FC Dassault November 2020.qxp_FC December 06 20/10/2020 14:19 Page 1
Volume 24 Issue 11 2020
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ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION
THE AWARD-WINNING FALCON 6X HAS ARRIVED. See pages 46 - 52 for further details
THIS MONTH www.AVBUYER.com
Jet Comparison: Hawker 400XP vs Cessna Citation Encore+
Is Cockpit Connectivity Advancing Flight Planning On-the-Go?
How to do a Corporate Travel Profile Analysis
A Guide to International Ramp & Fuel Fees
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Editor Welcome.qxp_JMesingerNov06 20/10/2020 10:36 Page 1
Guest Editor’s VIEWPOINT Jeffrey Lake
Business Aviation MRO Will Shine Again e are well into the fourth quarter of 2020 and, like the rest of the world, we’re looking forward to next year and moving forward from the impact Coronavirus has had on all of us. The world, and the business landscape, has certainly changed. We have all pivoted in response to previously unforeseen social, business and societal influences and are interacting with each other, both personally and professionally, very differently. In retrospect, it hasn’t all been bad. As an industry, leaders in Business Aviation have learned a great deal through the dynamic climate of 2020, and will be able to apply these lessons to a more positive future. The 2019 projections for 2020 were encouraging worldwide, with good economic activity and strong utilization of business aircraft. Clearly, business aircraft had become a necessary and efficient tool for many individuals and businesses around the world. There was a lot of talk about workforce shortages, especially in the areas of pilots and maintenance technicians, and analysts cautioned that business aircraft in the coming years could need more service than the industry would have the expertise to support. Then in March and April, the bottom dropped out as the world reacted to the COVID-19 pandemic. Flight hours for business aircraft plummeted to all-time lows and many businesses prepared their aircraft for long-term storage. Initially, those companies that provide MRO (Maintenance, Repair and Overhaul) services for business aircraft became worried about how the economic effects would play out in their business sector.
W
What Really Happened in the MRO Sector?
Business levels for aircraft service work did in fact drop, although not in the same way as flight hours. Instead, many operators understood that the decreased flight levels would be temporary and
took advantage of the low flying demand to put their aircraft down for maintenance work and upgrades, ensuring the assets would be ready when they were needed for their companies. In addition, we have seen many new entrants to the industry as many companies and individuals have realized the benefits of traveling by business aircraft, whether it be by charter or owning their own aircraft. For most MRO facilities, business throughout the pandemic has been fairly steady, although at a lower level than originally planned. Like many companies, Duncan Aviation responded to the situation by implementing a contingency plan shortly after the Coronavirus was labeled a pandemic. This plan included decreased hours and/or reduced salaries for all team members, a formal Leave of Absence policy for those team members who wanted to keep their employment relationship but couldn’t work due to their family situations or health concerns, and the temporary suspension of 401(k) match benefits. These actions allowed us to stay in the black and continue to provide the vital support services that our customers needed. It also helped to prevent any furloughs or reductions in our workforce. This was important to us because we don’t believe the workforce issues for MRO businesses will go away when the pandemic subsides. It was, therefore, vital that we kept all of our team members working, learning and growing.
A Nod to the Future…
While I don’t have a crystal ball, and the pandemic will not disappear once the calendar turns over to January 2021, it is my belief that Business Aviation will hold a special spot in the recovery of the United States, and the world. When the necessary travel restrictions required to fight the spread of COVID-19 are completely lifted, Business Aviation will lead the way in economic recovery for many industries and communities. More information from www.duncanaviation.aero ❙
As President of Duncan Aviation, Jeff Lake provides strategic leadership and direction for Duncan Aviation, Inc. A Duncan Aviation team member since 1993, Jeff joined Duncan Aviation as company controller and has held the positions of Vice President of Finance, Chief Financial Officer, and Chief Operating Officer of the Lincoln operation.
4 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
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Vol.24 Issue 11
Contents
2020
4 16
46 54 58 64 70 78 82 86
Guest Editor
Jeffrey Lake, Duncan Aviation
Market Indicators
Trends and Observations from Leading Business Aviation Analysts
Aircraft Development
Dassault’s Falcon 6X: Delivering on Early Promises
Buying & Selling Aircraft
Buying Business Jets: How Net Present Value Helps
Ownership
How to do a Corporate Travel Profile Analysis Aircraft Catering: Five Tips for International Flying
Jet Comparison
Hawker 400XP versus Cessna Citation Encore/Encore+
Aircraft Price Guide
Light Jet Aircraft Values
Flight Department Management
Tips for Managing Flight Ops in a COVID-Ravaged World Better Understanding BizAv Tracking Software
90
A Guide to International Ramp & Fuel Fees
94
What are the Best Flight Planning Apps?
98 106
Avionics
EDITORIAL Commissioning Editor Matthew Harris +44 (0) 20 8939 7722 editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon dave@avbuyer.com ADVERTISING Steve Champness - Publisher Americas +1 770 769 5872 steve@avbuyer.com Ricky Gioconda - Account Manager North America Aircraft Sales +1 919 434 1364 ricky@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
A Guide to Your Aircraft’s Flight Panel: Behind the Scenes
AVBUYER.COM Jayne Jackson jayne@avbuyer.com
Is Cockpit Connectivity Advancing Flight Planning On-the-Go?
Emma Davey emma@avbuyer.com
Community News
112
OEM News and Industry Appointments
117
Showcases
126
Marketplace
129
Advertisers Index
130
Aircraft for Sale Index
Next Month • Jet Connectivity: What’s Really Necessary for Short-Haul Flights? • New Jet Technology: What’s Next for the OEMs? • Turboprop Comparison: Pilatus PC-12 NG 12 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
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
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MARKET INDICATORS
Business Aviation Market Overview Leading the November overview of Business Aviation market activity, Brian Foley notes that pre-owned business jet sales are carrying the torch during the aviation industry slump (no, really!). Here’s why… eing an independent Business Aviation strategist has its perks. Instead of being forced to toe the company line, I have the latitude to call things as I see them. Take, for example, business jet utilization, which is often quoted as having recovered much faster than the airlines. Thankfully that’s true, but what’s not always revealed is that it’s still well below last year’s levels, by a double-digit percentage, which is a challenge to FBOs, MROs, charter and other traffic-dependent entities. Or take charter activity. Press reports typically describe the sector as exploding with inquiries from flyers new to
B
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private aviation who are avoiding the airlines. There’s a difference between an inquiry and a sale, though, and some well-known providers would blush were it ever revealed that their activity was down over 50% during H1 2020. Year-over-year activity continues to be down by double-digit percentages for September, which – incidentally – is still much better than the airlines. Earlier this year I was admittedly guarded on reports from the pre-owned aircraft sales field that activity was seemingly holding its own, knowing that the industry tends to be naturally enthusiastic.
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AVBUYER.com
Brian Foley formed Brian Foley Associates (BRiFO) in 2006 to assist aerospace firms and investors with strategic research. In addition to his work as Market Intelligence Editor, AvBuyer, he is a regular contributor for Forbes.com and his views are published in the media worldwide. Currently, Brian serves the Transportation Research Board as a member of the Business Aviation, helicopter, commercial airline and UAV system subcommittees, and he previously served on the Wall Street financial firm Board. Before starting his consultancy business, Brian was marketing director at Dassault Falcon Jet for 20 years, and started his career at Boeing. He is an instrument-rated private pilot. https://www.linkedin.com/in/brifo/
Lockdown in the spring made aircraft viewing, pre-buy inspections and deliveries tedious at best, which would normally suggest that used aircraft activity could potentially take a transaction hit of upwards of 25% for the year (the same as new aircraft deliveries, predicted by business jet manufacturers). However, pre-owned market and fleet data provider AMSTAT has moved these initial suspicions aside, and I now feel that the pre-owned aircraft market is poised to hold up better than most other segments of the industry. Specifically, the number of pre-owned transactions through Q3 2020, also known as “Resale Retail” in AMSTATspeak, is just 4% below last year’s level – 1,284 units versus 1,336. I would argue that the real figure is at least on a par with 2019 since there’s always a bit of lag-time for all of the transactions to get registered, particularly internationally. The number of Light and Mid-sized Jet transactions is nearly identical to last year, whereas Heavy/Large Jets is off 10%. This is not so surprising given that long-range international travel, best served by Large Cabin Jets, has been hit hard with travel restrictions for much of the year. As one who connects the dots, I would surmise that this means it has been an okay year for the aircraft leasing and finance sector on the pre-owned side, but this has probably been more than offset by weakness in the new aircraft
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market, all classes of which have been hard hit. Turboprops have seen slightly weaker pre-owned demand than business jets, with transactions falling 10% over the first three quarters compared to the same period in 2019. Turbine helicopters, meanwhile, got spanked by 20%.
Enough of the 20-20 Hindsight: Where’s This Going?
Let’s start by being thankful that Business Aviation is separate from the commercial airline industry. I’m convinced the latter still hasn’t found the bottom with further challenges to come for manufacturers, suppliers, airlines, leasing companies, MRO and other support services. Over on our side of the fence, business could be off an average of one-quarter this year for many segments, with the exception of pre-owned aircraft sales, which seems to have bucked the trend. I’m then predicting continued improvement in the Business Aviation industry in 2021 and maybe even in 2022. After that, one could expect an economic slowdown that will affect all industries, our own included. With that said, it has been proven that the players in this business know how to play the ups and downs of any market and will continue to contribute for the foreseeable future. MI www.brifo.com
AVBUYER MAGAZINE Vol 24 Issue 11 2020
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MARKET INDICATORS
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Flight Activity – Recovery Trends Stabilizing at ~85%
The recovery in business jet traffic at the start of October 2020 appeared to be hitting a ceiling of around 85% of comparable 2019 activity, according to WingX Advance Global Market Tracker a deficit of ~50,000 fewer business jet sectors since the start of September... Including Turboprops, just over 550,000 hours had been operated in that period, 18% fewer YoY. Around 80% of the active fleet had been operational, and Business Aviation continued to be more resilient than the scheduled airlines, for which activity dropped below 50% of normal with more to come after various carriers announced cutbacks in activity. The two key business jet markets in terms of activity were North America and Europe, generating 90% of all sectors during September/start of October. However, both were trending 20% down, YoY, in terms of flight hours. Factoring turboprop activity in, too, Europe did better with flights down by 11%, versus a 19% decline in North America.
Nevertheless, sectors were actually up YoY in all three regions.
Trends for the Rest-of-the-World
European Activity
Business jet activity was above 90% of normal in Asia for the period, although flight hours were down 28%, which underlined the loss of inter-regional connections. Flight hours also trended down slightly in South America and Oceania, and by almost 20% in Africa.
18 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
US Flight Activity
Within the United States, flight activity was increasing, as it usually does coming into October. There are some US States which had increased flight activity since August: • Flights out of Colorado and Florida were up by more than 5% versus last year. • Activity out of Arizona and South Carolina were back to normal. However, demand in the big markets of Texas, California, New York, appeared to be stuck at between 15% and 20% below normal, and flight activity in New Jersey continued to stagnate at 50% below normal. Throughout the US, demand favoured smaller jets, with the Very Light Jet and Light Jet segments at 90% of normal. In Europe, as mentioned, the overall recovery in terms of all business jet and turboprop activity was healthier than in the United States, and had been at 11% below normal since August. However, trends were clearly weakening moving into the first week of October.
The biggest deterioration was seen in France, which was up YoY in August, but then saw activity trend down by almost 30%. Meanwhile, a much weaker recovery in the UK relapsed to 30% below normal, and in Spain, where activity was briefly back up in early July, activity was just 70% of normal in early October. Domestic travel demand was much stronger than for international trips in Europe for obvious reasons. Germany is the stalwart in this regard, with traffic holding up at slightly higher than YoY levels since August. Flights within Italy and Sweden are also up. “It’s encouraging that the recovery has not significantly relapsed as we move from Summer to Autumn, despite much less support from leisure travellers,” notes Richard Koe, Managing Director, WingX Advance. “The US market is behind the European curve on the pandemic, with opening-up in Florida now releasing pent-up demand, whereas the Northeast region is still restricted, and with activity well below normal. “European activity is showing more signs of wilting now we´re out of the summer season, but as in the US, the charter market continues to be relatively resilient.” page 22 MI www.wingx-advance.com
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Aviation Consultants to the World
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Jet HQ inventory FP November.qxp_Layout 1 22/10/2020 09:37 Page 1
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MarketIndicators NOV20.qxp_Layout 1 20/10/2020 13:05 Page 4
MARKET INDICATORS
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Hagerty Jet Group ‘Bearish’ on New/Pre-Owned Gulfstream Values With the exception to the G550, GV and G200 markets, supply of all the pre-owned Gulfstream markets are at, or near all-time highs, but what are the wider implications? Hagerty Jet Group explores… There were some deals in the G550, GV and G200 markets that cleared out some inventory temporarily, but Hagerty Jet Group expects supply to continue to increase across all models in the next six months. Transactions were up or remained the same in Q3 2020 compared with the previous quarter. Price reductions on existing preowned inventory were a continued theme in Q3. Depending on the model and age, published ask-price reductions ranged from 3.5% to 13%, and aircraft coming to market are typically setting prices in accordance with recent comparable trades. “There is continued demand for business jets,” said James Hagerty, President & CEO, Hagerty Jet Group. “We have noticed an increase in ‘Wanted’ ads for aircraft priced competitively, and Buyers are finding resistance from Sellers who are often undecided about their future business jet needs. “Some potential Sellers are hopeful that business jet values will increase after the pandemic. We disagree. In the past 10 years, we have only seen aircraft values go down except for in 2011 and again in 2018 with the ‘Trump Bump’,” he added. “Unless we have some kind of broad
global economic recovery in the next 12 months, we can expect values to remain flat or decrease.” Meanwhile, Hagerty notes, OEMs are claiming to be active though it is difficult to believe they can compete on price effectively against the value of the preowned markets unless they discount heavily, “thereby pushing pre-owned values down even further, like we saw on the remaining G450 and G550 models.” Fortunately for the OEMs, their backlogs were strong prior to the pandemic, and most plan to deliver about 80% of their anticipated order book in 2020. “There are three pre-owned G500s currently available with an average of
nearly 300 days on market,” Hagerty reveals. “This does not bode well for resale value on one of their newest models, which was frankly overpriced...” Only one pre-owned G500 has sold since the model entered service in 2018. “We predict that many potential G500 buyers would prefer to buy a pre-owned G650 — which are now trading between $30-45m,” Hagerty suggests. Meanwhile, the G700 test program is in full swing with a fourth test aircraft entering service this week. The G700 is a worthy competitor to the Global 7500, which now has approximately 30 aircraft in service since December, 2018. MI www.hagertyjetgroup.com
Q3 Pre-owned Twin-Engine Heli Market Better Than Q2 Aero Asset reports that while the pre-owned twin-engine helicopter market rebounded markedly in Q3 from the pandemic and oil-crash induced deterioration of Q2, the overall market is down 17% from the 2019 quarterly average. “Twin-engine pre-owned retail sales volume for Q3 2020 was up 40% from Q2, but down 17% from the 2019 quarterly average,” Aero Asset Sales Director Emmanuel Dupuy notes. “The Q3 supply for sale increased 8% from Q2, and 13% overall from the 2019 quarterly average.” Dupuy adds the pipeline of twin-engine used helicopter deals pending in Q3 is a startling 60% lower than it was during the same period in 2019. Q3 represented the fourth consecutive quarter of decline in the size of the pipeline. The Aero Asset report indicates the Q3 absorption rate was
22 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
about the same as for Q2 2019, but remains at twice the 2019 low rate. While there was a rebound in the light twin-engine market during Q3, the deterioration continued in the medium market, and there was positive stability in the heavy market. The most liquid pre-owned markets in Q3 were the Leonardo A109E Power and Bell 429. Overall, four of the 12 market segments didn't see any trades during the recent quarter. The least liquid market with trading activity was the Airbus H155. Generally, retail unit sales were down 5%, and dollar volume was down 20%, to USD $95m. While there were more units on the market in Q3, the aggregate value of the supply declined over 20% to $970m. page 26 MI https://aeroasset.com/report
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MarketIndicators NOV20.qxp_Layout 1 20/10/2020 13:06 Page 5
MARKET INDICATORS
AVBUYER.com
Table A
In-Service Aircraft Values & Maintenance Condition Aircraft transactions came roaring back during Q3, with Asset Insight’s September 30, 2020 market analysis of 134 fixed-wing models, and 2,247 aircraft listed for sale, posting the highest quarterly sales figure for the year… Transactions in Q3 2020 exceeded Q1 levels by 16%, and Q2 by over 71%. The increase in sales figures were also evidenced by Asset Insight’s tracked inventory, which saw a fleet decreased of 1.5% during September (the third consecutive monthly decline). The year-to-date (YTD) inventory increase is now down to 3%, with Medium Jets leading the decrease (4.2%) and Small Jets following (1.6%). Large Jet inventory, the only segment to increase in September, is now up 18.1%, while the YTD increase in Turboprop availability is down to 5.6%.
