offering. Under this partnership, the two companies will continue collaborating in the development of applications and services related to airport data, convective weather data, and navigation aids.

“SmartSky’s patented system for five-dimensional trajectory optimization with continuous re-planning is an industry breakthrough and accessing this capability via a software-as-aservice model is a game-changer,” said Mosaic CEO Chris 134 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

“Asset Insight is committed to continuing to build a healthy, inclusive, and educated Community, without restricting membership by price. You don’t need to ‘pay to play’ on eValues.”

To further Asset Insight’s mission of transparency, standardization, and timely information to all Community members, for those requiring additional information or support, Asset Insight is lowering its subscription fee to $99 per month, which includes appraisals completed by the company’s ASA Accredited Appraisers at a member only rate that offers substantial savings.

This is the first in a series of developments from Asset Insight aimed at moving the industry to a new level of transparency and inclusiveness.

www.assetinsight.com

Brinton. “This feature allows developers to take advantage of the combination of several data sources and services, including weather and traffic constraints, to quickly and cost-effectively build enhanced services.” www.smartskynetworks.com

Nextant has Multiple 604XT Upgrades in Hand

Nextant reports that demand for the 604XT Pro Line Fusion cockpit upgrade is so strong that they currently have seven installations in progress.

When all are completed, the number of Challenger 604s to have received the Nextant upgrade will have reached 21.

Nextant projects it will achieve at least 30 such installations by the end of 2019, representing nearly 10% of the Challenger 604 fleet.

Nextant Aerospace, is a global leader in aircraft and component remanufacturing and are builders of the 400XTi, G90XT, and 604XT. The package replaces the Challenger 604’s factory-installed CRT displays with three widescreen, high-resolution touchscreens with synthetic vision technology. It includes ADSB Out, WAAS/LVP, and the option to add Safe Flight AutoPower and FANS-1A. www.nextantaerospace.com www.AVBUYER.com

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PRODUCTS & SERVICES Pratt & Whitney to Open Overhaul Centre in Brazil

Pratt & Whitney announce that it is collaborating with Indύstria de Aviação e Serviços (IAS) to open a new overhaul facility in Belo Horizonte, Brazil, for PT6A and PW200 engines.

Pratt & Whitney has operated in Brazil for more than 75 years and remains the country’s leading supplier of General Aviation engines. The company also powers a large number of the nation’s aircraft for government, commercial and business use. This experience gives Pratt & Whitney’s local team the unique insight and ability to personalize services and solutions to meet customers’ needs. www.pw.utc.com

Tamarack Supported by Investors

Tamarack Aerospace Group announced it has received final U.S. Bankruptcy Court authorisation to accept the full amount of its $1.95 million in committed debtor-inpossession (“DIP”) financing. The new liquidity is provided by a consortium of supportive investors including existing Active Winglet customers, vendors, and other stakeholders who are committed to Tamarack’s future.

Tamarack President Jacob Klinginsmith says, “In a matter of a few days, these supporters stepped forward enthusiastically to participate in this opportunity. They understand our industry and believe in the long-term value of our innovative Active Winglet product. This financing from friendly investors is now the only debt secured by our IP and is an important step in our reorganization which allows us to continue serving our expanding fleet.” www.tamarackaero.com

FBO RIGA Earns IS-BAH Stage II

FBO RIGA’s business aviation center at Riga International Airport, Latvia, has gained the International Standard for Business Aircraft Handling (IS-BAH) Stage II accreditation, as the company has successfully passed the second audit of International Business Aviation Council (IBAC). FBO RIGA is the first and the only holder of this certificate in the Baltic States.

IS-BAH is the global industry standard for business aviation ground handlers developed by International Business Aviation Council (IBAC) in cooperation with National Air Transport Association (NATA). It is a set of industry best practices that features at its core a safety management system. IS-BAH meets ICAO requirements and global practices, including the safety management system (SMS) requirements. www.fcg.aero www.AVBUYER.com

$128 million for Wheels Up

Wheels Up, the private-jet charter provider, has announced a new valuation after closing its Class D round.

It reckons the company is now worth more than $1.1 billion. Franklin Templeton came in as an investor, with T. Rowe Price and Fidelity Management & Research also joining up.

"Our latest investment round reinforces the dominance that Wheels Up continues to exhibit as an innovative disruptor and leading force in the private aviation and technology industries," said Kenny Dichter, Wheels Up’s founder. "As we invest further in growth-focused initiatives, we will focus on potential strategic acquisitions and rapid digital advancements to further our mission of bringing the highest-quality private flight to millions." www.wheelsup.com

SETops Returns!

SETops lands at The Royal Aeronautical Society, London - October 3, 2019.

Emerald Media, BlueSky News and the Royal Aeronautical Society are delighted to announce the return of SETops (Single-Engine Turboprop Operators Conference) 2019, after a year's absence.

We will look at how the market has evolved, hearing from operators and OEMs. This year we are widening the theme to include small airfields, which are playing an increasing role supporting SET aircraft, yet so many of them are under threat of closure.

We will also take a look at the next generation of passenger craft on the horizon from 2021 with a panel of futurist speakers who believe the future is eEVTOL. Speakers and panelists will be announced over the next few weeks. There are a number of sponsor opportunities available. Delegate fees are from £180 plus VAT. More details from frances.wiliams@emeralmedia.co.uk

Blackhawk Combines with P&WC and Hartzell to Create World’s Fastest King Air

Blackhawk Aerospace has received an STC from the FAA to transform the Beechcraft King Air 300 into the fastest King Air in the world.

Coupled with Blackhawk’s conversion to factory-new Pratt & Whitney Canada (P&WC) PT6A-67A engines replacing stock PT6A-60A engines on 12,500-pound and 14,000-pound gross weight models of the King Air 300, Hartzell’s optimized composite five-blade swept propellers combine to deliver maximum speeds over 340 knots for the Blackhawk-powered 300.

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PRODUCTS & SERVICES “Blackhawk’s extensive flight testing evaluated and measured single- and multi-engine handling qualities, aircraft performance, engine and accessory cooling, stall speeds and characteristics, landing characteristics, propeller noise and vibration, and high-speed airframe and engine characteristics,” said Blackhawk President and CEO Jim Allmon. “We were delighted to be able to include Hartzell Propeller’s proven fiveblade composite technology in this latest Blackhawk upgrade program. These cutting-edge propellers produce more thrust, which delivers peak performance for our customers. It’s a winning combination.” www.blackhawk.aero

Rolls-Royce is Confident about Pearl

After launch customer Bombardier, with the Global 5500 and 6500, additional applications for the Rolls-Royce Pearl Engine Family is anticipated Speaking last month on their half-year earnings call, R-R chief executive Warren East said the manufacturer had "delivered everything it needed to deliver in terms of a production-standard engine".

The rapid progress with the programme is "giving us a lot of confidence around the Pearl family and the opportunity that gives us to gain further market share in the business aviation sector", says East.

Service entry is expected "sometime between now and the end of the year" says East; Bombardier said it was on track to secure certification later in 2019.

Bombardier launched the re-engined and updated versions of the Global 5000 and 6000 in 2018, both powered by the 15,100lb (68kN)-thrust-rated Pearl 15. www.rolls-royce.com

Gulfstream Continues to Lead in Cabin Connectivity

Gulfstream announced it has outfitted an industryleading 300th aircraft with Jet ConneX, the revolutionary inflight broadband service.

According to Inmarsat, owner of the satellite network that operates the Ka-band internet service, Gulfstream has delivered more Jet ConneX-equipped aircraft than any other business-jet manufacturer. Deliveries, which began in May 2017, have included in-production large-cabin aircraft, the G650ER, G650, G550, the clean-sheet G500, which entered service in September 2018, and the all-new G600, which earned type and production certification June 28 from the FAA. Nearly half the installations are retrofits.

Jet ConneX, certified by the FAA and EASA, transmits at speeds up to 15 megabits per second.

Recently, Inmarsat announced it would enhance its Ka-band solution with the launch of JX-Pro, which includes unlimited data usage and transmission speeds of approximately 20 megabits per second. www.gulfstream.com 136 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

Asian Sky Inks Agreement with Medevac Operator

Asian Sky Group (ASG) has signed a cooperation agreement with Beijing Red Cross Emergency Medical Center (Beijing 999) for emergency medical flights, the Hong Kong-based business aviation consultancy announced.

“As part of ASG’s range of solutions for our clients, we provide charter services which include those for emergency situations,” ASG managing director Jeffrey Lowe said. “For this particular flight ASG’s client contacted us to assist with an urgent overseas, intra-hospital transfer. To provide the reassurance and peace of mind the client needed, we provided round-the-clock, on-site assistance in Beijing for the departure to ensure the process went smoothly.”

Beijing 999 operates a dispatch center with 200 emergency medical lines and a fleet comprising two Airbus H135s, a Dassault Falcon 2000LX, and a Gulfstream G550. www.asianskygroup.com

Flughafen Wien to Build Two New Hangars

Flughafen Wien AG is building two new hangars for general aviation at Vienna Airport by the autumn of 2019 on behalf of its subsidiary Vienna Aircraft Handling GmbH. The first of the two hangars Hangar 8, has already been constructed, whereas the second hangar Hangar 9 is scheduled for completion this Autumn. VAH will then boast four large hangars with a total area of about 16,000 square metres.

As a consequence, the general aviation site at Vienna Airport will rank among the top ten amongst the business aviation airports in Europe. www.viennaairport.com

Boeing Signs Agreement with Tecnam

Boeing signed a multiyear agreement with Tecnam to be the sole provider of aftermarket spare parts and distribution services for the Tecnam P2012 Traveller, Tecnam’s first commuter airline aircraft.

Boeing will assume distribution responsibilities, including forecasting, ordering and delivering all original equipment manufacturer (OEM) genuine replacement parts for the P2012 Traveller through its Aviall distribution network.

The P2012 has completed EASA certification and FAA certification and is ready to be delivered to Tecnam’s launch customer, Boston-based regional airline Cape Air. www.aviall.com www.AVBUYER.com

Products & Services September.qxp_Layout 1 22/08/2019 14:11 Page 4

PRODUCTS & SERVICES KlasJet Adds to Fleet

European private and business charter carrier, KlasJet, part of Avia Solutions Group, has added two more exclusively designed Boeing 737VIP aircraft to its fleet.

After the introduction of the latest aircraft, KlasJet’s diversified fleet will consist of 7 aircraft, designed to meet demands of various business customers: from small VIP delegations to whole sports teams with tailored services.

“We are aiming to attract more clients from different markets with the introduction of new airplanes to our fleet. These aircraft are entering service at the time of high demand. There are many enquiries and some scheduled flights already,” notes KlasJet CEO Justinas Bulka. “We introduced aircraft with refined economy and class cabins as we see increased demand in charter flight, ACMI, AOG, and other segments,” says Bulka. www.klasjet.aero

Flexjet launches by-the-daybased Frax Programme

Flexjet, the world's second-largest fractional ownership operator, has introduced a by-theday-based programme for the Gulfstream G650. The move is designed to give greater flexibility to shareholders of the ultra-long-range business jet and help boost the company's share of the high-end private jet travel market.

Called World Access, the scheme is a departure from the traditional hours-based fractional models, with fellow US firm Airshare the only other company known to offer a by-the-day programme on its fleet of Embraer Phenom 100 and 300 light jets www.flexjet.com

FlightSafety Offers EFVS

FlightSafety International now provides touchdown and rollout training for Gulfstream G280, G450, G500, G550, G600 and G650 aircraft. “The development of these courses highlights our commitment to provide training that will enable our Customers to take full advantage of the approval Gulfstream has received for use of the Enhanced Flight Vision System for instrument approaches all the way to touchdown and rollout,” said Dann Runik, Senior Vice President, Operations www.flightsafety.com

www.AVBUYER.com

Garmin G5000 for Excel & XLS Citations

Textron announced last month that the Garmin International G5000 integrated flight deck is now available for Citation Excel and Citation XLS aircraft. The G5000 modernizes the cockpit, solves parts obsolescence and addresses mandate requirements, while also offering a lower cost of operation.

The G5000 integrated flight deck features three landscapeoriented displays with split-screen capability, intuitive touchscreen controllers, and geo-referenced Garmin SafeTaxi airport diagrams. New to the Citation Excel, emergency descent mode is available as a standard feature with the G5000 and is enabled by the autopilot in the event of a loss in aircraft pressurization. Additionally, operators gain access to more airports and lower approach minimums throughout the world as the G5000 has PBN/RNP 0.3 with LPV/APV approach capability www.garmin.com

JETNET Shows New API, Portfolio Manager at CBAA 2019

World leader in aviation market intelligence, JETNET featured a series of new products and service enhancements at the recent Canadian Business Aviation Association Convention & Exhibition, including their JETNET API and Portfolio Manager. JETNET API allows clients to create customizable data delivery solutions using JETNET’s database.

Portfolio Manager provides users with the flexibility to organize, review, and analyze aircraft fleets.

“These tools and data serve professionals who need the latest intelligence in the Canadian aviation market,” said Tony Esposito, JETNET President. “With the growing optimism in global markets, we want to provide them every chance to take advantage of current trends.” www.jetnet.com

CoolView Windows Gets FAA Approval

Lee Aerospace, recognised for their innovation in aviation transparencies, have recently earned Parts Manufacturer Approval (PMA) for the side cockpit windows on Beechjet 400, 400A and 400T aircraft. “The interest in CoolView has been overwhelming. I think as a follow-on to the previous PMA’s we have in the aftermarket, pilots and passengers alike are specifically asking for this technology on their aircraft which has given us a long list of projects to work on this year,” said Joel Weber, Lee Aerospace Chief Engineer www.leeaerospace.com AVBUYER MAGAZINE Vol 23 Issue 9 2019

137

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P139.qxp 21/08/2019 15:01 Page 1

Stronger Together

Models ranging

15,000 to 280,000 lbs.