Aircraft Values
Following a decrease in July, average Ask Price has climbed during the past two months, increasing 1.5% in September to a figure approaching the 12-month high level, thereby lowering the YTD average pricing reduction to 1.6%. • • • •
Large Jets, the only group to post lower prices during September and Q3, decreased 1.5% and 4.3%, respectively. Large Jets prices are now down 13.5% for the year. Medium Jet pricing increased 5.5% in September, 10.1% during Q3, and are up 4.4% in 2020. Small Jet pricing rose 2.2% last month, showed no change for the quarter, and is up 8.8% for the year. Turboprop ask prices rose 0.3% in September, 3.1% during Q3, but are still down 2.1% for 2020.
Inventory Fleet Maintenance Condition With aircraft transactions increasing, buyer preference for higher quality assets has decreased Asset Insight’s tracked fleet Quality Rating, while raising (worsening) the Maintenance Exposure figure to the fleet’s 12-month highest (worst) level. Tracked inventory recorded the following: Quality Rating: September’s ‘for sale’ Quality Rating (5.293) was below August’s 5.329, but equal to July’s figure. It maintained the tracked fleet’s ‘Excellent’ range on Asset Insight’s scale of 2.5 to 10. Maintenance Exposure: Representing an aircraft accumulated/embedded maintenance expense, Maintenance Exposure worsened (rose) 3.3% to $1.464m, giving a clear signal to buyers that upcoming maintenance events for the nowavailable inventory mix will be more expensive.
Maintenance Exposure to Ask Price (ETP) Ratio
The ETP Ratio is a useful indicator of an aircraft’s marketability. It is computed by dividing an asset's Maintenance Exposure (the financial liability accrued with respect to future scheduled maintenance events) by its Ask Price. page 32
26 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
Fleet Maintenance Condition $ Million $1.50
5.40
$1.46
5.30 5.293
5.20
$1.45 $1.40 $1.35
5.10
$1.30 O
N
D
Quality Rating
J
F
M
A
M
Maintenance Exposure
J
J
A
S
Quality Rating Trendline
Table B G500 1.3% CL-650 4.8% Citation Latitude 5.2% G650ER 5.5% G650 5.9% Citation Sovereign + 6.8% F2000LXS 6.9% G280 9.0% F7X 9.0% CL-350 9.3% Citation CJ3+ 9.6% Global 6000 10.0% Legacy 500 10.5% Learjet 75 11.2% Citation X+ 13.6% F2000LX 14.1% Citation XLS+ (MSG3) 14.2% Phenom 300 14.7% Citation CJ4 525C 14.8% Legacy 650 15.9% F900EX EASy 16.1% Learjet 70 16.3% King Air 350i 16.6% Boeing BBJ 17.2% F2000EX Easy 17.5% Citation Sovereign 680 18.4% G450 18.6% Pilatus PC-12 19.0% CL-605 19.9% F900DX 20.0% Citation Encore + 20.8% Piper Meridian 20.8% Caravan 208-675 21.6% TBM 850 21.9% KingAir 350 - Post-2000 24.1% Nextant 400XTi 24.3% G150 24.3% Hawker 900XP 25.7% Phenom 100E 26.5% CL-300 28.2% Citation CJ3 28.3% Citation CJ2+ 525A 28.6% Global XRS 30.9% F900EX 31.1% F2000EX 31.3% Global 5000 31.5% G550 31.6% Citation Encore 32.9% KingAir B200 - Post-2000 33.0% Citation CJ1+ 34.1% Citation XLS 35.3% Citation Mustang 510 35.7% KingAir 350 - Pre-2001 36.1% Learjet 45XR 36.4% Caravan 208 36.5% Hawker 4000 38.8% Embraer Legacy 600 39.9%
Caravan Grand 208B 40.3% GV 40.7% Piaggio P-180 II 41.2% Learjet 60XR 43.0% F900 43.2% Hawker 850XP 43.2% Citation XLS (MSG3) 44.1% Citation CJ2 44.3% Phenom 100 45.3% F50EX 47.7% KingAir B200 - Pre-2001 49.7% KingAir 300 50.1% Citation Excel 560XL 51.4% CL-604 51.5% G200 52.1% Hawker 750 53.0% Hawker 400XP 54.5% GIV-SP (MSG3) 54.7% Learjet 40 55.7% Citation CJ1 58.0% Learjet 40XR 58.4% Citation V Ultra 58.6% Premier 1A 59.9% F900B 62.3% TBM 700A 71.6% F2000 72.7% Citation VII 72.9% Global Express 79.5% Learjet 45 79.8% Hawker Beechjet 400A 80.1% Learjet 45 w/APU 82.4% Premier 1 83.2% Citation V 560 89.3% Hawker 800XP 93.7% GIV-SP 102.9% G300 103.4% F50 109.1% Learjet 60 109.2% Learjet 31A 112.5% KingAir C90 114.5% Piaggio P-180 118.5% Citation VI 118.9% Hawker 1000A 120.2% Learjet 55C 120.3% G100 127.5% Citation ISP 128.2% Hawker Beechjet 400 130.8% CL-601-3R 139.6% Citation II 156.4% Hawker 800A 157.4% GIV 171.7% Learjet 36A 175.3% CL-601-3A 194.2% Learjet 31 198.8% Learjet 55 203.9% Citation III 217.9% Citation Bravo 226.0% CL-601-1A 276.5% Learjet 35A 286.0% Hawker 125-700A 304.6% F20-5 314.1% GIII 692.0%
Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of September 30 2020 Source: JETNET (www.jetnet.com) Asset Insight, LLC (www.assetinsight.com)
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MarketIndicators NOV20.qxp_Layout 1 20/10/2020 13:06 Page 6
MARKET INDICATORS
Large Jets
Medium Jets
Ask Price vs. Maintenance Exposure
Ask Price vs. Maintenance Exposure
$ Millions
$ Millions
$3.75 $3.50 $3.25
$1.30
$3.00
$1.28
Jul-20
Jun-20
Apr-20
May-20
Feb-20
Mar-20
$2.50
Jan-20
$2.90
Dec-19
$2.75 Oct-19
Sep-20
Jul-20
Aug-20
Jun-20
Apr-20
May-20
Feb-20
Mar-20
Jan-20
Dec-19
Oct-19
Nov-19
$11.5
Nov-19
$11.5 $10.5
$3.10
$1.25
Sep-20
$3.10
$12.5
$1.35
$3.47
Aug-20
$13.5
Asset Quality Rating
Asset Quality Rating
Scale -2.500 to 10.000
Scale -2.500 to 10.000
5.400
5.800
5.678
5.700
5.312
5.300 5.200
5.600
‘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 Q3 2020, assets whose ETP Ratio was 40% or more were listed for sale 50% longer (on average) than aircraft whose Ratio was below 40% (269 versus 404 Days on Market). September’s analytics also revealed that over 52% of Asset Insight’s tracked models, and nearly 58% of its tracked fleet, posted an ETP Ratio greater than 40%. August’s fleet ETP Ratio worsened (rose) to 73.7%, a record high (worst) figure. • For the tenth consecutive month, Turboprops posted the lowest (best) ETP Ratio, this time at 41.6%, achieving a new 12-month best (low) figure. • Medium Jets fell in step with a 12-month low (best) figure of their own: 70.9%. That, however, created little additional opportunities for most sellers. • Large Jets set a record high (worst) figure, posting a Ratio of 74.1%. • Small Jets nearly eclipsed their record worst Ratio of 101.7% with a 12-month high 100.3%.
Market Summary
In terms of tracked assets, 10.4% of the active fleet was listed for sale as September ended, compared to 10.5% in August, 10.7% (July), 10.9% (June), and 11.3% (May). Turboprops led the way at 8.2%, Large Jets were next, improving to 9.0%, while Small Jet inventory continued to
32 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
Sep-20
Aug-20
Jul-20
Jun-20
May-20
Apr-20
Mar-20
Feb-20
Jan-20
Dec-19
Nov-19
5.000
Oct-19
Sep-20
Aug-20
Jul-20
Jun-20
May-20
Mar-20
Feb-20
Jan-20
Dec-19
Nov-19
Oct-19
5.500
Apr-20
5.100
hold third position at 10.8%. Medium Jets were the only category whose fleet for sale rose, from 11.9% to 12.2%. Large Jets: Asset Insight’s tracked fleet Quality Rating worsened from August’s 5.741 to 5.678, a 1.1% decrease for the month and 1.9% during Q3, but a figure that still kept the group within ‘Outstanding’ Quality territory. With the addition of 11 assets to our tracked fleet, the group’s inventory is now up 18.1% for the year. Sales of higher quality aircraft, and the latest fleet mix, increased (worsened) Maintenance Exposure by 3% leading to a record high (worst) ETP Ratio. However, with Prices about half-way between the AssetAsk Insight analytics (www.assetinsight.com) group’s 12-month average and low figures, and availability of high-Quality inventory, the stage is set for a strong Q4 as it relates to sales. Medium Jets: The statistics for Medium Jets continue to defy logic, based on the ETP Ratio (though September’s 70.9% did represent a 12-month best). The inventory fleet’s Quality Rating of 5.312 saw little change during September and Q3, and maintained a figure within the ‘Excellent’ range. The average Ask Price increased 5.5% in September, a 12month high figure, and 10.1% during Q3. However, Maintenance Exposure also increased (worsened) 1.2% in September and 1.3% during Q3. Inventory did drop for the third consecutive month, and is now down 4.2% for the year, but 12.1% of Asset Insight’s
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MarketIndicators NOV20.qxp_Layout 1 20/10/2020 13:07 Page 7
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Small Jets
Turboprops
Ask Price vs. Maintenance Exposure
Ask Price vs. Maintenance Exposure
$ Millions
$1.00
$1.85
$0.60
$1.50
Sep-20
Jul-20
Aug-20
Jun-20
May-20
Apr-20
Mar-20
Jan-20
Feb-20
$0.54 Dec-19
$1.40
$0.70
$0.55
Nov-19
Sep-20
Aug-20
Jul-20
Jun-20
Apr-20
May-20
Mar-20
Jan-20
Feb-20
Dec-19
Nov-19
$1.59
$1.60
$0.80 Oct-19
$0.65
$0.90
$1.86
$1.75
$0.50
Asset Quality Rating
Asset Quality Rating
Scale -2.500 to(www.assetinsight.com) 10.000 Asset Insight analytics
Scale -2.500 to 10.000
5.300
5.150
5.200
5.058
5.050
5.136
4.950
5.100
Sep-20
Aug-20
Jul-20
Jun-20
May-20
Apr-20
Mar-20
Feb-20
Jan-20
Sep-20
Aug-20
Jul-20
Jun-20
May-20
Apr-20
Mar-20
Feb-20
Jan-20
Dec-19
Nov-19
Oct-19
Dec-19
4.750
5.000
Nov-19
4.850
Oct-19
$1.65
$1.70
$1.10
$1.02
Oct-19
$1.95
$ Millions
Asset Insight analytics (www.assetinsight.com) Asset Insight analytics (www.assetinsight.com) tracked active fleet is listed for sale, theoretically giving buyers the upper hand. Apparently, many sellers disagree, believing their aircraft can justify higher ask prices.
Maintenance Exposure was likewise up in September, by 1.3%, but the figure for Q3 was down 3%. With Ask Prices remaining above average, the ETP Ratio posting a 12-month best (low) figure at 41.6%, and availability at 8.2% of the active fleet, leverage continues to side with sellers. page 36 MI www.assetinsight.com
Small Jets: The tracked Small Jet fleet decreased another 23 units in September, reducing Small Jet inventory by 10 aircraft YTD. As opposed to August’s transactions, buyers reverted to acquiring higher quality assets in September, lowering the groups overall Quality Rating by 0.9% to 5.136, which remains within the ‘Very Good’ range. Asset Insight analytics (www.assetinsight.com) Prospective Buyers face an inventory whose Maintenance Exposure was up 2.0% for the month, but 14.6% for the quarter, making high quality assets more challenging to locate. Meanwhile, the average Ask Price is just below the group’s 12-month high, having increased 2.2% in September while remaining unchanged for the quarter. At 100.3%, the group’s ETP Ratio is at a 12-month high (worst) figure. While availability for the tracked fleet is down 1.6% YTD, 10.8% is listed for sale, giving a slight edge to buyers.
Outstanding Excellent 5.500 5.250 or to Greater 5.499
Turboprops: The tracked Turboprop fleet remains 5.6% above this year’s starting figure, and in September, a 13 unit reduction resulted in higher quality assets departing the inventory. This led to a 1% drop in the group’s Quality Rating as September closed. Still, the figure was up 4.1% for Q3 at 5.058 and Turboprops managed to remain in ‘Very Good’ territory.
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.
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Asset Quality Rating Key Very Good 5.000 to 5.249
Good 4.750 to 4.999
Below Average Average 4.500 Less to than 4.749 4.500
AVBUYER MAGAZINE Vol 24 Issue 11 2020
33
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MarketIndicators NOV20.qxp_Layout 1 20/10/2020 13:08 Page 8
MARKET INDICATORS
AVBUYER.com
How Do Airplane Shipments Compare, Q2 2020 vs Q2 2019? The General Aviation Manufacturers Association (GAMA) released its Q2 business aircraft shipment report recently, and though the numbers were disappointing, in light of the worldwide COVID-19 pandemic they were unsurprising. Mike Potts assesses… Total airplane shipments in H1 2020 amounted to 893 units, down 21.5% from the 1,137 units delivered in H1 2019. Billings were $7.9bn, down 20.2% from the $9.9bn recorded last year. The downturn recorded in the first half of 2020 was not shared equally among the aircraft segments. • •
•
Jet deliveries for H1 2020 were down almost 26.7% (244 units versus 333 in H1 2019). Turboprops (as listed by GAMA) were the hardest hit segment, down 34.2% (152 units versus 231 units in H1 2019). Actual business turboprops were hit even harder, as we will discuss... Piston-powered aircraft were comparatively unscathed, down just 13.3% from the prior year, totaling 497 this year, versus 573 in H1 2019.