Electric Towbarless Certified Easy to Use Universal Rugged Simple to Maintain www.

LEKTRO .com

1-800-535-8767 1-503-861-2288 sales@lektro.com

JETAPPRAISALS Performed by Accredited Senior Appraisers

877.531.1450 jetappraisals.com

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

AVBUYER MAGAZINE R Vol 23 Issue 9 2019 R

139

Jetsense Aviation Beechcraft 1900D September.qxp_Empyrean 21/08/2019 11:09 Page 1

S H O W C A S E

1992 Beechcraft 1900D Serial Number: Registration: Airframe TT: Landings:

UE-25 N83413 18,895.6 26,966

 Delivered 2020 Compliant (ADS-B Out Installed)  Respectively 2160 / 2675 Engine Hours Remaining Before Overhaul  Fresh Hot Section Inspection June 2019  Fresh Phase 4/5/6, I Check and Landing Gear Overhaul  Very Good Cosmetics: Interior is 9/10 and Paint is 10/10  18 Seat Interior with Aft Lav and Fwd Closet  Collins Proline 21 Cockpit Avionics  Brake Deicing  Anti Skid  Power Steering Nose Wheel  APS 65 Autopilot Airframe Maintenance Tracking - Enrolled on CAMP Engines Description: S/N: THSN: TCSN: TUOH: TSOH:

Left engine P&W PT6A-67D PCE-114286 13,459.2 Hours 18,616 Cycles 2159.1 Hours 3840.9 Hours

Right engine P&W PT6A-67D PCE-114369 14,856.7 Hours 20,264 Cycles 2674.9 Hours 3325.1 Hours

TCSOH: 3721 Cycles 3129 Cycles Propellers Left prop Right prop Description: HC-E4A-3 HC-E4A-3 S/N: HJ-2448 KX-593 THSN: 12,291.1 Hours 20,688.1 Hours TUOH: 3888.7 Hours 3323.8 Hours Avionics • Collins Proline 21 Cockpit Avionics • Dual Garmin GTN 625 GPS • ADS-B Installation in progress • FDR • CVR • TCAS II • TAWS • Fitted with AHRS • APS 65 Autopilot • Weather Radar Interior Interior shows 9/10. Number of Passengers: 18 Seats. Lavatory Location: Aft Lav. Closet: Fwd Closet Exterior Exterior Paint shows 10/10. Base Paint Color: Matterhorn White. Stripe Colors: Black, Red and Tan General specifications Seating 2/18 Baggage (CuFt Ext/Int) 00/55 Cabin Height (Ft) 5’11” Cabin Width (Ft) 4’6” Cabin Volume (CuFt) 670.06 Seats Full Range (NM) 1,247 Balance Field Length (Ft) 3,715.73 Landing Distance (Ft) 3,564.28 Average Block Speed (Kts) 254

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

140 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

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

Jetsense Aviation Citation V September.qxp_Empyrean 21/08/2019 11:10 Page 1

S H O W C A S E

1989 Citation V Serial Number: Registration: Airframe TT: Landings:

560-0020 N7867T 8047 7871

 Delivered 2020 Compliant (ADS-B Out Installed)  Undergoing ADS-B Out Installation for 2020 Compliance  3 US Owners Since New  Always US Based  Recent Hot Sections: 187.5 hrs SHSI  Both Engines Are Time Since New (Respectively 1582 hrs / 1843 hrs)  Freon Air Conditioning with Flood Cooling  BACON Low Utilization Program  Lead Acid Battery  Increased Gross Takeoff Weight Mod (16,300 lbs)  Radome Quick Release Mod  Full and Complete Records and Logs Airframe Maintenance Tracking - Enrolled on CAMP Engines Left engine Right engine Description: JT15D-5A JT15D-5A S/N: JD0548 JD0547 THSN: 1582.2 Hours 1843.3 Hours TSHS: 187.5 Cycles 187.5 Cycles TRUHS: 1512.5 Hours 1512.5 Hours TRUO: 1917.8 Hours 1656.7 Hours Avionics EFIS 2-Tube Honeywell ED-600 ADI & HSI

FMS Universal UNS-1F TCAS Ryan TCAD FDS Sperry SPZ-500 VHF NAV Dual Collins VIR-32 VHF COM Dual Collins VHF-22A RADAR Honeywell Primus WU-650 RADIO ALTIMETER Collins ALT-55B CVR Fairchild GA-100 CVR DME Dual Collins DME-42 ADF Collins ADF-462 EGPWS Honeywell MK VIII TRANSPONDERS Dual Collins TDR-90 GPS Garmin GNS-400W IFR WAAS Navigator with moving map HF Radio Bendix/King KHF-950 RVSM Garrett Reduced Vertical Separation Minimum Installation Weight and Balance The aircraft has a Gross Takeoff Weight Modification, which allows for the aircraft to carry 400 lbs more than the standard Citation V. Interior Number of Passengers: Nine (9): Two 4-Place Clubs plus Belted Lav. Lavatory Location: Aft (Belted). Interior Refurbishment: Airport Interiors (Smyrna, TN) in 2011: New headliner, leather seat coverings, seat belts and side panels.

Carpet replaced in 2014 Exterior Completed at Jim Miller Aircraft Painting in 2015 Base Paint Color: Matterhorn White Accent Colors: Black, Red and Grey

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

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

AVBUYER MAGAZINE Vol 23 Issue 9 2019

141

AirGo May.qxp 21/08/2019 12:18 Page 1

S H O W C A S E

Special AOCPackage Package Special AOC

EMBRAER PRAETOR 600 NEW

Special AOC Package

Embraer © Pictures for illustration only – colors and paint schemes at your choice

Commercially operated in German AOC with Charter Income – Smart Investment.

Mono Fleet Concept. Fast and easy enrolment: • No enrolment cost • Experienced pilots Ask for Operational Proposal – Just buy and fly!

FEATURES 4,018 NM / 7.440 km Range London – New York or London – Dubai non-stop

4

Fly-by-Wire & Auto Throttle & Auto Brake 4 • LPV approaches, ADSB out, CPDLC over ATN (EASA Link2000+) and FANS 1/A+ CPDLC Package • Lightning •! Detection System • Predictive Wind Shear System (PWS) & Vertical Weather (VWX) ••!Surface Management System ! Cockpit • Paperless !

• Steep Approach (approved at London City Airport) • !Provisions ! for EVS - Enhanced Vision System & for! HUD !- Head Up Display / Installation at owners wish

! ! ! !

CABIN f !

• !VIP – 9 Seat Cabin Arrangement in your color specifications 4 passenger club arrangement plus 2 club seats plus 3-place-divan, f • Galley with oven/microwave, coffee maker, refrigerator and CA seat

!