The Jet Market
Looking at the specifics of the jet market, we see amid the shortfall the emergence of a new leader, Gulfstream. In Q1 2020 Gulfstream was in a tie for second place with Textron’s Cessna unit while Bombardier claimed the lead position. In rising to the top, Gulfstream didn’t surge ahead of its competitors, but succeeded in not losing ground as fast as the other two. Overall, there were few highlights in the jet market. Of 10 companies reporting to GAMA for H1 2020, one had improved results, three matched their 2019 totals and six were behind. 36 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
Looking at Q2, the news was arguably marginally better with two of the 10 companies showing gains while one was even and seven were down. An eleventh company, ONE Aviation, registered among the jet OEMs in GAMA’s Q1 report, was dropped from the listing and will reappear when, and if, it resumes production. Gulfstream had 55 deliveries in H1 2020, compared with 65 in H1 2019, a reduction of 15.38%. These totals included 32 shipments in Q2, a unit ahead of the 31 reported in Q2 2019. Bombardier and Textron Cessna were tied for second place with 46 deliveries each. Bombardier trailed its 2019 total of 59 units by 22.03%. For Q2 alone Bombardier reported 20 deliveries, down from 35 the year before. Cessna’s total was down from 90 units in H1 2019, a reduction of 48.89%. For just Q2 Cessna reported 23 deliveries, down from 46 a year ago. Cirrus finished solidly in fourth place in business jet deliveries with 31, matching its total from a year ago. For just Q2 Cirrus was down from 17 units to 13. Embraer captured fifth place with 22 units, off 38.89% from the 36 it reported in 2019. For Q2 Embraer was down from 25 deliveries to 13. Sixth place in jet deliveries was shared between Dassault and Pilatus, each with 16 units. For Dassault that represented a minimal downturn of just 5.88%, considerably better than the market average. Pilatus did even better, matching its 2019 total for the halfyear period and considerably outperforming the overall market. For just Q2, Pilatus was down just two units from the 11 it reported a year ago. Honda finished in eighth with nine deliveries, down 47.06% from the year before when it had 17 deliveries. For just Q2 Honda reported two units, down substantially from the 10 it recorded in 2019. page 40
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Hatt & Associates November.qxp_Layout 1 19/10/2020 14:34 Page 1
2018 King Air 350i S/N: FL-1133 Reg: C-GMWW 346.1 hours since new ADS-B Out Aircell ATG-5000 WiFi Collins Pro Line Fusion Asking Price: Make Offer
E, F, and G Insp. Completed in September2016 by Standard Aero Teflon Coating completed in 2017
Unique in Experience, Global in Scope. 2003 Challenger 604 S/N: 5543. Reg: N1VF • Asking Price Make Offer • 12,570 hours since new • Engines enrolled on GE On Point, APU enrolled on MSP, Airframe enrolled on Smart Parts • 192 mo. inspection completed December 2018, Factory Landing Gear Overhaul • ADS-B Out install completed March 2020 • Exterior Paint completed in 2018 by Straube’s Aircraft Services
2008 Hawker 4000 S/N: RC-11 • Asking Price: Please Call • 4,045 hours since new • Engines enrolled on ESP • Next Gen Avionics ADSB-Out, TCAS 7.1 • High-Speed Data / WiFi Exterior • Paint and Interior Refurbishment in July 2018
+1.303.790.1050 hattaviation.com
2007 Learjet 45XR S/N: 45-346 • Asking Price: USD $2,495,000 • 9,046.54 hours since new • Engines and APU enrolled on MSP • Next Gen Avionics ADSB-Out, TCAS 7.1 • Delivered with recent A - D Inspections • Paint and Interior Refurbished in 2016
Hatt & Associates: Global Aviation Sales Acquisitions | Brokerages | Consulting Scottsdale | Denver | Breckenridge | Wichita | Dubai | Calgary | Miami
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MARKET INDICATORS
Airbus finished in ninth place with three deliveries for H1 2020, up from two the year before, making it the only jet maker to show a gain. In tenth place Boeing made no deliveries in H1 2020 (the same as in H1 2019). Summing up the jet market, it is perhaps not surprising that Gulfstream’s results held up better than some of the others. With a very solid Gulfstream backlog, many customers would be loath to give up a delivery position they could not easily reacquire once the pandemic settles down. Moreover, customers for very high-end products such as those made by Gulfstream, Bombardier and Dassault are less likely to have been impacted by the economic effects of COVID-19, although everyone’s individual situation is unique.
The Turboprop Market
Turboprops were already in trouble before COVID-19 came along, so it is a little hard to tell how much to blame on the pandemic and how much is due a falling demand for business turboprops in general. There is little doubt that COVID has accelerated the problem, however. Like the jet market, the turboprop segment has a new market leader: Pilatus. In fact, there has been a fairly significant re-ordering of positions since the end of last year. At the close of 2019 Textron’s Beechcraft unit was the leader, while Pilatus and Textron’s Cessna unit tied for second with Daher in fourth. Now behind Pilatus is Beech (second), Daher (third), and Cessna, level with Piper, in fourth place. Business turboprops as listed by GAMA are down 34.2%, but in fact the damage is much worse than that. The agricultural airplanes, which GAMA continues to group with the more traditional business turboprops, were only down 10%. Taken by themselves, the traditional business turboprops are down 44.72% (89 units in H1 2020 against 161 units for H1 2019). In rising to the number one position, Pilatus is doing very well compared to the rest of the market, having delivered 29 airplanes in H1 2020 compared to 31 a year ago. The Q2 result was even better, with 18 deliveries, down just one unit from the 19 shipped in Q2 2019. Second-placed Beechcraft had a much harder time, with 20 deliveries in H1 2020, down from 39 the year before (a reduction of 48.72%). In Q2 Beechcraft had nine deliveries, down from 16 a year earlier. Daher, meanwhile, achieved third place in business turboprop deliveries with 15, compared with 32 the year before. 40 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
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Eleven of Daher’s 15 units came in Q2. Tied for fourth place are traditional competitors Piper and Cessna. Each reported 11 deliveries for the half-year period. In H1 2019 Cessna had 39, which at the time tied for first place with Beechcraft, while Piper had a more modest 14. For Q2 2020, Piper had eight while Cessna had six. Sixth place went to newcomer Epic with three units (two in Q2), and tied in seventh were Pacific Aerospace and Piaggio, both not having reported any airplane deliveries this year. At this time last year Pacific Aero had four and Piaggio two.
Piston Shipments
The piston aircraft market seems to have been the least affected by COVID-19, perhaps because many of the piston airplanes being built today are earmarked for training fleets. While the overall segment numbers are down by 9.6 percent, of the 15 companies reporting piston deliveries to GAMA this half, four have positive results and at least two posted what can legitimately be called significant gains. Another company reported even results, but 10 recorded fewer sales than a year ago. So there are some bright spots, but overall the news isn’t particularly good. We have to salute all of the Business Aviation companies that are continuing to soldier on through the difficult times created by COVID-19. We can only hope that by early next year we will see the situation begin to improve.
Closing Note
Finally, at the close of this article I regret having to take note of the passing of Sean O’Farrell, a founding partner at AvBuyer. We had been colleagues for more than two decades. It was Sean who, in late 2002, asked whether I could provide an analysis of the most recent GAMA data, launching a series that has continued ever since. Thank you, Sean, for giving me this opportunity. May you rest in peace, old friend. ❙ 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
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AeroBuyNow November.qxp_Layout 1 19/10/2020 14:51 Page 1
E\n @e GULFSTREAM G450 4243 EPIC PlaneView II Avionics w/ HUD & EVS RRCC - MSP Gold ELITE 16 Pax Hallmark Interior w/ FWD Galley ADS-B Out V2 - FANS 1/A+ - WAAS - LPV 96M Inspection c/w 07/20 by Jet Aviation Geneva
1999 BEECH 1900D UE-360 7518/6926 Engines Hours Remaining EASA AIR OPS CAT Dual Air Conditioning - Electrical Ground Cooling Dual Inverters 3$; &UHZ $LUOLQH &RQÆ“J (06 RU 3D[ &RQÆ“J Z 6WUHWFKHUV 3URYLVLRQV Fresh Phase 6 2018 P180 AVANTI EVO 3008 450 Hours Only! Satcom - CVDR - HF Radio Additional Fuel Tank - LifePort 6"+ Stretcher Kit Corporate 4 Ambiente Beige Leather 6 Pax Interior Warranties Remaining Owner Super Motivated!
F]]$DXib\k BOMBARDIER CHALLENGER 300 January 2011 YOM 96 Months Inspection c/w by TAG Geneva in December 2019 Engines on MSP Gold Low Hours: less than 3000 hours Excellent cosmetics
AIRBUS HELICOPTERS EC135P2+ Hermès Edition VVIP 5 Pax 2010 Year of Manufacture and Delivery Pop-Out Floats Weather Radar Air Conditioning PILATUS PC24 2019 YOM Excellent Cosmetics TAP Blue 200 Hours TSN EASA AIR OPS CAT
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Corporate Concepts November.qxp 21/10/2020 14:47 Page 1
Corporate Concepts International, Inc. Legacy 600 Next Legacy to Sell – Open to Offers New paint, refurbished interior, landing gear overhaul and major 144 month inspection in 2019. Soundproofing package and latest Honeywell Ovation Cabin management system including Apple TV, Chromecast, GoGo Vision and surround sound.
Falcon 900EX All 2020 upgrades, Multi-zone interior with 13 seats, forward and aft lavatories, dual berthing aft divans, 12 month / 800 hour inspection just completed. Exceptional opportunity – Make your offer.
Falcon 50-4 with Proline 21 731-4 engine upgrade for better hot and high performance, new generation Proline 21 avionics, Falcon 50EX-style interior with soundproofing package, all programs and compare F50-4 to the F50EX at www.flycci.com
Gulfstream G-V Exceptional Pedigree, All 2020 Upgrades, FANS-1/A, New Paint, Recent Interior, 17 seats, Forward Galley, Forward and Aft Lavatories, All Programs. Best G-V Opportunity – Contact us for details
Corporate Concepts November.qxp 21/10/2020 14:47 Page 2
VVIP Boeing 737-300 Sale or Lease/Purchase Corporate Pedigree, never an airliner, all 2020 upgrades, FANS-1/A, GE On-Point, recent major inspection, 42 VIP seats, long range tanks, new paint. Less than 8,000 hours total time. Available for demo. See updated video in www.flycci.com.
VVIP Airbus A340 One of a Kind Opportunity Fresh from major inspections, gear overhaul and paint. Never an airliner â&#x20AC;&#x201C; 12 hour range with 77 pax in ultimate comfort with multiple staterooms. All 2020 upgrades including FANS-1/A.
VVIP Boeing 737-200 Fresh from major inspections and gear overhaul, All 2020 upgrades, FANS-1/A, new interior, new super soundproofing, new paint, many upgrades, long range tanks, Low Hours - Never an airliner. See video and photo presentation in www.flycci.com.
ATR 72-500 Sale or Lease / Purchase Recent major inspections, gear and prop overhauls. Passenger configuration with new carpet and leather seat covers. All white ready for new operators livery. EASA qualified. See www.flycci.com for details.
See www.flycci.com for Details, Videos, Photos or to Schedule a Private Showing of Any of our Aircraft. Coming - Pre Market Release of Gulfstream G-200 Dennis Blackburn +1.832.647.7581 blackburn@flycci.com
Chris Zarnik +1.919.264.6212 czarnik@flycci.com
Larry Wright +1.704.906.3755 lwright@flycci.com
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DASSAULT6X.qxp_Finance 21/10/2020 12:22 Page 1
AIRCRAFT DEVELOPMENT
V DASSAULT FALCON 6X UNDER CONSTRUCTION AT THE OEMâ&#x20AC;&#x2122;s BORDEAUX FACILITIES
Matt Harris is commissioning editor for AvBuyer. He is an experienced General and Business Aviation journalist and has edited a variety of titles across the last two decades. These include AvBuyer, BizJet Advisor and GA Buyer Europe.
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Dassault’s Falcon 6X: Delivering on Early Promises As the Dassault Falcon 6X development program moves towards flight testing and eventual certification, how are the French OEM’s original claims about its spacious new jet holding up? Matt Harris reviews…
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AIRCRAFT DEVELOPMENT
W
hen it announced the Falcon 6X in February 2018, Dassault promised a twin-engine jet offering “best-in-class comfort and performance”; an aircraft that would set a new standard in the long-range, large-cabin business jet segment. More than two years later, as the model approaches the start of a rigorous testing campaign scheduled for 2021, Dassault continues to assert its earlier claims. And now it can begin to point to some hard evidence to substantiate them. Despite the difficulties created by the COVID-19 pandemic, progress has continued on the development of the Falcon 6X, and getting it to market on time for deliveries to begin in 2022 ranks among the company’s leading priorities. To help with that goal, the first of three aircraft built to take part in the certification process has already been powered up and is undergoing ground testing. Aircraft #2 and #3 are in advanced stages of assembly. Each of the test aircraft will be heavily instrumented and capable of performing aerodynamic, performance and systems testing. The third aircraft will also receive a fully finished interior to evaluate systems functionality, acoustics, airflow, comfort and other factors. As referenced, comfort will be one of the stand-out features on the Falcon 6X when it comes to market.
Maximizing Space for Comfort
Right from the beginning, Dassault gave itself a substantial canvas from which to optimize passenger and crew comfort. The Falcon 6X offers huge cabin dimensions, including 6ft 6ins height, 8ft 6ins width, and 40ft 4ins length.
Î GALLEY AREA ABOARD THE FALCON 6X
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Such are the Falcon 6X’s cabin measurements that Dassault categorizes it as an ‘ultra-widebody twin’ aircraft. The cabin is designed to seat between 12 and 16 passengers in three separate cabin zones, ample space to ensure optimal comfort on journeys up to 5,500 nautical miles. But there’s far more to comfort than sheer volume. Allowing natural light to flow into the cabin, the Falcon 6X design incorporates 30 extra-large windows, and an overhead skylight (a first in Business Aviation) will illuminate the usually dim galley area. Beyond the physical dimensions of the cabin and the natural lighting afforded by its windows, significant thought has gone in to how to optimize every inch of the space — specifically with the selection of materials, textures and finishes, the furniture and furnishings, and the way the interior lighting, color schemes and cabin contours blend together.
Sensory Design
According to Dassault, sensory design played the leading role in finding the best cabin balance. Sensory design seeks to achieve innovative management of air, light and sound in a way that maximizes the health and wellness of those utilizing a space. In the case of the Falcon 6X, the upholstered areas throughout the cabin will utilize micro-perforated fabrics, woven textiles and 3D fabrics, which, according to Dassault’s design engineers, offer protection from microbes and absorb sound. All of the materials and finishings are also optimized to absorb or reflect light, with the aim of providing passengers with a soothing travel environment. V
DASSAULT’S YACHT & AVIATION AWARDS-WINNING FALCON 6X CABIN DESIGN
GALLEY SKYLIGHT V
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AIRCRAFT DEVELOPMENT
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Further consideration has gone into the cabin lighting (an area of rapidly growing sophistication in today’s Business Aviation industry). The Falcon 6X will incorporate smart-control mood lighting that varies color patterns depending on the type of activity, time of day, and season. Ultimately, the lighting can be adjusted to enhance productivity, relaxation and sleep as necessary, with the result that passengers arrive at their destination fresh and ready for action wherever they fly to in the world. Passengers will also enjoy a high-speed connectivity system that ensures seamless in-flight communications and high-speed access to the internet, and all electronic functions are designed to be within easy reach. Recessed controls light up when a hand is near them and dim when not in use. The OEM is already receiving accolades for the painstaking and pioneering efforts of its design studio. In September, the Falcon 6X won the International Yacht and Aviation Award for interior design, an award reflecting “the innovative manner in which our in-house Design Studio conceived the Falcon 6X cabin,” according to Eric Trappier, Chairman and CEO, Dassault Aviation. “Those efforts entailed going well beyond simply improving the aircraft’s interior decoration,” he added.
Pilot Comfort Not Overlooked
V
VIEW OF THE FALCON 6X CABIN LOOKING FORWARD
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The same focus on providing Falcon 6X cabin occupants with advanced comfort has also been placed on increasing pilot comfort. The cockpit provides more headroom than competing jets, and offers 30% more window space to maximize situational awareness. Meanwhile, the pilot seats can recline to 130 degrees, while a wider cockpit allows entry without the need to climb across the center console, says Dassault. AFT OF THE CABIN AND LAVATORY
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AIRCRAFT DEVELOPMENT
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DASSAULT’S EASy III AVIONICS SYSTEM
The state-of-the-art, third-generation EASy III avionics system will offer pilots optimized situational awareness, while enhanced safety by design will combine to minimize pilot stress and fatigue, reducing workload and offering greater peace of mind.
Performance Advantages
When it arrives on the market, the Falcon 6X is expected to offer several other advantages, according to the OEM. Among those is the aircraft’s short-field capabilities, synonymous with the company’s other business jets. And, Dassault says the Falcon 6X will also be able to land with more fuel than competing aircraft — ideal for
making a short flight to an interim airport, picking up passengers, then continuing overseas to its destination without needing to refuel. Low-noise, low-vibration Pratt & Whitney PW812D engines are expected to deliver double-digit improvements in fuel efficiency, which Dassault says will set a new ‘green’ engine standard while saving on operating costs. All-in-all, as the Falcon 6X gears up for flight tests, operators can look forward to seeing a well thoughtout, well-balanced business jet that does all of the things Dassault promised it would — and perhaps even more. More information from www.Falcon6X.com T
DASSAULT V FALCON 6X UNDER CONSTRUCTION AHEAD OF FLIGHT TESTING IN 2021
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BUYING & SELLING AIRCRAFT
Buying Business Jets: How Net Present Value Helps What is the Net Present Value of owning and operating a business jet, and how can it highlight the differences between acquisition options? David Wyndham provides an outlineâ&#x20AC;Ś he economics of owning and operating aircraft are important criteria in the decision to buy, sell or upgrade. Last month we discussed the Life-Cycle Costing of aircraft ownership. That method accounts not only for the costs of operating the aircraft, but the cost to acquire it and the recognition of the aircraftâ&#x20AC;&#x2122;s residual value after the end of the ownership cycle. Table A (opposite) provides a general example
T
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of the costs for the same aircraft over five years when purchased and when leased. (Be aware, however, that making the decision on either acquisition or operating costs will yield an incomplete answer, as we will explore below.) From the example in Table A, the acquisition cost exceeds the lease payments while operating costs are the same since they are for the same aircraft. The total life-cycle cost favors acquisition, primarily because of the resale value
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TABLE A: Business Aircraft Life-Cycle Cost (Aircraft A Purchased vs Leased) Life-Cycle Cost (LCC)
Aircraft A (Purchased)
Aircraft A (Leased)
$2.5m
-
-
$1.5m
Variable Costs
$3.2m
$3.2m
Fixed Costs
$2.8m
$2.8m
Resale Value
$1.2m
-
LCC Total
$7.3m
$7.5m
Acquisition Lease
TABLE B: Business Aircraft Life-Cycle Cost (Aircraft A vs Aircraft B) Aircraft A
Aircraft B
Acquisition
$2.5m
$3.25
Variable Costs
$3.2m
$2.8m
Fixed Costs
$2.8m
$2.9m
Resale Value
$1.2m
$1.56m
LCC Total
$7.3m
$7.39m
Life-Cycle Cost (LCC)
at the end of the ownership cycle. Table B (above) compares two different models – our original Aircraft A and a competitive model (Aircraft B). While Aircraft A has the lower total Life-Cycle Costs, Table B shows that – on the surface, at least – the difference is negligible. The way to really see how these options compare is to look not only at what the costs are, but when they occur. This involves something called the ‘Time Value of Money’. Using a spreadsheet, add a time value of money calculation to the magnitude and the timing of a cost or revenue. The formula is called the Net Present Value (NPV). NPV analysis considers the amount and timing of all cash flows from a present time perspective, calculating what amount of present money would be equivalent to the funds spent as time goes on. The further out into the future a cost or revenue is, the lower relative value it has today. As a simple example, imagine you owed me $1,000. If you paid today, you would need to hand over $1,000. If you could wait a year, investing the money at 6% before paying the debt, you could invest $926 today and have the money grow to $1,000 in 12 months. Better still, if you could wait two years to pay, www.AVBUYER.com
then you would need to invest only $857 today at 6% interest. Therefore, in accounting parlance the Present Value of $1,000 in two years, at a 6% rate of return, is $857). You don’t need an accounting degree to know it makes good sense to have income sooner and pay bills later. If you do this analysis on an investment (with expenses and revenues occurring at various times while the aircraft is operated), summing everything up, you end up with an NPV analysis. An NPV analysis allows you to look at different cash flows, calculating the Present Value for each one. You then add them all up and subtract any initial investment to arrive at your NPV. When a company uses its internal funds to cover an aircraft cost, that is money that might have been invested in other activities. Companies typically have an ‘internal rate of return’, which is the percentage the firm expects to earn when investing its internal funds for equipment or expenses. These rates are often adjusted, based on risk. A few years ago, a venture capitalist was looking to buy or lease a business aircraft. He would lose money on four ventures, but double or triple it on the fifth. This individual expected an average 20% return on investment. He could either invest $10m in
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BUYING & SELLING AIRCRAFT
TABLE C: NPV Analysis (Using a 10% Return) Life-Cycle Cost (LCC) LCC Total NPV
Aircraft A (Purchased)
Aircraft A (Leased)
Aircraft B (Purchased)
$7.3m
$7.5m
$7.39m
$6.278m
$5.711m
$6.569m
an aircraft, or $10m in a new company. If he spent the money on an aircraft, he essentially lost the ability to get a return from his investments. Companies and high net-worth individuals do NPV calculations all the time, and the analysis helps decide between two or more possible options. The NPV concept enables corporations and individuals to evaluate the complex costs of owning and operating high value assets like business aircraft, and it provides a tool for making financial judgments in a language everyone understands. Using a 10% return for Aircraft A (purchased), Aircraft A (leased) or Aircraft B (purchased), Table C (above) provides an example of this.
Aircraft A, $2.5m is spent up front without generating any income until the resale in year five. Another part of the analysis would be taxes (as applicable). For business use, the benefits of tax depreciation can make a significant difference. The NPV is the final calculation from a cost-benefit perspective and helps account for not only the magnitude of expenses and revenues, but also the timing. Finally, it is worth noting that the financial analysis can help in the decision making, but it cannot differentiate in the mission capability between different aircraft. That is the basis for a separate analysis… ❙
In Conclusion
The negative NPV value is a result of zero income other than the resale value. In this instance, the ‘least negative’ value (closest to zero) is Aircraft A, leased, despite it having a higher LCC than a purchase of Aircraft A. That is because the initial investment is $0 on the lease. With the purchase of
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AIRCRAFT DEALERS & BROKERS
56 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
David Wyndham is the Founder of David Wyndham + Associates, LLC. He is a highly respected industry veteran having built up more than 36 years of aviation experience, including as president and cofounder of Conklin & de Decker.
at AVBUYER.com
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EAGLE AVIATION +1 803.822.5520 SALES@EAGLE-AVIATION.COM
EAGLE-AVIATION.COM
DON’T JUST LIST YOUR PLANE LET EAGLE AVIATION SELL IT! If you prefer, we have options to purchase your aircraft outright.
2011 CITATION SOVEREIGN • 680-0317
1999 KING AIR 350 • FL-228
1998 KING AIR 350 • FL-202
1978 KING AIR C90 • LJ-800
2000 SOCATA TBM-700B • 180
1981 CESSNA 340A RAM VI • 340A-1204 LEE THOMAS President 803.429.7408 cell | 803.822.5526 ofc lthomas@eagle-aviation.com CARY FRIEDMAN Aircraft Sales & Acquisitions 803.261.4782 cell | 803.822.5550 ofc cfriedman@eagle-aviation.com
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ARE YOU THINKING OF SELLING OR TRADING YOUR AIRCRAFT? With over 50 years of experience, we can help make sure you are getting the best value for your plane. Give us a call!
HOWARD HENRY Aircraft Sales & Acquisitions 336.406.6947 cell | 803.822.5527 ofc hhenry@eagle-aviation.com
RALPH LACOMBA Aircraft Sales & Acquisitions 803.530.3520 cell | 803.822.5578 ofc rlacomba@eagle-aviation.com BRYAN WOOD Piston Aircraft Sales & Acquisitions 816.665.6207 cell | 803.822.5522 ofc bwood@eagle-aviation.com
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OWNERSHIP
How to do a Corporate Travel Profile Analysis Taking the leap into using business jets (or turboprops) should not
be taken lightly. A methodical approach is essential. René Armas Maes sets out an approach that can help you make good decisions.
n this article, we assess the travel needs of a fictitious company named ‘Corporation A’. Corporation A currently uses several travel solutions to support its business, moving its executives, senior managers, middlemanagement, and other employees around the United States. Those travel solutions include use of a Jet card from a trusted fractional ownership provider, adhoc charter, rail services between Boston and New York, and point-to-point scheduled airline travel services.
I
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As Corporation A expands its operations in the US, it needed to assess whether buying a business jet makes better financial sense, or if it should continue with its current solutions. Corporation A is a fine-dining restaurant chain, with branches spanning from coast to coast. For the past three decades, the corporation has grown into a thriving empire of more than 50 locations, each one delivering consistently superb service and excellent food. Today, Corporation A’s annual transportation budget is close to US$2m. www.AVBUYER.com
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FIGURE A: Travel Evaluation Checklist
1
ANALYZE CORPORATION A HISTORICAL TRANSPORTATION DATA A.
ACCESS TO BUSINESS AIRCRAFT B. C. D.
2 FOCUS ON
3 FOCUS SEARCH BASED ON IN ADDITION
4
CORP0RATION A STRATEGY A. B. C. D. E. F. G.
INTERVIEWS - KEY PERSONNEL VISION AND POTENTIAL M&A NEW RESTAURANTS, TERRITORIES TRANSPORTATION REQUIREMENTS ASSESS 12-36 MONTHS TRAVEL PLAN ASSESS SPECIAL TRAVEL NEEDS FUTURE BUSINESS REQUIREMENTS
DETERMINE LEVEL OF CAPEX FOR THE AIRCRAFT
A.
AVG, STAGE LENGTH NEEDS
B.
CAPEX INVESTMENT
• •
DETERMINE BUSINESS AIRCRAFT POTENTIAL BASE SUMMARIZE BUSINESS AVIATION BENEFITS
ASSUMPTION AND FINANCIAL IMPACT 1. 2. 3.
4.
5
CORPORATE SERVICES I. NUMBER OF TRIPS II. TOTAL BLOCK HOURS (BH) III. BH PER TRIP IV. AVG. STAGE LENGTH V. TOTAL COST AND AVG. COST PER TRIP VI. SERVICES PER MONTH OF THE YEAR VII. SUMMARY (DESTINATIONS, LOAD FACTOR) SAME ANALYSIS FOR OTHER TRAVEL SERVICES TOTAL TRANSPORTATION BUDGET SUMMARY EXECUTE A COST BENEFIT ANALYSIS
BUILD COST ASSUMPTIONS BUILD UTILIZATION SCENARIOS BUILD ALTERNATIVE SOLUTION SCENARIOS A. STATUS QUO B. FULLY OWNED CORPORATE FLIGHT DEPARTMENT C. AIRLINE / BUSINESS AIRCRAFT D. OTHERS PREPARE NET CASH FLOW & PROFIT AND LOSS
FINDINGS AND RECOMMENDATIONS 1.
RECOMMEND BEST TRAVEL OPTION (S)
What’s the ‘Highest Value Creation’ Proposition?
The question of getting the highest value creation proposition to move its employees efficiently is of prime importance to Corporation A as it continues to assess potential market expansion opportunities. To get a clear view of the needs of Corporation A, and to thoroughly evaluate whether a business jet financially makes sense, the assessment tool depicted in Figure A should be considered. First, it’s important to undertake an historical ‘utilization analysis’ to determine any potential opportunity that an in-house flight department could have had to support Corporation A’s travel mission over previous years. It is particularly important to assess Corporation A’s monthly block-hour utilization trends: www.AVBUYER.com
• • • • • •
By type of service (scheduled commercial airlines, ad hoc charter, jet card program); Origin and destination segments (based on frequency); Current usage, by passenger (or customer unique identifier – names should not be used to protect confidentiality); Time of day and seasonality issues of travel; Time spent repositioning/empty legs; and Overnight requirements and budgets.
In addition, review and analyze the data to understand current and alternative travel arrangements, including: • • • •
Commercial airline data; Fractional share usage; Corporate charters; and Train services.
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FIGURE B: Corporation A’s Jet Card Program & Ad-hoc Charter Trip Assessment
Then evaluate the effectiveness of cross-over between ad-hoc charter and scheduled airline travel options. There can be key efficiencies and savings on point-to-point airliner scheduled services and train services over other means of transportation.
Develop a Travel Cost and Benefit Analysis
Next, a Cost and Benefit analysis should be developed, and first include an evaluation of historical costs to help define the existing needs and challenges for Corporation A, including: • • • • • •
Fixed costs; Travel cards; Ad hoc charter costs; Airline service cost; Overnight cost; and Employee time value considerations.
Then, review Corporation A’s strategic vision for the next three years and any expansion and business partnership goals (i.e. new restaurants) that could impact its transportation budget in the future. Information could include, but is not limited to: • • • •
Interview time for selected employees; Detailed corporate travel information; The employee time/value components (salary grades, titles, reasons for travel, length of trips, overnight stays, etc.); and Commercial airfare types (full coach, discount coach, first class).
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Realistic benefits should be carefully considered in the unique context of Corporation A’s corporate goals and objectives. Answering the question, ‘Why would Corporation A use a business aircraft?’ what are its benefits compared to public transportation alternatives? A high-level aggregation would includes six core benefits of business aircraft use, for example: • • • • • •
Increases employee productivity, and facilitates leaner management structures Expands markets Secures competitive advantage Induces operational efficiency Offsets company expenses Improves Risk Management.
In a business model, several assumptions should be made, and include executive trip time reduction due to corporate aircraft schedule efficiencies, and the percentage of executive airfare costs that are still incurred due to corporate aircraft scheduling conflicts (among others). The analysis should include: • • •
A baseline of current operations; Translatable benefits and costs; and A quantification (where possible) of benefits and costs of the alternate solutions.
Where benefits are not quantified, develop a relative scoring system to compare such elements. The analysis needs to provide assistance in
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validating the choice of aircraft, and a recommendation to a single course of action.
What if the Benefit is Greater than Cost?
If the quantifiable benefits are greater than the quantifiable costs, business aircraft utilization should be a “must” for Corporation A (or any company). Among their net benefits, business aircraft improve door-to-door and en route productivity time. Business jets can accelerate a company’s time to market and revenues, while enabling it to stay ahead of the competition. Moreover, business aircraft can improve customer retention (enabling faster response times to customer needs). And a business jet is a strategic team deployment and mobility tool. A number of intangible benefits also exist: A business jet can be a key talent-retention tool helping to reduce turnover and staffing levels, while improving employees’ quality of life (less time away for home). Assuming, having undertaken the analyses, that there was a case for Corporation A to consider buying a new or pre-owned business jet or turboprop, the question arises as to which type of aircraft? Buying business aircraft can be a daunting task, and we recommend using the Eight-Steps methodology (AvBuyer, October issue, p48) to professionally evaluate a potential business aircraft purchase. In addition, define capital/expenditure investment and consider multiple solution scenarios that include whole aircraft ownership vs. maintaining the status quo. What are the other possible options (e.g. an aircraft management company; joint ownership; making the aircraft available for charter when not in
Read About
62 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
use)? Here, it is also vital to identify which nonexecutive employees would have access to the business aircraft.
Consider the Other Costs and Tax Benefits
Finally, assuming a business jet or turboprop makes sense for Corporation A, it is time to explore other opportunities that help reduce costs, including tax benefits (AvBuyer, September issue, p64) and accelerated tax depreciation, among others. • •
•
Carefully analyze Corporation A’s employee salary compensation levels and its impact on productivity gains while using a business jet. Evaluate executive flexibility to move business trips around to optimize business aircraft loads and further generate shareholder value, while reducing Corporation A transportation budget. Consider a business aircraft scheduling tool to facilitate trip coordination and reduce aircraft dead-heading time.
At every step of the evaluation process, the analysis needs to incorporate the input of employees and management to ensure that the final analysis best meets Corporation A’s needs. T
AIRCRAFT OWNERSHIP
René Armas Maes is vice president, Commercial at Jet Link International LLC and an international consultant with a broad experience in business aircraft sales. He has developed multiple analyses and studies for a number of US Fortune 500 companies and Venture Capital firms, and participated as keynote speaker at a number of business aircraft conferences.
at AVBUYER.com
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Jean Boulle February.qxp_Layout 1 18/08/2020 09:46 Page 1
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OWNERSHIP
Aircraft Catering: Five Tips for International Flying
64 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
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Dave Higdon is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 36 years. Based in Wichita, he has several thousand flight hours, and has piloted pretty much everything from foot-launched wings to combat jets. Contact him via Dave@avbuyer.com
Dave Higdon shares key advice
when planning for on-board catering
on an upcoming flight. When should
you start planning, and what should
you keep in mind - especially when
flying across borders...?
t wasn’t long after the first powered flight in 1903 that pilots and passengers began enjoying in-flight repasts during their travels (as they had in railroad dining cars in the 19th Century). Today, the rules and processes for in-flight catering may be easily understood within one’s home country. But upon landing at an international destination, the process can become more complicated. To help anticipate and overcome some of the complications associated with in-flight catering, we will look at five steps to ensuring a successful experience, regardless of the point of origin for the flight. First, though, let’s cover some general observations on the state of in-flight catering today. The food services available for catering on domestic (US) flights are plentiful and varied. Whether ordering the delivery of a bag of burgers for two aboard a piston aircraft, or a sumptuous four-course repast to feed a transcontinental flight of 12, US airports suffer no shortage of options to feed every variety of palate. But even within the borders of the US, the rules and options can vary according to the state in which the food is delivered to the aircraft. Therefore, even domestic flyers should ensure they check the local regulations for food services at a new destination they’re traveling to. This guideline particularly applies to alcoholic drink orders. And rules on the sale of alcoholic beverages and services might
I
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vary not only by state, but sometimes within state borders. As mentioned, planning for catering on international trips brings other complexity and complications. The key is in the preparation. Check for any peculiar restrictions involving food, drink, preparation and delivery. Following are some of the leading tips from the industry’s caterers and trip planners to help ensure you’ve covered all of your catering bases before you travel abroad...