• Fully enclosed lavatory and wardrobe/cabin baggage storage • Stone floor on entrance/galley and lavatory floors •! Cabin Management System plus Upper Tech Panel • !Enhanced • Heating! system for Baggage Compartment • Iridium! Satellite Phone ••!Leather, panels and woodworks according your color specification ! ! ! ! ! ! !

! ! !

142 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

FLY SMART: no need for a heavy jet for long range due to fuel-efficient engines and fine-tuned aerodynamics.

That makes the PRAETOR 600 the greenest business jet and a game changer.

The PRAETOR 600 amazes passengers with its inviting cabin with a 1.83 m ceiling, a flat floor, low cabin noise level and smooth ride by a special turbulence-reduction feature. c With a fully equipped galley, convenient restroom with wardrobe and cabin cluggage storage, seats transforming to 4 flat beds the PRAETOR 600 is the ideal airplane to be used for long flights but also lands on short runways like La Môle St. Tropez.

The state-of-the-art airliner equipment assures a safe flight with highest technology standards.

AirGO SERVICES The supervision of the process from purchase of your PRAETOR 600 to the start of operation is a complementary service included in the AirGO management contract. Under the mandate the AirGO CAMO is fully responsible for maintenance tracking and supervision. The 24-h Sales & OPS Team organize your flight as well as third party charter; schedules crews and takes care of your special wishes while the approved AirGO Training Organization takes care of continuous pilot training.

AirGO is committed to sustainability. We work only with the most efficient aircraft in its class as well as taking part in programs off-setting CO2, promoting SAJF (Sustainable Alternative Jet Fuel) and working towards environmentally friendly practices in all areas of service. AirGO avoids the use of plastic wherever possible and promotes to remove plastic packaging completely.

AirGO Private Airline GmbH Am Finther Wald 5833 D-55126 Mainz / Germany

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

Fly smart – Fly Avanti www.AVBUYER.com

Dassault Falcon 7X September.qxp 21/08/2019 11:13 Page 1

S H O W C A S E

2012 Dassault Falcon 7X Fortune 100 Owned, Operated and Maintained Serial Number: Registration: Airframe: Landings:

162 N495ZC 1759 1070

Engines #1 PCE-CH0506: 1759 Hrs.; Cycles: 1070 #2 PCE-CH0499: 1759 Hrs.; Cycles: 1070 #3 PCE-CH0504: 1759 Hrs.; Cycles: 1070 Engine Type: Pratt & Whitney Canada PW307A - Enrolled on ESP Platinum APU APU Honeywell GTCP36-150(FN) s/n P-275 enrolled on MSP Gold Avionics & Connectivity EASy II+: WAAS-LPV; ADS-B Out; SVS; ADM; Dual Jepp. Charts; XM Graphical WX, CPDLC – FANS 1/A & ATN B1 Triple Honeywell EASy FMS Central Maintenance Computer Honeywell EASy VHF Communications & VHF Data Radio – “VDR” triple Honeywell TR-866B VOR/ILS/Marker/GPS dual Honeywell DME Systems dual Honeywell DM-855 ADF Systems dual Honeywell DF-855 Mode S Transponder Systems dual Honeywell Color Weather Radar System Honeywell Primus 880 TCAS II System with Change 7.1 Radar Altimeter System dual Honeywell KRA-405B Enhanced GPWS with Windshear Honeywell EASy

Head-Up Guidance System (HGS) Rockwell Collins HGS-5860 Enhanced Flight Vision System (EFVS) Rockwell Collins EFVS-5860 High Frequency Communication Systems dual Honeywell KHF-1050 SATCOM Aero H+ / Swift Broadband Honeywell MCS-7120 w/ATG-5000 Micro Inertial Reference Units triple Honeywell Laseref V Voice and Flight Data Combined Recorder dual Honeywell AR-Combi ELT System with NAV Interface Honeywell Rescue 406AF Interior & Entertainment Beige leather seats, Beige lower sidewall, Pale Beige Ultra-leather headliner, Black Pearl Satin plating (Brushed), Birdseye Maple veneer with dark stain replaced by DAS-ILG August 2016.

Seating: 14 passengers: L/H forward galley opposite 71 inch Crew compartment, 3rd flight deck seat, 4-place forward club, 4-place midcabin dining group with opposing credenza, two aft 3-place divans, forward and aft lavatories Exterior Overall White with Orange, Medium Blue and Green custom accent stripes (DAS-ILG August 2016) FOR IMMEDIATE SALE

www.dassaultfalcon.com

www.AVBUYER.com

Dassault Falcon Pre-Owned Department USA Tel: + (1) (201) 541-4556 FR Tel: + 33 1 47 11 60 71 E-mail: preowned@falconjet.com

AVBUYER MAGAZINE R Vol 23 Issue 9 2019 R

143

Al Jaber Aviation September.qxp_Empyrean 22/08/2019 13:01 Page 1

S H O W C A S E

2010/2011 Embraer Lineage 1000 Serial Number: Registration: Airframe TT: Landings:

261 A6-AJI 3766 1068

 $17,750,000 Best value on the market  FAA/EASA Commercial Certification  Immediate sale/delivery directly by owner  Low time / well maintained / on programs  Will be delivered with fresh M8 and ADSB-Out  Interior refresh possible during M8 inspection Engines: GE/CF34-10E7B Enrolled on GE OnPoint Program Left engine Right engine Total Hours: 3766 3766 Total Cycles: 1068 1068 APU: PWC/APS2300 Serial Number: HSCE1023797 Total Hours: 3794 Avionics Lineage 1000 Honeywell Primus Epic Avionics Suite, Fly-by-wire technology, Steep approach capability Dual Honeywell DF-855 ADF Dual Honeywell TR-865A & TR-865B VHF Standby Magnetic Compass Dual Honeywell DM-855 DME 5-tube EFIS 5-tube Flight Director Audio International (cordless) Flight Phone

Dual FMS Dual Honeywell GPS w/Honeywell Antenna Dual Honeywell KRX-1053 HF w/SELCAL Dual Honeywell IRS Dual Honeywell VHF NAV Honeywell Radar Altimeter Iridium ICS-400 & PABX SATCOM EGPWS w/Windshear Honeywell TCAS-3000SP Dual Honeywell XS-857A Mode S Transponders Primus 880 Weather Radar w/Turbulence Interior & Entertainment VVIP/19 Passengers TTL. Seating - Forward meeting area, dining & conference suite, mid-cabin 4-place club, aft-4-place club, divan & 6-place conference group, aft divan opposite 2-place club, observer seat, flight attendant seat.

Forward galley: 2 ovens, microwave oven, chiller, coffee brewer, espresso maker.