Tip 1: Choose a Specialist Caterer
Within the US, whether you’re flying a domestic trip or crossing international borders, experts in Business Aviation catering recommend choosing a specialized caterer when planning a trip that involves food. Outfits, including Universal Weather & Aviation, suggest using private catering rather than a commercial caterer who may be more focused on fulfilling the food needs of scheduled airline passengers. The consensus is that the differences are less pronounced outside the US, where it is much more common for commercial caterers to also supply the catering for private flights. That's partly due to the difference in volume between airline and private flying outside the US. For owners of smaller private aircraft within the US, the advice is to always begin with a dedicated private aviation caterer to ensure the highest quality food, presentation, and service.
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Tip 2: Check how to Dispose of Wastage
While the US has the dubious reputation as a society built on disposables, other parts of the world adhere to rules designed to reduce waste and avoid landfills. Yet even in the US there have been some noteworthy steps toward reducing trash. Aircraft arriving in the US from international departure points are required to dispose of any international trash in accordance with government regulations, including the disposal of onboard catering or open food items. Such requirements are strictly enforced across the US, but nowhere more so than the Hawaiian Islands. While not all local catering outlets are certified to handle international trash, in such cases either the client or catering firm will need to make special arrangements for the disposal of international trash, well in advance of the aircraft’s arrival. Most caterers and FBOs at point-of-entry airports can coordinate with aircraft owners or operators to make sure catering wastage is properly disposed of.
Tip 3: Order Early
Even if there is some uncertainty about what to order, begin the process as early as possible – especially when the catering order will be large, or if the order incorporates some very specific catering needs. 66 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
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Catering experts consulted for this story recommended giving at least 48 hours advance notice to the inflight caterer, but longer if the order is large or laden with special dietary requirements. Even if you don’t have all of the catering requirements to hand or a precise departure target, it is generally best to begin the process with at least the part of the catering order you do know. But be clear, letting your caterer know that additions will be forthcoming.
Tip 4: Know the Rules on Alcohol...
As touched upon above, each of the 50 United States and territories have their own rules relating to alcohol, as does the Federal government, which can complicate your in-flight catering plans if you fail to familiarize yourself with these. Similarly, independent nations all have their own rules regarding alcohol for human consumption. Therefore, the regulations regarding caterers providing alcohol as part of the order can vary widely from one location to the next. US rules can be more stringent than in many other nations. Where alcohol is required for an upcoming flight, allow the caterer ample time to navigate any rules on availability, and restrictions on access (i.e. limited hours or days of the week for purchase and delivery).
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6
GULFSTREAM G650
S N 6 0 44
GULFSTREAM G550
GULFSTREAM G280
SN 2098
FALCON 2000EX EASY
FALCON 2000
FALCON 900EX EASY
S N 146
CHALLENGER 350
S N 2 0 52 2
CITATION ENCORE S N
LEARJET 60
S N 5 1 45
59 8
S N 178
CHALLENGER 300
LEARJET 75
S N 495
LEARJET 45
S N 03 0
S N 42
S N 1 81
S N 2 002 9
INFO@AVPROJETS.COM WWW.AVPROJETS.COM l Annapolis, MD 21401 l (410) 573-1515
900 Bestgate Road, Suite 412
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“Where alcohol is required for an upcoming flight, allow the caterer ample time to navigate any rules on availability, and restrictions on access...” 5: Get Security Clearance in Advance
Long gone are the days when a catering van could pull up to an open gate and drive directly to the aircraft to deliver a catering order. Nowadays it's imperative to understand the security restrictions in-place where the aircraft is parked or hangared before the truck leaves the catering kitchen. Following are some thoughts to help in this area: •
Do you require your caterer to deliver your order directly to your aircraft, or are you able to collect it from the FBO? If the catering order will be delivered airside, be aware of the applicable Transportation Security Administration (TSA) screening procedures and limitations. • Do you want the food delivered and stored somewhere other than the aircraft? If so, the FBO will need to have the equipment to safely store the prepared food, and the coordination for ultimately delivering the order to the aircraft door. These steps may incur extra expense to cover the caterer's costs for bringing catering orders through security, or secure storage. 68 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
Bonus Tip: Anticipate Portion Variations
You can expect there to be plenty of differences in your in-flight catering from one location to another. Food, after all, is an area of frequent confusion. As an example, differences in serving sizes demonstrate how adhering to home-grown expectations can lead to disappointing outcomes elsewhere. Portions of protein for catering within the US often run larger than portions in European or Asian meals. The US protein portion size is typically eight ounces (225 grams) or more, whereas for many other countries a five- to sixounce portion (145-170 grams) is typical. Make sure you discuss meal portions with your in-flight caterer in advance. Indeed, make sure you discuss all of your needs with the caterer of your choice well in advance of when the food order is required. T www.AVBUYER.com
AirCompAnalysis SEPT20.qxp_ACAn 20/10/2020 13:57 Page 1
JET COMPARISON
Hawker 400XP
Cessna Citation Encore+
Jet Comparison: Hawker 400XP vs Cessna Citation Encore/Encore+ How do the Hawker 400XP, the Cessna Citation Encore, and the Citation Encore+ compare side-by-side? What are the advantages offered by each model? Mike Chase analyses the performance and productivity parameters.
O
ver the following paragraphs we’ll consider key productivity parameters for the Hawker 400XP, Cessna Citation Encore and Encore+ (including payload, range, speed, and cabin size) to establish which aircraft provides the better value in the Light Jet market. Does speed drive a decision to buy an aircraft over having one with greater range? It is hoped that the following jet comparison will help clarify.
Hawker 400XP
The Hawker 400XP replaced the Beechjet 400A, starting with serial number RK-354. The Hawker 400XP entered operation in 2004 and ended production in 2010. The aircraft offers an increased gross weight and several standard features that were optional on the Beechjet 400A. Interestingly, a Hawker 400XPR (with ‘R’
70 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
representing ‘more range’) was later offered though only five are in operation today. The full Hawker 400XPR package includes Hawker Winglets and new Williams International FJ44-4A-32 engines – a combination offering a 33% increase in range, and improvements in runway and hot/high performance. Today, there are 210 wholly-owned Hawker 400XP business jets in operation worldwide; an additional two in fractional ownership; and seven in shared ownership (giving a total global fleet of 219). Five units have been retired.
Citation Encore/Encore+
The Citation Encore derives from the Citation Ultra and is one of the largest straight-wing members of Cessna's Citation family. When certified in 2000, the Encore introduced new Pratt & Whitney PW535 engines, more fuel payload, updated interior
and improved systems. Eventually Cessna improved the original Encore with its Citation Encore+, powered by two PW535B engines, incorporating a FADEC system to reduce pilot workload. Collins’ Pro Line 21 avionics system replaced the Encore’s Honeywell Primus 1000, and is lighter in weight. The result is an improvement in payload capability (to 1,090lbs with full tanks), while a slight increase in wing length improves high-altitude flying and climb of the Encore+. Currently, there are 151 wholly-owned Citation Encore business jets in operation worldwide with an additional nine in shared ownership. Eight have been retired. Meanwhile, there are 60 wholly-owned Citation Encore+ jets in operation with an additional four in shared ownership and one in fractionally ownership. One jet has been retired. www.AVBUYER.com
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AirCompAnalysis SEPT20.qxp_ACAn 20/10/2020 13:58 Page 2
www.AVBUYER.com HOW MANY
EXECUTIVE
SEATS
BEECHCRAFT Hawker 400XP
(Manufactured between 2004-2010)
(2009 Model)
7
$2.6 Million
7
$1.65 Million
vs.
CESSNA
Citation Encore
(Manufactured between 2000-2006)
vs.
(2006 Model)
CESSNA
7
Citation Encore+
(Manufactured between 2007-2009)
$3.5 Million (2009 Model)
WHICH OF these LIGHT jets WILL COME OUT ON TOP HOW MUCH
Hawker 400XP
RUNWAY
Encore
DO I NEED?
3,900
Encore+
(Balanced field length, ft)
1000
HOW FAR
CAN WE GO?
(Nautical Miles. 4 Pax) Hawker 400XP
4,700
1,333
3,874 1500
2000
3000
2500
CAN WE TAKE?
Encore
1,675
Encore
Encore+
1,675
Encore+
(Lbs)
2,015
Hawker 400XP
4000
4500
5000
WHAT’S THE
HOW MUCH
PAYLOAD
3500
LONG RANGE CRUISING SPEED?
(Knots) 414
Hawker 400XP
2,000 2,310
Encore
488 375
Encore+
375
HOW MANY
HOW MANY
WHAT’S THE
OPERATION?
EACH MONTH?
PER HOUR?
UNITS IN 65 160
219
NEW/USED SOLD
Hawker 400XP $2,332
2 (5.6%)
2 (11%)
<1 (9.2%)
12-Month Average Figure
(% = Global Fleet For Sale) Sources used: OEMs, Conklin & de Decker, JETNET, Aircraft Bluebook, Chase & Associates
www.AVBUYER.com
VARIABLE COST
Encore
Encore+
$2,547
$2,359
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JET COMPARISON
AVBUYER.com
Table A - Payload & Range Comparison
Payload & Range Comparison
When comparing business jets, an important area for potential operators to focus on is payload capability, and especially the ‘Available Payload with Maximum Fuel’. Table A (left) shows the Citation Encore and Encore+ ‘Available Payload with Maximum Fuel’ to be 803lbs and 1,090lbs respectively, which are both greater than the 603lbs offered by the Hawker 400XP.
Hawker 400XP Citation Encore Citation Encore+
16,300 16,830 16,830
5,400
4,912
5,400
2,015
MAX Fuel (lb)
MTOW (lb)
2,000
MAX Payload (lb)
2,310
603
830
1,090
750
1,070
1,036
Max P/L w/avail. Fuel IFR Range (nm)
Avail Payload w/Max Fuel (lb)
Source: OEMs, B&CA.
Chart A - Cabin Comparison
4.75 ft
4.75 ft
Cessna Citation Encore/Encore+
Hawker 400XP
4.92 ft
4.83 ft
J
Cabin Comparison
Chart A (left) shows the cabin width of the Hawker 400XP is 4.92 ft. which is slightly wider than the Citation Encore and Encore+ (4.83 ft). However, both aircraft have the same cabin height at 4.75 ft. The Citation Encore/Encore+ has a longer cabin than the Hawker 400XP (17.33ft vs 15.5ft), and the Citation Encore models provides more overall cabin volume (314cu.ft versus 305cu.ft). Configured with executive seating, the Hawker 400XP and Citation Encore typically provide for seven seats, whereas the Citation Encore+ has capacity for eight. In terms of luggage provision, while the Hawker 400XP provides more internal volume (31cu.ft) than the Encore and Encore+ (28cu.ft), the Citation Encore and Encore+ offer more external luggage volume (43cu.ft) than the Hawker 400XP (25cu.ft.).
Range Comparison
Source: UPCAST JETBOOK
Using Wichita, Kansas as the start point, Chart B (left) shows the Hawker 400XP with less range coverage (1,333nm) than the Encore and Encore+ (1,675nm), each aircraft flying with four passengers and available fuel. Note: For business jets, ‘Four Pax Range’ represents the maximum IFR range of the aircraft at long range cruise. The NBAA IFR fuel reserve calculation is for a 200nm alternate. This range does not include winds aloft or any other weather-related obstacles.
Chart B - Range Comparison Hawker 400XP Encore/Encore+
1,333 nm (w/4 Pax) 1,675 nm (w/41 Pax) 1
Powerplant Details
All three Light Jets in our study have a pair of engines manufactured by Pratt & Whitney Canada. The Hawker 400XP has two JT14D5R engines, providing 2,965lbst each, and burning 191 gallons of fuel per hour (GPH). The Citation Encore has two PW535A engines and the Encore+ has two PW535B engines providing the same 3,400lbst each, and burning the same 180 GPH.
Variable Cost Comparison
Source: Chase & Associates
r
72 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
Cruise with NBAA IFR alternate fuel
The ‘Variable Cost’, illustrated in Chart C (overleaf), is defined as the estimated cost of fuel expense, maintenance labor expense, scheduled parts expense, and miscellaneous trip expense (hangar, crew, and catering).
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AirCompAnalysis SEPT20.qxp_ACAn 21/10/2020 09:36 Page 4
JET COMPARISON
AVBUYER.com
Chart C – Variable Cost Comparison
Hawker 400XP
These costs DO NOT represent a direct source into every flight department and their trip support expenses. For comparative purposes, the costs presented are the relative differences, not the actual differences since these may vary from one flight department to another. The Hawker 400XP ($2,332) and the Encore+ ($2,359) provide almost the same variable costs per hour. However, the Citation Encore has a higher variable cost of $2,547/hr.
$2,332
Citation Encore+
$2,359
Citation Encore
$2,547 $1,000
$0
$2,000
Aircraft Comparison Table
$3,000
US $ per hour Source: JETNET
Table B - Market Comparison Hawker 400XP Citation Encore Citation Encore+
$3.5
414
375
375
305
Long Range Cruise Speed (Kts)
314
314
Volume Cabin 28,000 30,300 Cu Ft
30,800
1,333 1,675 1,675 4 PAX w/avail Fuel IFR Range nm
$1.75/ $1.15
$1.5
219
Used Price Range US$m
160
65
11%
5.6%
9.2%
% For Sale
In Operation
2
2
<1
Average Sold Per Month*
Chart D - Maximum Scheduled Maintenance Equity
1
Assumed Annual Utilization: 375 Flight Hours Average Maximum Maintenance Equity: $1,447,044 Pct of Avg Max Mtnc Equity vs. Aircraft Age
90% 80%
Pct of Max Mtnc Equity
Table B (left) contains the used prices (per Aircraft Bluebook) for the Hawker 400XP, which range between $1.15m to $1.75m. The Encore and Encore+ used prices range between $1.5m up to $3.5m. The long-range cruise speed and range numbers listed are from B&CA, while the number of aircraft in-operation, the percentage for sale, and average sold are from JETNET. At the time of writing, the Hawker 400XP had 24 aircraft ‘for sale’ on the used aircraft market (representing 11% of the fleet). By comparison, nine Encores were ‘for sale’ (representing 5.6% of the fleet), and six Encore+ jets were for sale (9.2%). The average number of used transactions (units sold) per month over the previous 12 months was two for the Hawker 400XP and Encore, and less than one sale monthly for the Encore+.
Maximum Scheduled Maintenance Equity
* Average Full Sale Transactions in the past 12 months as of September 2020; Source: JETNET. Data courtesy of Aircraft Bluebook; B&CA; JETNET
Hawker 400XP
J
70% 60% 50% 40% 30%
Charts D (left), E, and F (overleaf) display the Hawker 400XP, Encore, and Encore+ respectively. They depict (and project) the Maximum Maintenance Equity each jet has available based on its age. • 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 375 flight hours (in the case of the Hawker 400XP), or 340 flight hours (Encore and Encore+); and - All maintenance is completed when due.
Depreciation Schedule
20%
17
18
19
20
21
22
Source: Asset Insight (www.assetinsight.com)
74 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
23
24
25
26
Aircraft Age (Years)
27
28
29
30
31
32
Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS).