Forward 17-inch video monitor, mid-cabin 42-inch monitor, additional aft 23-inch mid-cabin monitors entertainment cabinets, dual Audio International CD players, Airshow 4000 (lineage premium worldwide package), three multi-region DVD players, iPOD, external audio/video connectivity, Hi-Fi stereo surround sound, SATCOM, high-speed data w/wireless LAN Business- fax machine, laptop connections * Subject to verification by buyer upon inspection, subject to prior sale and/or removal from market

Al Jaber Aviation LLC Bilal Yousuf Al Bateen Airport, Abu Dhabi United Arab Emirates

144 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

+971 (50) 813-3029 bilal.yousuf@ajaprivatejets.com

www.AVBUYER.com

Mesotis September.qxp 21/08/2019 11:20 Page 1

S H O W C A S E

2008 Cessna Citation CJ2+ Serial Number: Registration:

525A-0398 LZ-FNB

• EU-OPS 1 Compliant • Engines 100% on JSSI • ProParts • CAMP • No damage history/ No Corrosion

2002 Cessna Citation Bravo Serial Number: Registration: Airframe TT: Landings:

550B-1040 OM-ATN 6363 5833

• EU-OPS 1 Compliant • 100% JSSI on Engines • Lifeport stretcher and oxygen distribution system • No damage history

Avionics & Connectivity Honeywell Avionics Suite COM 1&2 Honeywell KY196B NAV Antenna ADF Receiver KR87 DME Antenna Marker KMR 675 UNS FMS Control Display Unit NAV FMS Control Radio Altimeter Receiver/Transmitter Honeywell Primus 1000 Phase III Autopilot control PC-400 TCAS II GPWS/EGPWS Computer FDR/SSFDR

Mesotis Jets Thomas Thums Fleischmarkt 7/3 1010 Vienna Austria

www.AVBUYER.com

Location Austria Price: Please Call

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

AVBUYER MAGAZINE R Vol 23 Issue 9 2019 R

145

FROG Flugservice GmbH August.qxp_Empyrean 21/08/2019 11:24 Page 1

S H O W C A S E

Price: US Dollar 1,500,000 net 2001 Citation 525 Citation Jet 1 Serial Number: 525-0435 Registration: D-IAWU Airframe TT: 3500 Landings: 3150 • EASA compliant and taxed in the EU • No known damage history • Two Owners Since New • VIP Corporate Interior • Always Hangared • All maintenance and mandatory service works done, comes with fresh Doc 10 inspection at delivery • Interior Refurbishment 2019 Engines Left: approximately 3400 h since new, on TAP Elite Blue Right: approximately 3550 h since new, on TAP Elite Blue Avionics/Radios Collins Proline 21 FD/AP (2-Tube EFIS) Dual Garmin GTN-650 Comm/Nav/GPS, 8.33 kHZ spacing, will be delivered with LPV capability Universal UNS-1K FMS Collins RTA-800 Weather Radar King KR-87 ADF King KN-63 DME plus additional Chelton DM441B DME Honeywell TPU-66A TCAS class 1 Dual Garmin GTX 330D “S” Diversity Transponders, will be delivered ADSB-out certified Artex C406-2 ELT Collins RTA 800 WX Radar

Additional Equipment RVSM and MNPS compliant, Thrust attenuators, oxygen system, crew oxygen masks, Standby combi flight instruments, fully JAR (commercial) compliant, Ski Tube Extension, 50 Cu. Ft. O2 System, Monorail Sunvisors, Eros Oxygen Masks & Goggles, Lead Acid Battery, Engine Sync, Angle of Attack, Digital Clock, Headrest Pillow Slipcovers, Navigation Chart Cases Interior Aircraft will be sold with fully overhauled interior.

Four lateral tracking chairs, deluxe forward refreshment center, 2 executive writing tables, seats finished in beige leather. Forward galley.

Side facing 5th seat in front of main exit, Aft lavatory with vanity and flushing toilet, not approved as 6th seat. Cabinetry in walnut high gloss finish. New carpet Exterior Overall cream white with small red and black accent stripes. Freshly polished at delivery Maintenance and Registry Aircraft on CESCOM, Engines on TAP Elite Blue, Enrolled in Pro Parts. No damage history. All AD and Mandatory SB to date completed, fresh annual inspection, Document 10 will be done before delivery. Complete EASA registration with decal tail numbers

FROG Flugservice GmbH Dr. Martin Altmann, CEO POB 5253, D-51491 Overath, Germany

146 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

Tel: +49-2204-74033 Mob: +49-170-6778833 Email: jetsales@froggy.de

www.AVBUYER.com

Swisspath Aviation August.qxp_Empyrean 21/08/2019 14:24 Page 1

S H O W C A S E

New price: $2,350,000 2009 Piaggio P-180 Avanti II Serial Number: Registration: Airframe TT: Landings:

1196 HB-LUS 1,210 700

• 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: 1,210 / CSN: 700 Engine #2 (S/N PCE-RW0123/3072196-01) / TTSN: 1,210 / CSN: 700 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

www.AVBUYER.com

Tel: +41 44 454 2626 Email: Sales@swisspath.aero www.swisspath.com

AVBUYER MAGAZINE Vol 23 Issue 9 2019

147

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Aircraft Issue Index9see Page 145 AVBUYER MAGAZINE 2019 149

P150-152.qxp 21/08/2019 15:27 Page 1

M A R K E T P L A C E

Bombardier Challenger 350

Milcham Aviation Price:

Please Email

Year:

2019

S/N:

207XX

Reg:

TBD

TTAF:

00

Location: USA

Bombardier Challenger 650

Milcham Aviation Price:

Please Email

Year:

2019

S/N:

61XX

Reg:

N-TBD

TTAF:

00

Location: USA

Bombardier Global 5500

Milcham Aviation Price:

Please Email

Year:

2020

S/N:

TBD

Reg:

N-TBD

TTAF:

-

Location: USA

Gulfstream V

Dennison Aviation Price:

Make Offer

Year:

1999

S/N:

541

Reg:

N459BE

TTAF:

8642.6

Location: USA

Gulfstream IV

Dennison Aviation Price:

Make Offer

Year:

1987

S/N:

1012

Reg:

N458BE

TTAF:

8339.9

Tel: +1 (305) 452 62610 E-mail: sales@milcham.lu BRAND NEW BOMBARDIER CHALLENGER 350 DELIVERY MIDDLE 2019. FRACTIONNAL OWNERSHIP 1/6 AT 3.990.000,00 USD. FULL OPERATION INCLUDED. UNDER PUBLIC TRANSPORTATION COMPANY. ANNUAL OPERATION FEES 550.000,00 USD PER YEAR OR 46.000,00 PER MONTH, 125 HOURS FLIGHT ON BOARD INCLUDED (crew, expenses, fuel, taxes, catering, maintenance, landigs fees ect....). DEPRECIATION 4% PER YEAR. POSITIONNING 2 HOURS FREE AROUND HOME BASE. FLEET RENEVAL EVERY 4 YEARS. NO ADDITIONNAL CHARGE. TRADES CONSIDERED CONTACT US FOR MORE INFORMATIONS

Tel: +1 (305) 452 62610 E-mail: sales@milcham.lu BRAND NEW BOMBARDIER CHALLENGER 650 DELIVERY MIDDLE 2019. FRACTIONNAL OWNERSHIP 1/4 AT 8.900.000,00 USD. FULL OPERATION INCLUDED. UNDER PUBLIC TRANSPORTATION COMPANY. ANNUAL OPERATION FEES 900.000,00 USD PER YEAR OR 77.000,00 PER MONTH, 200 HOURS FLIGHT ON BOARD INCLUDED (crew, expenses, fuel, taxes, catering, maintenance, landigs fees ect....). DEPRECIATION 4% PER YEAR. POSITIONNING 2 HOURS FREE AROUND HOME BASE. FLEET RENEVAL EVERY 4 YEARS. NO ADDITIONNAL CHARGE. PRICE PER HOUR ON BOARD 6,200.00 USD ALL INCLUDED ( OPERATION DEPRECIATION .....)