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7
The Private Jet Company November.qxp_Layout 1 20/10/2020 09:52 Page 1
For Immediate Sale 2002 Citation Excel S/N 5233 5,490 Hours, ALL Programs, 2016 New Paint & Interior, Wifi, Make Offer
2006 Hawker 850XP S/N 258800 2,400 Hours, Engines & APU on MSP Gold, 2020 Paint, WiFi, Make Offer
2008 Hawker 850XP S/N 258915 2,434 Hours, MSP Gold, Fresh 12 Year & Gear OH, SVS - WAAS/LPV, Asking $3.2m
2008 Hawker 4000 S/N RC-10 1.095 Hours, BPU & Load 20, ESP & MSP Gold Programs, Dual HF's, Part 91
+1.561.691.3545
Info@ThePrivateJetCompany.com
AirCompAnalysis SEPT20.qxp_ACAn 20/10/2020 14:01 Page 5
JET COMPARISON
Chart E - Maximum Scheduled Maintenance Equity Citation Encore
Assumed Annual Utilization: 340 Flight Hours Average Maximum Maintenance Equity: $1,447,808 Pct of Avg Max Mtnc Equity vs. Aircraft Age
80%
Pct of Max Mtnc Equity
70% 60% 50% 40% 30% 20% 10%
21
20
22
23
24
25
Source: Asset Insight (www.assetinsight.com)
26
27
28
29
30
31
32
33
34
35
Aircraft Age (Years)
Chart F - Maximum Scheduled Maintenance Equity Citation Encore+
Assumed Annual Utilization: 340 Flight Hours Average Maximum Maintenance Equity: $1,428,019 Pct of Avg Max Mtnc Equity vs. Aircraft Age
80%
Pct of Max Mtnc Equity
70% 60% 50% 40% 30%
20% 10%
13
14
15
16
17
18
Source: Asset Insight (www.assetinsight.com)
19
20
21
22
23
24
25
26
27
28
Aircraft Age (Years)
Table C - Hawker 400XP MACRS Depreciation Schedule 2009 Hawker 400XP - Part 91 Full Retail Price - Million $1.650 Year
Rate (%)
1
20.0%
2
32.0%
3
19.2%
4
11.5%
5
11.5%
6
5.8%
Depreciation ($M)
$0.330
$0.528
$0.317
$0.190
$0.190
$0.095
Cum. Depreciation ($M)
$0.330
$0.858
$1.175
$1.365
$1.555
$1.650
Depreciation Value ($M)
$1.320
$0.792
$0.475
$0.285
$0.095
$0.000
2009 Hawker 400XP - Part 135 Full Retail Price - Million $1.650 Year
Rate (%)
1
14.3%
2
24.5%
3
17.5%
4
12.5%
5
8.9%
6
8.9%
7
8.9%
8
4.5%
Depreciation ($M)
$0.236
$0.404
$0.289
$0.206
$0.147
$0.147
$0.147
$0.074
Cum. Depreciation ($M)
$0.236
$0.640
$0.928
$1.135
$1.282
$1.429
$1.576
$1.650
Depreciation Value ($M)
$1.414
$1.010
Source: Aircraft Bluebook
76 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
$0.722
$0.515
$0.368
$0.221
$0.074
$0.000
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), 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 is a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated and, if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year recovery period, or under ADS using a twelve-year recovery period. Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a seven-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 Act, taxpayers may be able to deduct up to 100% of the cost of a new or pre-owned aircraft purchased after September 27, 2017 and placed in service before January 1, 2023. This 100% expensing provision is a huge bonus for aircraft owners and operators. After December 31, 2022 the Act decreases the percentage available each year by 20% to depreciate qualified business jets until December 31, 2026. Table C (left) depicts an example of using the MACRS schedule for a 2009-model Hawker 400XP in private (Part 91) and charter (Part 135) operations over five- and sevenyear periods. The price is as published by Aircraft Bluebook at the time of writing. Table D (right) depicts an example of using the MACRS schedule for a 2009edition Citation Encore+ in private (Part 91) and charter (Part 135) operations over fiveand seven-year periods. The price is per Aircraft Bluebook.
Asking Prices & Quantity
The 24 Hawker 400XP business jets available on the used aircraft market at the time of writing showed asking prices for 11 aircraft, ranging between $650k and $2.095m. By comparison, 10 Citation Encore
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AirCompAnalysis SEPT20.qxp_ACAn 20/10/2020 14:03 Page 6
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Productivity Comparison
The points in Chart G (right) are centered on the same aircraft. Pricing used in the horizontal axis is as published in Aircraft Bluebook. 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 cabin volume available for passengers and amenities. Others may choose different parameters, but serious business aircraft buyers are usually impressed with price, range, speed, and cabin size.
The Faster Speed Versus Longer Range Question
The Hawker 400XP offers a faster speed but with shorter range. Moreover, the ‘Available Payload with Maximum Fuel’ is lower than that of the Citation Encore/Encore+, and the cabin volume is slightly smaller. While this impacts its placement on our overall productivity chart (compared to the Citation Encore and Encore+), the Hawker 400XP also comes in a lower pre-owned price-range, and has more frugal hourly variable operating costs than the original Encore model. Within the preceding paragraphs we have touched upon several of the attributes that business jet operators value. There are other qualities such as airport performance, terminal area performance and time-to-climb that might factor in a buying decision, however. Ultimately, operators should weigh up their mission requirements precisely when picking which option is the best for them, placing more weight on the components (i.e., speed versus range) that are most important to them.
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Table D - Encore+ MACRS Depreciation Schedule 2009 Citation Encore+ - Part 91 Full Retail Price - Million $3.500 Year
1
Rate (%)
20.0%
2
32.0%
3
19.2%
4
11.5%
5
11.5%
6
5.8%
Depreciation ($M)
$0.700
$1.120
$0.672
$0.403
$0.403
$0.202
Cum. Depreciation ($M)
$0.700
$1.820
$2.492
$2.895
$3.298
$3.500
Depreciation Value ($M)
$2.800
$1.680
$1.008
$0.605
$0.202
$0.000
2009 Citation Encore+ - Part 135 Full Retail Price - Million $3.500 Year
1
Rate (%)
14.3%
Depreciation ($M)
Depreciation Value ($M)
2
24.5%
3
17.5%
4
12.5%
5
8.9%
6
8.9%
7
8.9%
8
4.5%
$0.500
$0.857
$0.612
$0.437
$0.313
$0.312
$0.313
$0.156
$0.500
$1.357
$1.969
$2.407
$2.719
$3.031
$3.344
$3.500
$3.000
Cum. Depreciation ($M)
$2.143
$1.531
$1.093
$0.781
$0.469
$0.156
$0.000
Source: Aircraft Bluebook
Chart G - Productivity Comparison 0.500
Hawker 400XP 2004-2010
Citation Encore Encore+ 2000-2006 2007-2009
0.400
Index*
business jets are for sale and six showed asking prices between $1.895m and $2.450m. There are six Citation Encore+ jets for sale and two showed asking prices of $3.4m and 3.795m. While each aircraft serial number is unique, the Airframe Total Time (AFTT) and age/condition 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.
0.300 0.200 0.100 0.000 $0.0
$1.0
$2.0
$3.0
Price (Millions)
$4.0
$5.0
Index *(Speed x Range x Cabin Volume / 1,000,000,000)
Compare, Contrast, D e c i d e with AvBuyer
In conclusion there is plenty for a prospective buyer to consider when deciding which performance criteria is better suited to them in an aircraft. All three of the business jets considered offer great value in the Light Jet market today. T
Mike Chase’s analytical and consultancy services are highly valued within the Business Aviation industry. He is founder and president of Chase & Associates, and works closely with several respected sources to compile his unique Aircraft Comparative Analysis features. Contact Mike via mike@avbuyer.com
AVBUYER MAGAZINE Vol 24 Issue 11 2020
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Values Intro.qxp_Finance 21/10/2020 10:14 Page 1
VALUES - LIGHT JETS
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Business Aircraft Values: Light Jets Where performance and value are dominant factors for a mission need, remember this: there’s nothing lightweight about the value and flexibility of the Entry-Level & Light Jets. s business jets increase in size from Entry-Level & Light jets to the low end of the Large Cabin models, six to eight seats generally remains the standard configuration across size-category lines. And while cabins increase in volume generally (enabling more productive workspace for those traveling longer distances), full-fuel payload doesn’t seem to grow proportionally in most cases. As jets get bigger and heavier their runway needs increase, with no appreciable gain in how many people or equipment can fly – and thus we touch upon the key advantages of the Entry-Level & Light jet category - the value and flexibility offered to those who typically fly shorter legs. Fully-fuelled, an Entry-Level or Light jet can often barely carry the typical passenger load of three persons, unless one or two of them doubles as a crew member. Nevertheless, with the average mission length below 750 miles and the nominal maximum-range of Light jets around 1,200 miles, the crew enjoys the option of flying lighter and saving fuel. Fueling for the mission with NBAA reserves allows larger cabin loads, making three or four - plus crew - possible. The time difference between Entry-Level & Light jets and Large jets to fly a typical 750nm mission is small (about 10 to 12 minutes, overall) and is not a large time-saving for costs that may be considerably higher for the larger aircraft. Further, beyond these speed-range-payload operational
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basics, the Light jet crew will have the option of far more airports, often closer, more convenient and less expensive than what’s needed for the Medium and Large jets. Thus, it’s hard to escape the heavyweight value of the Entry-Level & Light jet. So what exactly is a Light jet? Today we consider a jet “light” when its MTOW falls between 10,000 and 20,000 pounds. About a decade ago the Light segment represented the bottom rung of the business jet ladder. That was before the Entry-Level Jets entered the market, differentiated by weights below almost everything ever built at less than 10,000 pounds.
Entry-Level & Light Jet Price Guide The following Entry-Level & Light Jets Retail Price Guide represents current average values published in The Aircraft Bluebook – Price Digest. The study spans a twenty year period, from 2001 through Fall 2020, and covers 32 models. Values reported are in US$m, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the Embraer Phenom 100E average value reported in the Fall 2020 edition of Bluebook shows $2.9 million for a 2016 model, $2.6 million for a 2015 model and so forth.
Note: We have included 32 aircraft models in the following Light Jets average price guide.
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Retail Values JULY20.qxp_RPG 20/10/2020 13:22 Page 1
VALUES - LIGHT JETS
Entry Level & Light Jets: Average Retail Price Guide MODEL YEAR $
2020 US$M
2019 US$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
MODEL BEECHCRAFT PREMIER IA
2.1
2.0
3.7
3.5
2.9
2.7
5.3
5.0
4.7
BEECHCRAFT PREMIER I BOMBARDIER LEARJET 45XR BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR BOMBARDIER LEARJET 40 BOMBARDIER LEARJET 31A CESSNA CITATION ENCORE+ CESSNA CITATION V ENCORE CESSNA CITATION BRAVO CESSNA CITATION CJ4
10.09
8.0
7.0
6.5
6.2
5.9
5.6
CESSNA CITATION CJ3+
8.99
6.9
6.6
6.1
5.5
5.3
5.1
CESSNA CITATION CJ3
5.0
4.8
4.6
4.4
4.2
CESSNA CITATION CJ2+
4.3
4.1
3.9
3.7
3.5
CESSNA CITATION CJ2 CESSNA CITATION CJ1+
2.4
CESSNA CITATION CJ1 CESSNA CITATION M2
5.3
4.1
3.7
CESSNA CITATION MUSTANG CIRRUS VISIONJET SF50
2.85
2.5
1.85
3.5
3.3
3.1
2.9
2.7
2.4
2.2
2.0
1.8
1.7
1.6
1.5
1.8
1.7 1.4
1.3 1.2
1.1
1.0
5.9
5.5
5.3
2.1
2.0
1.8
2.0
1.6
1.4
ECLIPSE 550 ECLIPSE 500 EMBRAER PHENOM 300E
9.65
EMBRAER PHENOM 300 EMBRAER PHENOM 100EV
4.25
8.5
8.0
7.8
7.6
7.4
4.0
3.7
3.5
EMBRAER PHENOM 100E
3.1
7.2
6.8
6.4
2.9
2.6
2.4
EMBRAER PHENOM 100 HAWKER 400XP HAWKER BEECHJET 400A HONDAJET HA-420
5.78
4.2
3.5
NEXTANT 400XT/XTi
3.1
2.8 3.1
PILATUS PC-24
11.134
9.5
2.9
2.5
9.0
AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM
80 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
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What your money buys today
Fall 2020 2010 US$M
2009 US$M
1.9
1.8
3.3
2.5
3.1
2.3
2008 US$M
1.7
2.9
2.1
2007 US$M
1.6
2006 US$M
2005 US$M
2004 US$M
2003 US$M
3.2
2001 US$M
1.4
MODEL YEAR $ MODEL BEECHCRAFT PREMIER IA
1.15
1.05
0.95
2.7
2.5
2.3
2.1
1.9
2.2
2.0
1.8
1.6
1.5
1.9
1.6
1.3
1.4
1.2
1.1
0.85
0.8
BEECHCRAFT PREMIER I BOMBARDIER LEARJET 45XR
1.4
1.3
BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR
1.0
BOMBARDIER LEARJET 40 1.25
3.5
2002 US$M
1.2
1.15
2.9
BOMBARDIER LEARJET 31A CESSNA CITATION ENCORE+
2.6
2.4
2.2
1.9
1.8
1.7
CESSNA CITATION V ENCORE
1.6
1.5
1.4
1.3
1.2
1.1
CESSNA CITATION BRAVO
4.4
CESSNA CITATION CJ4 CESSNA CITATION CJ3+
4.0
3.8
3.6
3.2
3.1
3.0
3.4
3.2
3.0
2.8
2.6
2.5
2.5
2.4
1.9
1.8
2.3
2.2
2.1
2.0
1.7
2.9
CESSNA CITATION CJ3 CESSNA CITATION CJ2+
2.3
2.2
2.1
2.0
CESSNA CITATION CJ2 CESSNA CITATION CJ1+
1.6
1.5
1.4
1.3
CESSNA CITATION CJ1 CESSNA CITATION M2
1.4
1.3
1.2
1.1
1.0
CESSNA CITATION MUSTANG CIRRUS VISIONJET SF50 ECLIPSE 550
-
0.9
0.7
0.5
ECLIPSE 500 EMBRAER PHENOM 300E
5.1
4.9
EMBRAER PHENOM 300 EMBRAER PHENOM 100EV EMBRAER PHENOM 100E
1.6
1.5
1.3
1.75
1.65
1.55
EMBRAER PHENOM 100 1.45
1.35
1.25
1.15
1.1 1.1
HAWKER 400XP 1.05
1.0
HAWKER BEECHJET 400A HONDAJET HA-420 NEXTANT 400XT/XTi PILATUS PC-24
AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM
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AVBUYER MAGAZINE Vol 24 Issue 11 2020
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Flight Dept 1.qxp_Finance 20/10/2020 10:40 Page 1
FLIGHT DEPARTMENT MANAGEMENT
Managing Flight Operations in a COVID-Ravaged World As business aircraft flying increases again, what precautions and procedures has your Flight Department put in place to safeguard passengers? Andre Fodor shares tips from his own company’s flight operations… ike so many flight departments worldwide, COVID-19 grounded our operations for many months. It started with fear among the principals to go anywhere beyond the confines of their homes, and it was exacerbated by global, statewide and local lockdowns. Eventually, our corporate crisis response team restricted access to the office, production facilities and any type of business or private travel. By limiting movement and access, and implementing usage of personal protection devices and monitoring, our company, an essential services provider, did its part to prevent
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viral spread, while remaining productive and providing us with an opportunity to learn, adapt and rethink how we’d go about business in the future. Within the Flight Department, we worked hard to keep sharp, and I increased the on-line training and selected webinars for the team to attend. We networked virtually to keep everyone involved and informed of the current situation in our industry and company. In order to keep the team together monthly flights were scheduled with the specific goal of us training and keeping current. This allowed everyone the chance to exercise their skills, while
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Flight Dept 1.qxp_Finance 20/10/2020 10:41 Page 2
AVBUYER.com With a focused approach on global excellence and creativity, Andre Fodor has managed flight operations for the U.N. and Flight Options as well as being a senior demonstration pilot and instructor for Embraer Aircraft. He is the Aviation Director for his current employer.
“In order to keep the team together monthly flights were scheduled with the specific goal of us training and keeping current.” getting the aircraft up to temperature and activating its systems frequently. It seemed odd at first to develop procedures in keeping with the COVID-19 guidelines (including wearing face masks, cleaning and sanitizing our workspace and aircraft), but in the end, we had a process. We became efficient at sanitizing the aircraft, creating control procedures for access to our offices and the aircraft. On top of this, a weekly COVID-19 PCR test was given to everyone in our team, thus ensuring we were ready should a trip request be received.