TRADES CONSIDERED. CONTACT US FOR MORE INFORMATIONS

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

Tel: +1 (248) 701 9446 E-mail: Sd@dennisonaviation.com Beautiful 12 passenger aft galley G-V with foward crew rest area. Owner has ADS-B and CPDLC upgrade scheduled. Will make a great global aircraft. Engines on RRCC. Don't miss this great aircraft!! Avionics: Seller has aircraft scheduled for ADS-B and CPDLC upgrades. Interior & Entertainment: 12 place executive interior with forward crew rest area. Forward crew lav and refreshment center. ATG 4000 High Speed Internet.

Additional Equipment & Information: Cockpit equipped with EVAS

Tel: +1 (248) 701 9446 E-mail: Sd@dennisonaviation.com Excellent G-IV for Sale! Very large aft galley with 14 place interior. Aircraft will make an excellent addition to charter fleet.

Mid-Life's completed in 2017. Airframe: 72 Month C/W May 2017 Engines: LETT: 8154.5. RETT: 8160.8. Mid-Life's accomplished 4/2017. Avionics: Owner has ADS-B upgrade scheduled.

Interior: 14 Pax Interior. Large Aft Galley. Forward and Aft Berthable Divan. High Speed Internet.

Location: USA

150 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

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P150-152.qxp 21/08/2019 15:27 Page 2

Cessna Citation Bravo

Boris Peev Price:

$773,300 No VAT

Year:

2002

S/N:

550-1007

Reg:

LZ BPP

TTAF:

3533.8

Location: Bulgaria

BAe Avro RJ70

Price:

$4,500,000

Year:

1994

S/N:

E1258

Reg:

LZ-TIM

TTAF:

23368

Nusantara Air Charter Price:

Make Offer

Year:

2007

S/N:

667

Reg:

PK-JKG

TTAF:

7780:32

Location: Indonesia

Piper M500

Chris Hoffmann Price:

$1,650,000

Year:

2015

S/N:

4697597

Reg:

SPNLC

TTAF:

870

Location: Poland

Agusta AW139

Skypro Charters Price:

Please Call

Year:

2013

S/N:

31455

Reg:

-

TTAF:

442,27

Location: Russian Federation

www.AVBUYER.com

Aircraft's current location - LBSF. Avionics: Honeywell Primus 1000 Integrated Avionics System 3 – Tube EFIS. COMMUNICATION: Dual Bendix/King KY196B Comm. VHF NAVIGATION: Dual Bendix/King KN53 Nav Receiver. Interior: Standard Citation Bravo (7+ 2 + 1 Belted Lavatory). Center Club, two Aft Forward-facing Seats, rear Facing Seat across from Galley including Belted Lavatory. Price Reduced

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

Aircraft Lease

Location: Bulgaria

ATR 42

M A R K E Tel: +359 888 211 134 T E-mail: office@aviobravo.com P L EU Registration. ENG1-PW 530A, 3533.8 H. ENG2-PW 530A, 3533.8 A H. RVSM: Factory Standard. No damage history. Complete records C and all log books. Special AOC Package: Commercially registered and E operated in European AOC. This aircraft is in excellent condition.

Date of VIP Cabin Modification – 31st October 2008.

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

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

Tel: +62 812 989 33381 E-mail: tarjiman@nac.co.id The aircraft been operated and maintained in low utilization. Last 6+ years just been operated for 3,000 FH. Last major maintenances carried out by Fokker Services Asia Singapore. 95+% replacement components sourced from FAA/EASA tags, other components carried out by local repair shop. Overhauled gears fitted on Sep-2017. Engines: Mixed LH PW127M and RH PW127E maintained in Hard Time. APU: NA. 12 Years Inspection will be due in Aug-2019 Next C-Check will have remaining of 2,010 FH. Basic standard equipments plus upgraded TCAS 7.1. Int: Standard. Ext: Full white.

Additional Equipment & Information: HF System

Tel: +48 601 202 074, +48 600 474 856 E-mail: solid.pilots@gmail.com Synthetic Vision, WAAS, G1000, One Owner Since New, Warsaw (Poland) Maintained. Engine: Pratt & Whitney PT6A-42A 500shp engine, sports a 260 KTAS / 482 km/h max cruise speed and has a range of 1,000 nm / 1,852 km. Propeller: Hartzell, 4-blade metal.

Avionics/Radios: The M500’s Garmin G1000 avionics suite will feature high resolution dual 10-inch PFDs, and a high resolution 12-inch MFD with a GFC700 autopilot with enhanced Autopilot Flight Control System (AFCS) including a number of flight safety features: * Electronic Stability Protection (ESP). * Underspeed Protection (USP). * Coupled Go-Around * Expanded Engagement Envelope* Level Mode

Tel: +7 495 150 3300 E-mail: eo@skypro.aero Always hangared. Remedied defects, which usually occurring during the first 300 flight hours. Not based in the coastal climate, no corrosion.

Interior in perfect condition due to low usage. Ergonomic interior.

Airframe: Date entered service - 05.2013. Landings - 910 cycles. Seats 8. Configuration - VIP. Avionics: Honeywell Primus Epic System for visualization of flight and navigation data. Electronic Standby Instrument System (ESIS). Attitude and Heading Reference Systems (AHRS). Air Data Modules (ADM). Additional Equipment: Air collision avoidance system TCAS I KTA-970 Honeywell Bendix/King. Improved system of warning of dangerous approach to the earth EGPWS

AVBUYER MAGAZINE R Vol 23 Issue 9 2019 R

151

P150-152.qxp 21/08/2019 15:27 Page 3

M A R K E T P L A C E

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

Leonard Hudson Drilling

Bombardier Learjet 36A

Price:

Offer/Trade

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter Would consider trade for KingAir 200/300

Location: USA

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

Leonard Hudson Drilling

BELL 412EMS

Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

Full EMS Medical 4 patient and 4 attendant interior.

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

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

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

Location: USA

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

Leonard Hudson Drilling

BELL 212 (Five Available)

Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Available for immediate use.

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

Location: USA

Citation Mustang

AUGSBURG AIR SERVICE Price: Year:

Tel: +49 821 7003 143 E-mail: sales@aas-augsburg.de

EU-Reg, Garmin G1000 Suite (3 Displays), Synthetic Vision, 2x GTX33D Mode-S XPDR, TAS KTA-870, Jeppesen Charts, XM Weather, On CESCOM, Maintenance by AAS Augsburg!

2009

S/N: Reg: TTAF:

3300

Location: Germany

Alberth Air Parts

+1 832 934 0055

Spare Parts

Par Avion Ltd FALCONS • HAWKERS • LEARS

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

www.alberthaviation.com

www.paravionltd.com SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 152 Vol 23 Issue 9 2019 AVBUYER MAGAZINE

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P153.qxp 22/08/2019 09:13 Page 1

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Advertiser’s Index 1st Source Bank ..................................................49 AeroGo Private Airline ......................................142 Air BP......................................................................24 Aircraft BlueBook ..............................................139 Aircraft Finance Corporation .............................13 Al Jaber Aviation.................................................144 American Kodiak ................................................131 Aradian Aviation ....................................................97 AvBuyer......................................................139, 149 Avjet Global ................................................. 62 - 63 Avpro ..............................................................16 - 20 Boutsen Aviation...................................................77 Central Business Jets .......................................155 Conklin & de Decker .........................................101 Corporate Concepts ...................................78 - 79 Dassault Falcon Pre-Owned ........2 - 3, 15, 143 Donath Aircraft Services............................64 - 65 Dubai Airshow ....................................................148 Duncan Aviation...........................................46 - 48

Eagle Aviation........................................................25 ElliottJets ...............................................................35 Engine Assurance Program.............................107 European Aircraft Sales ...................................123 Freestream Aircraft......................................52 - 53 FROG Flugservice GmbH...............................146 General Aviation Services ..................................29 Global Jet Monaco........................................ 5 - 12 Hatt & Associates ................................................39 Isle of Man Aircraft Registry ............................123 Jean Boulle Luxury.............................................111 JetBrokers......................................................70 - 71 Jetcraft Corporation ..........................42 - 43, 156 Jeteffect ..................................................................61 JetHQ .............................................................54 - 55 JetNet ...................................................................133 Jet Sense Aviation ..................................140 - 141 JSSI (Jet Support Services) ............................113 Leading Edge Aviation Solutions......................87

Lektro....................................................................139 NBAA-BACE.........................................................96 Mesotis Jets ........................................................145 OGARAJETS................................................32 - 33 Par Avion ................................................................91 Pratt & Whitney ..................................................105 Rolls-Royce Corporate Care.....................72 - 73 San Marino Aircraft Registry ................1, 26 - 27 Singapore Airshow ............................................127 Sky Aviation Holdings .........................................41 Southern Cross Aircraft....................................117 SmartSky Networks .............................................21 Sparfell & Partners ......................................36 - 37 Swisspath Aviation ............................................147 Textron Aviation Pre-Owned ..............................93 The Elite New York ............................................138 The Jet Business..........................................30 - 31 The Private Jet Company....................................69 Wright Brothers Aircraft Title ..........................121

Copy date for the October 2019 Issue - Wednesday 11 September 2019 PROUD MEMBERS OF

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AvBuyer (USPS 014-911), Sept 2019, Vol 23 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 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

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Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRBUS

AIRCRAFT

PAGE

60X . . . . . . . . . . . 43, 156 75. . . . . . . . . . . . . 18, 54

ACJ 318 . . . . . . . 31 A318 Elite . . . . . 5 ACJ319 . . . . . . . . 36 A319CJ . . . . . . . . 77 A319 VIP . . . . . . 5 A380-800 . . . . . . 36

CESSNA Citation

BAE AVRO RJ70. . . . . 77, 151

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 31, 53 BBJ2 . . . . . . . . . 5, 11 737-200 . . . . . . . 78 737-300 . . . . . . . 78 757 . . . . . . . . . . . 63 787-9. . . . . . . . . . 43, 156 DC8-72 VIP . . . . 78

BOMBARDIER Global 5000ER . 5, 10 Global 5000 . . . . 37, 42, 43, 55, 77, . . . . . . . . . . . . . . . 156 Global 5500. . . . 150 Global 6000 . . . . 5, 8, 37, 43, 63, 156 Global 7500 . . . . 37 Global Express . 30, 42, 43, 55, 156 Global Express XRS. 5, 16, 42, 156

Challenger 300 . . . . . . . . . . . 5, 9, 17, 29, 30, 32, . . . . . . . . . . . . . . . 43, 54, 87, 117, 156 350 . . . . . . . . . . . 30, 150 600 . . . . . . . . . . . 70 604 . . . . . . . . . . . 55, 61 605 . . . . . . . . . . . 63, 87, 117 650 . . . . . . . . . . . 42, 43, 150, 156 850 . . . . . . . . . . . 42

Learjet 31A . . . . . . . . . . . 43, 61, 69, 70, 156 35A . . . . . . . . . . . 70 36A . . . . . . . . . . . 152 40XR . . . . . . . . . . 71 45 . . . . . . . . . . . . 19, 63 45XR . . . . . . . . . . 19 55 . . . . . . . . . . . . 71 60 . . . . . . . . . . . . 29, 42, 61 60SE . . . . . . . . . . 155

II . . . . . . . . . . . . . 71 III . . . . . . . . . . . . . 70, 71 V. . . . . . . . . . . . . . 70, 71, 141 VI . . . . . . . . . . . . . 71 X . . . . . . . . . . . . . 19, 61 XLS+ . . . . . . . . . . . 25, 91 525 . . . . . . . . . . . 146 560XLS. . . . . . . . 48 CJ1. . . . . . . . . . . . 35 CJ1+ . . . . . . . . . . . 29 CJ2. . . . . . . . . . . . . 43, 87, 156 CJ2+ . . . . . . . . . . . 145 CJ3. . . . . . . . . . . . 70, 91 Bravo . . . . . . . . . 48, 145, 151 Encore . . . . . . . . 35 Excel . . . . . . . . . . 32 Grand CaravanEX. Jet . . . . . . . . . . . . 25, 32 Latitude . . . . . . . 54 M2 . . . . . . . . . . . . 35 Mustang. . . . . . . . 25, 46, 152 S/II . . . . . . . . . . . 47 Sovereign. . . . . . 19, 55 Sovereign+ . . . . 43, 61, 156 Ultra . . . . . . . . . . 117 240A RAN VI . . . 25

Pistons T182T . . . . . . . . . . 25 T206H. . . . . . . . . . 70

DAHER SOCATA TBM700A . . . . . . 77 TBM700B . . . . . . 25 TBM850 . . . . . . . 35 TBM930 . . . . . . . 35 TBM940 . . . . . . . 35

AIRCRAFT

PAGE

900B . . . . . . . . . . 87 900DX. . . . . . . . . 2 900EX EASy . . . 18, 155 2000 . . . . . . . . . . 29, 46, 70, 117 2000EX. . . . . . . . 17, 55, 77, 87 2000EX EASy . . 17 2000EX EASy II. 39, 155 2000LX . . . . . . . . 3, 64 2000LXS. . . . . . . 3, 43