Building Activity Safely Again…
Months passed as we honed the processes without any flight demand. Then, recently, our flight department began receiving some travel requests again. They trickled in slowly at first. Then, as the company saw how serious the Flight Department was to keep them safe, more flight requests were received. At first, the requests didn’t require on-board catering, then only fast-food (purchased last minute) was consumed. Knowing that food control and internal preparation within the Flight Department is safer than outsourcing, we addressed these “quirks” sensitively, worked through to address every concern. So what were the policies we implemented to ensure the safest possible return to flight activity for our team and passengers? I share the following tips to help any other Flight
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Department in a similar position, and would welcome any additional tips and feedback on how your own Flight Department is managing the process. Mask and Gloves: For flight operations, we agreed that all on-board services and interactions with passengers would be under mask and nitrile gloves. Although not mandated, the same was encouraged and expected from our passengers. Therefore, we have equipped all of our aircraft with masks, gloves, thermometers and oximeters and explained in advance what our processes for pandemic flights and infection prevention are. The challenge has been to make sure the processes are followed, and that it becomes a new routine. To assist with this, we have offered the option to add a variety of essential oil aromas to the face masks. Though a simple step, it has helped encourage their use, while somewhat softening the inconvenience of having to wear a medical mask during flight. Catering: We have also been proactive in educating our customers that our own sourcing of food can guarantee that the origin, quality and safe preparation of all consumables meets with our own high standards. Further, we are only allowing cooked goods on board that can be re-heated to high temperature in flight. Disembarkation: To decrease our passengers’ potential exposure to the virus, we have developed a routine for arrival and disembarkation. Vehicles are sanitized using our own approved products before the passengers enter them, since we cannot vet who delivers the car to the FBO. If our passengers are traveling to a hotel, we provide the material and instructions on how to sanitize their rooms (including door knobs and light switches) before using the space. And we also only use lodgings that have clear procedures for viral control. COVID Tests for International Travel: As the domestic flights proved safe and efficient, we began receiving international trip requests. The
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FLIGHT DEPARTMENT MANAGEMENT
challenge was – and remains – the entry requirements. As an example, only recently we were assigned a trip to Europe. While it is critical to the success of an international flight to stay current on entry and border crossing requirements in Europe, we were also required to produce COVID-19 PCR test results that had been collected no later than 48 hours prior to landing. This provided a major challenge as results typically take many days to arrive. Nevertheless, we managed to secure testing from a private lab, sent a courier to drive and deliver the swabbed samples directly, and received the results six hours before our scheduled departure. To reduce the chance of any test surprises before departure, we conducted baseline tests on all passengers and crew one week before we were due to fly, providing us a basis to believe that all passengers and crew were unlikely to be infected. (Nevertheless, we had standby crew members assigned just in case.) But what if the lab results hadn’t arrived back in time for the flight? Although the lab assured us they could turn the tests around in three hours and email the results to the destination’s handler before our scheduled arrival, we had a back-up plan. We identified an interim flight stop were we would be
ad re Re Mo
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able to land, get tested, and continue to our destination. With the lab results in hand, prior to take-off we made one last call to the destination’s handler for a final check of last minute entry requirement changes or disruptions. With everything set, we met with no issues at customs and our passengers and crew entered the country freely.
In Summary…
In this new (ab)normal world, Flight Departments must be flexible, keeping the lines of communication open and accepting that changes are likely to happen. Then it is our responsibility to educate and inform our passengers. They should be assured that – at a time it may seem to matter even more – we are dedicated to providing great service while also remaining extremely flexible in the circumstances. Ultimately, it’s our job as crew and managers to create a bubble of safety around our passengers and team members, including formulating the procedures to return everyone home safely and virus-free. It’s a new world out there and demand for our services is increasing. Therefore, it's essential to showcase the safety, value and efficiency that your Flight Department provides. ❙
ANDRE FODOR ARTICLES
at AVBUYER.com
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Flight Dept 2.qxp_Finance 20/10/2020 10:48 Page 1
FLIGHT DEPARTMENT MANAGEMENT
Better Understanding BizAv Maintenance Tracking Software Concluding his review of business aircraft maintenance tracking software, Mario Pierobon reaches out to industry experts to illustrate recent and future developments in this important area of Business Aviation... ccording to Mark Steinbeck, president of Traxxall, the use of technology enabling maintenance departments to transition to paperless environments has been one area that’s developed rapidly, and continues to gain traction, in Business Aviation. “Maintenance departments who have shifted to a paperless – or a ‘paper-lite’ – environment are seeing significant advances in data accuracy throughout their flight operation, and increased levels of safety. At the same time they are cutting their operating costs,” he told AvBuyer.
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“It truly is the best of all worlds and I have never spoken with a maintenance department which has regretted [shifting towards] a paperless environment.” Helping the push towards paperless maintenance, today’s software aims to digitize many of the processes that were traditionally done on paper or via spreadsheets, says David Purfurst, global presales director at Rusada. “We have gone to great lengths to develop workflows that not only replicate these processes in our system, but significantly increase their efficiency and reliability,” he says. www.AVBUYER.com
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Flight Dept 2.qxp_Finance 20/10/2020 10:49 Page 2
AVBUYER.com Mario Pierobon is a safety management consultant and content producer. He currently is working on a research project investigating aircraft ground handling safety. Contact him via marioprbn@gmail.com
“Helping the push towards paperless maintenance, today’s software aims to digitize many of the processes that were traditionally done on paper or via spreadsheets...” With the advent of new technology, another advantage to emerge is the ease with which cloudbased software/service providers can integrate their systems. “Sharing data amongst multiple systems within a flight department is extremely powerful and has two huge benefits,” Steinbeck details. “Not only are there time savings from not having to enter the same data into multiple systems, but by eliminating multiple data entry points you reduce the likelihood of human error with data input.” According to Christopher Lawn, marketing specialist at WinAir, open API functionalities have also broadened the scope of aviation maintenance software, resulting in the transformation of these products into more robust, versatile, and informative solutions. “Aviation maintenance software can now integrate with accounting systems and flight operations software,” he says. “In terms of our accounting system integration, when aviation operations approve a transaction in WinAir, it is instantly updated in a corresponding accounting system. “Similarly, concerning our flight operations integration, aviation operations can now automate the transfer of flight log data to our aviation maintenance software. Conversely, they can also send maintenance and inventory data, including next due/tech dispatch data, from our maintenance software directly to their flight operations system.” www.AVBUYER.com
Operators Seek Predictive Software
Due to the fast-changing industry trends and the need to ensure quick turnaround times, business aircraft maintenance operators expect software be able to predict and suggest trends based on the transactions carried out in the past. According to Saravanan Rajarajan, head of Solution Consulting at Ramco Aviation Solutions, one example has to do with parts which are frequently ordered during any AOG and can be recommended by the software. “Another key example would be advising the mechanic on the resolutions that need to be taken for a discrepancy that has been previously observed,” he says. “These predictions and autosuggestions will significantly reduce turnaround time, especially during unplanned grounding of the aircraft. Artificial Intelligence/Machine Learning capabilities leverage historical data and advanced algorithms to deliver this value to users.” Another important area is that of partner inventory. “It is of high importance that the maintenance crew has the accurate and timely visibility of the stocks. In an event of the part requirement, the crew can check the global stock availability and the expected ETA to make their sourcing decision,” Saravanan adds.
Aircraft Maintenance Tracking of the Future
The current global pandemic and travel bans have undeniably hit the Business Aviation industry hard. Just like most of the other IT industries, aviation software providers are also today considering remote collaboration. “The maintenance crew can interact with their maintenance control, and the engineering section through remote collaboration technology tools available to them [on their cell phones],” Saravanan suggests. “They can livestream their work through video chat; whiteboard any observations; and are able to get an immediate resolution from their counterparts. “This is going to be the new norm,” he predicts.
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“It is of high importance that the maintenance crew has the accurate and timely visibility of the stocks.” Expanding reliability for better cost management is the next step in the evolution of maintenance tracking software, according to Lawn. “When it comes to proactive maintenance management, aviation operations want more analytic information to enhance and improve datadriven decision making. “They want to be more forward-thinking in their maintenance planning to ensure that aircraft are always ready for the next mission, and to curtail potential AOG situations”, he says. “By building upon our reliability program, we can continue to assist aviation operations with ensuring the airworthiness of their aircraft, while simultaneously offering them a more economical approach to managing their business by maintaining lean, yet fully prepared, inventories.” “To further improve maintenance planning and forecasting, we’re focused on introducing new system enhancements for automating and accelerating processes, along with expanding upon our integration capabilities to offer our clients additional analytic data that they can utilize to their advantage”, Lawn reveals. According to Steinbeck, over the next few years many of the software developments will be around data. “We are seeing many operators thirsting for more data, because, as with everything, the more data we can offer and analyse, the better and more educated our operators can become. 88 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
“We have already built many tools that operators and OEMs can use to analyse their maintenance data in ways they have never been able to in the past — and this is leading to less aircraft downtime because of better planning of upcoming maintenance events. “In today’s data-driven world aircraft maintenance has been a few years behind the curve on really implementing and utilizing technology to look at the maintenance department through a different lens. However, the time is coming, and it is exciting,” he predicts. “The operators who have already embraced this have seen their operations become much more efficient, and have actually seen a reduction in their overall maintenance costs” Greater access to higher quality data has led to discussions around predictive maintenance and the utilization of artificial intelligence to really take aircraft maintenance organizations to the next level, says Steinbeck. “We are having many collaborative conversations with operators, OEMs, and other partners on how to best expand the use of this technology and couple that with industry expertise to really drive change in the industry. The projects that are in work right now are extremely exciting, and will lead to even more projects along those same lines”, he concludes. ❙ www.AVBUYER.com
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Business jet operators have always faced challenges in navigating airport costs, from fuel to landing and ramp fees. This will only grow more challenging in the wake of COVID-19, say flight planning and trip support experts. Gerrard Cowan explores… hether operators are using a charter service, flying a corporate jet, or conducting their journey on a private platform, there is a wide range of fees they must negotiate, either individually or with the support of a flight planning or trip support specialist. And though landing, ramp, and fuel fees are
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PHOTO COURTESY OF JET TEAM
A Guide to International Ramp & Fuel Fees
among the most significant, they are by no means the only costs that operators must consider. So what is the most effective way for an owner/operator to navigate these? It’s important firstly to understand the nature of the fees, says Anja Bonacci, director of customer service – Information Management Service at Collins Aerospace, which offers the ARINC Direct portfolio of flight planning services. www.AVBUYER.com
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AVBUYER.com Gerrard Cowan is a freelance journalist who focuses on aerospace, defense and finance. He can be found on Twitter @GerrardCowan
“...ramp and landing fees vary enormously between and within countries, ranging from as little as a few dollars to thousands.”
What Determines the Charge Amount?
Landing fees typically go to the airport authority and owner, and they vary greatly by airport, Bonacci explains. They usually depend on the size and weight of the aircraft, though operators should note that they can also be impacted by approach and take-off noise levels. Ramp fees are charged when an airplane is parked at an airport for a length of time. While they are usually determined by maximum take-off weight (MTOW), they can also vary depending on aircraft wingspan, as well as time on the ground. While some airports allow operators to park for a certain time period at no charge, others start charging upon arrival, Bonacci warns. (These fees are often waived if operators only park for a short amount of time and uplift a minimum number of gallons of fuel.) “Charges vary wildly, and it’s not easy to do a oneon-one comparison,” Bonacci told AvBuyer. “To save money, it's a good idea to do your homework ahead of time.” She encourages operators to consider airports around their usual stops, where fees and fuel prices might be cheaper. Service providers (such as ARINC www.AVBUYER.com
Direct) can support this research. Nick Copley, president of Sherpa Report, notes that ramp and landing fees vary enormously between and within countries, ranging from as little as a few dollars to thousands. He also underlines the importance of researching different airports in a particular region as “usually it’s the larger, commercial airports that charge higher fees, so landing at a smaller private airport can be a big money saver”.
Do Your Homework to Reduce the Costs
While smaller airports often offer cheaper landing and handling fees, however, it is important to analyse the bigger picture, according to Jon Braid, director of trip support specialist JET TEAM. Initial savings can be wiped out if fuel is more expensive, and prices can vary significantly between airports depending on various factors. But there are also bargains to be had: some regional airports offer sharp fuel pricing and attentive and quick turnarounds, which cannot be guaranteed at larger locations, Braid said. “Research is the key,” he explains. “If you’re using a smaller airport, also look at others nearby – but check things like fuel company operating hours at nights and weekends.” Braid says that he was recently planning a trip for a client needing a Central European technical stop, and found prices varied widely from one end of Italy to another – there was over US$2 a US gallon difference between the best and worst-priced. “Intelligent fuel planning – as opposed to just uplifting based on need – can save an operator thousands in the long run,” Braid says. If an operator is planning a multi-stop tour, they should look ahead at each location and consider ‘tankering’ – filling up where fuel is cheapest and picking up the minimum required elsewhere. “That sounds obvious, but many operators don’t,” he adds. When it comes to fuel prices, it can be difficult to compare ‘apples with apples’, though, notes Louis Smyth, senior manager - digital content & communications at Universal Weather and Aviation. Sometimes fuel fees do not include taxes in their initial costing, for example. Smyth recommends operators “talk to their FBO/fuel provider and find out what’s included in the fuel price” at an early stage. Of course, the cost and nature of fees can vary widely, depending on the country in question.
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Understand What Constitutes the Fee
Dawit Lemma, founder and CEO of Krimson Aviation, a flight support and trip support service provider with a focus on the African market, says that within that continent alone, “fees are fluid, not because anybody is trying to take advantage, but because the landscape is so dynamic and costs, services and capabilities change from day to day”. As an example, there could be a range of fees involved with securing landing and overflight permits that vary from one country to another. Although some aviation authorities might not charge for the permit, a neighbouring country could charge a fee of several hundred dollars just for the application, with another fee potentially reaching thousands of dollars for the actual, granted permit. “Always confirm the exact price you will be paying,” Lemma advises. “We suggest requesting a breakdown that includes any ‘extras’. Look out for taxes and service fees when you are requesting quotes – these are not usually included in the USD per gallon fuel price and will appear in the ‘remarks’ section of the quotation,” he adds. The pandemic has underscored the need for access to more real-time data to support all aspects of flight planning, according to Bonacci, including the ability to manage costs more
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effectively. Collins Aerospace is looking at ways to make data more accessible, developing nextgeneration tools to enable operators to quickly compare fee schedules at different airports and FBOs. COVID-19 hit the trip support and flight planning industry hard for the first few months, though there has been a surge in demand since, according to Smyth. This is partly because there’s no such thing as a routine mission anymore, he notes, with operators now forced to allocate additional time and money to documenting individual health requirements, travel history, negotiating test protocols, researching the risk of quarantine periods, and so on. Looking ahead, this impact will endure and has turned into a top priority for operators, alongside securing landing permits, passports and other documentation. “That’s not going to go away,” Smyth warns. “Even with a vaccine – countries will have health authorisation [demands] that passengers and crews will have to complete, and sometimes that’s going to add to the cost, whether it’s carrying out a test or working with someone to understand all the requirements on your behalf. That’s just a simple fact.” ❙
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What are the Best Flight Planning Apps? What are the popular apps used by pilots for flight planning today, and what do they do? Dave Higdon offers a review…
hese days, only basic flying students use sectionals, plates and circular slide rules for their flight planning. It won’t be long, however, before, like the rest of the today's pilots, they begin employing a software- or internet-based flight planning program. Typically an electronic flight bag (EFB) program, these not only streamline flight planning, but also replace the weight of paper charts, plates and published instrument procedures. As many a seasoned pilot will appreciate, the benefits of these programs are worth the time and frustration of learning to use them, because (much like accounting and bookkeeping software) once set up for a particular aircraft their use becomes easier, and faster.