AIRCRAFT

PAGE

Beechcraft Premier I . . . . . . 42 Premier IA . . . . . 77, 97 1900D . . . . . . . . . 140

Hawker

328-310 . . . . . . . 47

400A . . . . . . . . . . 70 400XP . . . . . . . . . 35, 46, 70 800A . . . . . . . . . . 70 800XP . . . . . . . . . 18, 37, 43, 63, 69, . . . . . . . . . . . . . . . 97 900XP . . . . . . . . . 18, 97, 156 4000 . . . . . . . . . . 18, 69

EMBRAER

HONDA

Legacy 500 . . . . 19, 31, 43, 46, 156 Legacy 600 . . . . 37 Legacy 650 . . . . 71 Lineage 1000 . . 36, 144 Lineage 1000E . 155 Phenom 100 . . . 47 Phenom 100E . . 32 Phenom 300 . . . 5, 43, 78 Phenom 300E . . 61 Praetor 600 . . . . 142

Jet . . . . . . . . . . . . 55

DORNIER

GULFSTREAM IV . . . . . . . . . . . . . 16, 41,150 IVSP . . . . . . . . . . 17, 69, 97, 117 V. . . . . . . . . . . . . . 31, 78, 97, 150 150 . . . . . . . . . . . 61 200 . . . . . . . . . . . 17, 47, 69 280 . . . . . . . . . . . 17, 32, 39, 43, 54, . . . . . . . . . . . . . . . 156 450 . . . . . . . . . . . 30, 52, 65, 87, 97 500 . . . . . . . . . . . 87 550 . . . . . . . . . . . 5, 12, 16, 32, 36, . . . . . . . . . . . . . . . 43, 52, 53, 77, 97, . . . . . . . . . . . . . . . 156 650 . . . . . . . . . . . 16, 63 650ER. . . . . . . . . 52, 62, 156

IAI Astra1125SP . . 155 AstraSPX . . . . . . 19 Westwind II . . . . 70

PIAGGIO P-180 Avanti II . 147

PILATUS PC-12NG . . . . . . .156

PIPER Cheyenne 3A. . . .70 Cheyenne 400LS. . 25 M500 . . . . . . . . . . 151

HELICOPTERS AIRBUS/ EUROCOPTER EC 145 . . . . . . . . 77

AGUSTAWESTLAND HAWKER BEECHCRAFT

DASSAULT FALCON

King Air

7X . . . . . . . . . . . . 2, 5, 6, 7, 17, 43, 53, . . . . . . . . . . . . . . . . 54, 143, 155, 156 8X . . . . . . . . . . . . 17, 77 50 . . . . . . . . . . . . 32, 47, 70, 77, 155 50-4. . . . . . . . . . . 79 50EX . . . . . . . . . . 3, 18, 47

200XPR . . . . . . . 70 350 . . . . . . . . . . . 39, 54, 61 A100 . . . . . . . . . . 70 B200 . . . . . . . . . . 35, 97 C90 . . . . . . . . . . . 70, 97 C90B. . . . . . . . . . 43, 70, 117, 156

AW109S Grand . 36 A119 KE Koala . 97 A139 . . . . . . . . . . 151

BELL 212 . . . . . . . . . . . 152 412EP . . . . . . . . . 97 412EMS . . . . . . . 152

The best aircraft for sale search anywhere, everywhere - on pc, smartphone and tablet Copy date for the October 2019 Issue - Wednesday 11 September 2019

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EMAIL: INFO@CBJETS.COM

2015 Falcon 7X SN267

Embraer Lineage 1000E

8X Replacement makes this Aircraft Available Now, Will Deliver with United States C of A, Will Deliver with New Paint and Interior, Heads Up Display / Enhanced Vision / Synthetic Vision / Etc / Etc / Etcâ&#x20AC;¦

Only 1075 Hours and 450 Cycles Since New; Preferred 19 Passenger Interior, World Wide Ready, Transferrable Warranty and Maintenance Programs

2004 Falcon 2000EX Easy II SN040

Falcon 50 SN163

ESP Gold on Engines, WAAS/LPV, ADS-B Out, CPDLC-FANS/1A, Increased Max Take Off Weight

MSP Gold on Engines, Enrolled on CASP Avionics Program, New Exterior Paint August 2018 at WestStar, New Carpet and seat conditioning September 2018

NG I D PEN L DEA 2000 Citation X SN131

2005 Lear 60SE SN282

Single Corporate Owner Since New, New Paint (Duncan Feb 2019), ADS-B Out, FMS Version 6.1 (WAAS/LPV), Interior updated November 2012, FA2100 Flight Data Recorder

Artex 406 ELT w/ Nav Interface, WX 1000E Stormscope, Lightning Detection System, Ice Detection System, Extended baggage space, WAAS/LPV, Collins ADS-B Out

G N I ND E P L A E D 2008 Gulfstream G150 SN253

Astra 1125SP SN048

Collins Proline 21 4-tube, Dual Collins TDR-94S Mode S Enhanced w/Flight ID, Universal CVR-120

Exceptional Pedigree, Airshow 410, Extension Fuel Tanks, External Lav Service, Increased Gross Weight Mod, AirCellST3100 Iridium Radio Telephone

www.cbjets.com ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

This being the aviation industry, you’d think more companies would share our

51,000

The smoothest connection to your next aircraft.

2008 BEECHCRAFT HAWKER

foot view. 900XP S/N

HA-0001

Up here, the air and the competition are rare.

• 3Our ,263birds-eye Hours; view of the 1,729 Landings

aircraft brokerage market comes from our•unmatched combination of Engines and APU Enrolled on MSP • ADS-B Out nearly 50 years’ experience and a large, global network ofCompliant partners and customers. That means you have more buy, sell and trade options. put a tailwind on your transaction. Call us and see. You’ll love the view.

2017 GULFSTREAM G650ER

www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400 S/N 6240

•5 02 Hours; 154 Landings • Fosters & Partner x Hermes Interior • Ka-Band Internet

2012 BOMBARDIER CHALLENGER 300 S/N 20334

2008 PILATUS PC-12 NG S/N 1042 • 2,707 Hours; 2,391 Landings • One Owner Since New • Always Hangared

•4 ,286 Hours; 1,835 Landings • One Owner Since New •1 0 Passenger Configuration

ALSO AVAI L ABLE

• 3,764 Hours; 956 Landings •F reshly Inspected, 2020 Compliant • Inviting Best Offers

2011 BOMBARDIER GLOBAL XRS S/N 9375 1998 Beechjet 400A • 3,171 Hours; 990 Landings 2007 Challenger 300 •E nrolled on RRCC and 2011 Challenger 300 Smart Parts 1997 Challenger 604 • Swift Broadband Internet

ALSO AVAILABLE

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2009 BOMBARDIER GLOBAL 5000 S/N 9321

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