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Today's electronic flight-planning tools have come a long way from the earliest computerbased tools, which were usually hosted on a remote computer. The prevailing flight planning hardware of today is the iPad. By integrating flight-planning functionality into the software to allow use of charts and plates, the pilots are treated to a seamless combination of navigation tools, weather graphics, perhaps weather radar, and, in some cases, a secondary set of traffic eyes. So what is the dominant flight-planning software engineered to run on portable devices today? Before we provide our list, it’s worth noting that virtually all profiled tools are written for the Apple iPad, unless otherwise stated. www.AVBUYER.com
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AVBUYER.com Dave Higdon is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 36 years. Based in Wichita, he has several thousand flight hours, and has piloted pretty much everything from foot-launched wings to combat jets. Contact him via Dave@avbuyer.com
“Today's electronic flight-planning tools have come a long way from the earliest computer-based tools, which were usually hosted on a remote computer.” 1. ForeFlight
An iOS-only tool, ForeFlight dominates the aviation landscape in much the same way that the iPad dominates the field of portable tablet computers. The reasons are many. Priced at $99.99 for individual pilots, ForeFlight Basic covers all the essentials for VFR and IFR flight. Chart and plate updates can be performed online, eliminating the often torturous process of pulling and replacing scores of paper every 14, 28 or 56 days. ForeFlight Pro Plus, costing $199.99, adds safety and situational awareness tools such as georeferenced charts and synthetic vision on top of the tools and features offered by ForeFlight Basic. Then there's ForeFlight Performance Plus ($299.99), adding a deep inventory of tools for the professional pilot, and ForeFlight Business Pro and ForeFlight Business Performance, costing $150 per year and $300 per year, respectively. Both Business Pro and Business Performance feature advanced tools such as flight planning in the app and on the internet; international flight-plan filing; navigation; terrain and obstacle data; charts and plates (with geo-referenced approaches and charts); and a host of other useful features. More information: www.foreflight.com www.AVBUYER.com
2. Garmin Pilot
From flight planning, to filing, to monitoring changing weather, both in North America and Europe, Garmin Pilot offers users the depth of Garmin's years of providing full-featured navigation products — including its experience with rich, interactive mapping, aviation weather, global flight-plan filing, electronic flight bag capabilities, optional traffic/weather, pilot logbook, and more. Garmin makes its EFB/flight planning software in versions compatible with both Android and iOS devices. In addition to its numerous pilot-oriented features, Garmin Pilot may also serve as the display screen for a host of Garmin accessories, among them the GDL39D (to tap into subscription-free weather, and advanced ADS-B "dual-link" traffic with TargetTrend and TerminalTraffic technology). Alternatively, you can add attitude information for Garmin's SVX on Garmin Pilot, the aera 660, or 796/795 portable navigators, and Bluetooth connectivity with ForeFlight Mobile and FltPlan Go apps. More information: www.garmin.com
3. SkyVector
A service of Lockheed Martin's Flight Service Station (FSS), provided under contract to the FAA, SkyVector is free to pilots who set up an account. The services available include VFR navigation sectionals, IFR High and Low instrument sectionals, and approach plates and procedures. SkyVector also provides a convenient gateway to the FSS network so pilots can file, open, close and modify their flight plans directly with FSS. SkyVector's list of airports and their data can replace paper charts (as with most electronic flight bag programs), and the list of fuel prices and NOTAMs – including drone DRNOTAMS – offers an alternative to other programs and services. More information: https://skyvector.com
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4. FltPlan Go (for Windows 10)
This free-download software from Garmin is another EFB app for pilots, bringing all of the most-popular FltPlan features and more from the website to your iPad, iPhone, Android, or Windows devices. The free app shows graphical flight plan routes and gives registered users online, offline and in-flight access to NavLogs, Approach Plates, Weather Briefings, Hi-res/Zoomable Sectionals, Victor Low Charts, Jet High Charts, and much more. Among the program's extensive list or features are some of the most-useful options for pilots at work – among them geo-referenced approach plates; taxi charts; airport diagrams for the US and Canada; approach charts on moving maps; autosyncing of NavLogs; routes and weather; aircraft check lists; and the ability to transfer flight plans from the AOPA Flight Planner (available to all members of the association). More information: https://www.fltplan.com
5. WingX
WingX, a product of Hilton Software LLC, offers a simple subscription plan for basic users and costeffective full-spectrum services for more-advanced users. WingX Pro7’s simple subscription model offers the following options: • • •
VFR Free and CFI Free $74.95 annual subscription (or $199.95 for three years) $74.95 for Advanced IFR Subscription
WingX requires Apple iOS version 11.0 or later and is compatible with iPhone, iPad, and iPod touch. An Android version is also available, but user feedback makes it an option worth exploring before using it on high-altitude IFR flying. For business turbine aircraft operators, the program's features do cover high-altitude IFR needs effectively, and at relatively low costs. Many users consider WingX to be the most competitive choice against ForeFlight, particularly from among the available iOS options. More information: https://hiltonsoftware2.com/wingx/
6. iFlightPlanner
Earlier this year the well-received flight planning program provided to members of AOPA was taken down, but the replacement, iFlightPlanner, seems to be garnering equal or better acceptance. iFlightPlanner provides a platform exclusively to AOPA members, free of charge. It combines the 96 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
newer technology and graphical capabilities of iFlightPlanner with a select set of features that were most commonly used by AOPA members in the legacy system. One of the most important additions is a powerful web interface with FAA-produced aeronautical charts and other visual displays related to weather, airspace, and airport services, designed to provide pilots with current information to effectively plan their flights. Graphical features of the new flight planner include FAA-produced VFR sectional and terminal area charts, IFR low and high en route charts, standard instrument departure and standard terminal arrival procedures, airport diagrams, and the US chart supplement (formerly called airport/facility directory). The planner also includes options for visual overlays of current radar and infrared satellite imagery, as well as graphical representations of airmets, sigmets, pireps, METARs, terminal area forecasts, temporary flight restrictions, airspace class, and special-use airspace. Users can also access pertinent information about airports to include runway details, frequencies, instrument approach procedures, notams, remarks, available FBO services, and current fuel pricing. More information: www.iflightplanner.com ❙ www.AVBUYER.com
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Avionics 1.qxp_Finance 20/10/2020 09:46 Page 1
AVIONICS
A Guide to Your Aircraft’s Flight Panel: Behind the Scenes Over this three-part series, Ken Elliott takes us on a journey through a typical
corporate aircraft cockpit. Previously, we explored the cockpit layout. Here, we will
go ‘behind the scenes’, before concluding with a look to the future of flight panels. n this second article we go behind the scenes of the flight deck to explore the systems providing aircraft performance information to the pilot(s), and the systems controlled from the cockpit by the pilot(s). Some systems, such as a Flight Data Recorder (FDR), work seamlessly behind the scenes with minimal crew input. On the other end of the spectrum, Flight Management Systems (FMS) are very reliant on crew input and confirmation. Not all systems are remote, with some installed totally within the cockpit itself. The variation of crew interface, human factors and workload is a major factor in cockpit design and development, including how the crew are likely to react to warnings and failures. So, behind the scenes are complex systems with built-in safeguards and processes to ensure safety and redundancy, designed with pilot workload in mind. To give the reader an idea of just how complex the modern business jet can be, we will look at the categories of systems enabling an aircraft to function.
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A Plethora of Sub-systems
Modern business jets have primary systems that are categorized into chapters and sub chapters. These cover operation, illustration (layout) and maintenance. Some years back, the Aircraft Transport Association (ATA) created standardized groupings of aircraft systems, including maintenance and aircraft specification data. The groupings are listed alphabetically, under 91 Chapters and Sub-Chapters (noting that some numbers are unassigned). The full list of ATA Chapters/Sub-Chapters is exhaustive but, given the following breakdown, it is clear there is lot going on behind the scenery of the cockpit: Major Aircraft Sub-Categories of Systems • 23 x Airframe • 7 x Structural • 8 x Propeller & Rotor • 17 x Powerplant (Engine) www.AVBUYER.com
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TABLE A: The Major ATA Chapter Headings Covered Under the Airframe Category
Cockpits are reasonably divided between a pilot and a copilot, sharing mostly duplicated systems identified as #1 or #2. From there it becomes more complex, because some systems are not duplicated but shared, while others are prioritized to either the pilot or the copilot. Given the major aircraft system categories listed above, this article focuses on Airframe. Regarding the other categories and how they integrate within the cockpit: •
• •
Structural - Is largely interfaced via control and status functions. This implies a physical switch, lever, button, light, annunciator, small gauge or some other analog indication. Propellers & Rotors – Is specific to Propellers, Turboprops and Helicopters, with the latter being unique re. cockpit integration. Powerplant: With interface to the cockpit being crucial, powerplants have pride of place in front of the crew, for control, indication and display. Usually, the powerplant(s) and related accessory indications are grouped together and intuitive to pilots.
The Airframe category cockpit interface is, by far, the most complex. Table A (above) lists the 23 major Chapters falling under the Airframe category. Keep in mind, every model of aircraft is different, especially with respect to the airframe. Within the cockpit, different aspects of systems are moving toward electronic. For example, a control is no longer a mechanical switch, or an annunciation is no longer dedicated but embedded in a display. Controls are now embedded in software, driving multiple touchscreens. This makes for a clean, uncluttered cockpit and contributes to safety through a reduction of distracting ‘bells and whistles’ and scattered analogue controls. The ATA Chapters, when explored, will demonstrate just how complex an aircraft can be, and how much of that complexity translates into pilot workload; a workload that begs reduction. Aircraft manufacturers like Gulfstream spend fortunes in evaluating pilot interaction in the cockpit. They have introduced virtual cockpits with external simulation of a flight environment – so real that you think you are airborne. Here is where significant gains are made in designing cockpit and display layout.
TABLE B: Two Examples of ATA Chapters Showing Their Sub-Chapters
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FIGURE A: Multiple Checks & Balances of a Single Aircraft’s Function Control and Monitoring
Flight crew response is one crucial study area for cockpits. The response partially relies on how remote systems inform the crew of their status. There are two major factors underlying the method and process of information: • •
Priority of system status (including failures) Understanding of how flight crews deal with unfamiliar or out-of-sequence situations.
Two important sub-systems where these have historically created concern are air data and aerodynamic augmentation. Failures in these areas can exhibit subtle and even misleading performance issues, including a cascading sequence of decisions that have to be made during unusual and rapidly changing flight conditions. What this means for all aircraft systems is that designers and engineers must truly understand how systems ‘compete’ for pilot attention, and how they interact with each other – especially during critical phases of flight or unusual aircraft attitudes. With virtual cockpits, it is possible to realistically step
through events and evaluate system and crew response, freezing the sequence in mid-stream.
Revealing a Little More
The ATA Sub-Chapters reveal more of the complexity in unseen systems. For example, ‘Air Data’ and ‘Aerodynamic Augmentation’ come under Sub-Chapters that, in turn, fall under Chapters, so they are at a third level of complexity. Table B (previous page) shows two Chapters and their SubChapters. The Sub-Chapter of Flight Environment Data includes Air Data, while the Sub-Chapter of Aerodynamic Load Alleviating, includes Aerodynamic Augmentation. The different Chapters, their Sub-Chapters, and further levels of system breakdown clearly demonstrates the complexity and interdependency of all the technologies involved. Imagine how much information needs to be extracted for a flight crew to digest and use. Keep in mind that the interaction is two-way via information to, and commands from, the cockpit. Also, there is autonomous system input and feedback directing the flight profile and movement of the aircraft itself.
FIGURE B: Triple Sensor Redundancy as a Fail-safe Method of System Operation
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FIGURE C: An Example of a Central Maintenance System (CMS)
Layers of System Information
When you look at the two ATA Sub-Chapters of Flight Environment Data and Aerodynamic Load Alleviating, there are these layers of activity within. Flight Environment Data: Involves sensing of external conditions, processing of data and informing the flight crew of air temperature, rate of climb, airspeed, altitude, air disturbance, and more. Also provides warnings and failure conditions, including the status of crucial pitot-static systems. Aerodynamic Load Alleviating: Corrects and provides for aerodynamic augmentation, gust loading, ride control (using real-time sensing), computing, actuating, indication and warning. Just from these two sub-level systems you can see there is a lot going on. During low-visibility conditions, it is hard to imagine the workload requirements for crews forced to deal with an issue concerning them.
Post-Delivery Systems
Most aircraft are upgraded at some point in their lifetime and this creates interesting dynamics for the cockpit. If upgrades are introduced by the aircraft OEM and fully integrated with existing avionics, it is less likely to represent major changes to cockpit ergonomics. On the other hand, if the changes are introduced by a third party, it is quite possible that the dynamics of a cockpit will change. An example of this is when flight management systems (FMS) are changed, or if a third system is added. Some FMS, such as those provided by Universal Avionics, are literally single box systems that can fit right into a pedestal. Unfortunately, some legacy upgrades that involve multiple changes, can make a cockpit look like a patchwork of technologies, all from different generations. In these instances, ergonomics is less of a consideration because the integrator is not designing and developing the complete cockpit. The integrator is only concerned with the upgrade, how it interfaces to the existing systems, and meeting compliance requirements. 102 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
Note that each upgraded system will usually come with a Flight Manual Supplement. In fact, for some early pre-owned aircraft the supplements to the aircraft’s flight manual take up almost the same amount of space as the original set of documents. The flight manual is an instruction set to the flight crew and should faithfully represent the operation of each specific serial numbered aircraft cockpit. The flight manual is crucial for safe operations, helping the flight crew navigate around a maze of systems.
A Couple of Fundamentals…
When it comes to aircraft system fundamentals there is a couple of primary rules to be adhered to: 1. 2.
There must be no single point of failure in any one system. Flight crews are required to ensure compliance to a Minimum Equipment List (MEL) when any system is to remain inoperative during the next intended flight.
These two requirements are linked and extend to engines, power systems, hydraulics, and other primary airframe systems. Designers and engineers complete a System Safety Analysis (SSA) and Function Hazard Analysis (FHA), to ensure the conditions are met during aircraft build or a later upgrade. The aircraft manufacturer will create the original Master Minimum Equipment List (MMEL) that an operator then uses as a baseline for their own MEL.
Truly Behind the Scenes
With engine and other system onboard-monitoring, manufacturers are finding ways to record, send and analyze all sorts of performance and maintenance-related data from the aircraft, in real time. Behind the scenes, analysts gather crucial facts about the aircraft as it flies, completely without input from the cockpit. If an actual failure or out-of-tolerance situation does occur, the remote system will send status data to a central computer
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FIGURE D: A Typical Aircraft System
(found under the ATA Chapter of Central Maintenance System) that, in turn, alerts the flight crew with yellow script for advisory and red for warning.
provided in various colors. The colors denote levels of importance to the pilot or the maintenance mechanic on the ground.
Systems are further monitored on board for: • Temperature • Vibration • Air density • Pressurization • Internal software bit checks • Timing control • Low power • Excess current draw • Loss of data between boxes • Excessively high impedance circuits • Electrical shorts (and more) • Checks & balances.
Awareness of Total System Elements
Monitoring is completely automated, out of sight and mind of the crew. Often equipment design provides numerical ‘look-up codes’ for (up to) hundreds of possible fault conditions, 104 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
In conclusion, the flight crew may have a pretty good idea of where all the ‘black boxes’ lie, how all the major mechanical components function, and how the structure fits together. However, it is sometimes difficult to envisage a system holistically. Figure D (above) attempts to demonstrate how any system that relies on electronic or electro-mechanical technology can be mapped as to its form, fit and function. ❙ 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.
www.AVBUYER.com
Wright Brothers November.qxp_Empyrean 20/10/2020 09:53 Page 1
How These Best Practices Can Ensure a Smooth Aircraft Transaction Aircraft transactions can be complex and take a while to close. But why – and more importantly, how can we fix that? We are constantly looking for ways to save our clients time and money, with efficient and secure practices. Over the years, we have dealt with numerous issues involved in buying and selling an aircraft that we believe can be remedied – providing a smoother closing.
Standardization One of the things that can make aircraft transactions complicated is simply putting together a purchase agreement. There can be a big lag between the Letter of Intent (LOI) and the aircraft purchase agreement. Sometimes, the escrow company will not receive the agreement (which contains the specifics of the deal) until the day before closing. Time is needed, however, to study the aircraft purchase agreement and make sure everything is followed properly – one day is not enough and can wreak havoc on the closing. Similarly, a lag can occur with the pre-buy process and inspections, where items can be found that must be fixed. On the flip side, some transactions can go from LOI to the aircraft purchase agreement and close in a matter of days. It depends on whether the aircraft is ready, and the buyer has their funds in place.
Another issue can occur if the buyer decides to pursue financing late in the transaction – it usually does not work out well and can ground the transaction altogether. After all, appraisals and inspections of the aircraft take time, along with adhering to Know Your Customer protocols, all of which a financier will require. While wanting anonymity in owning an aircraft is not unusual, it is just not possible when it comes to financing.
Automation Automation can help speed and secure the closing – allowing, for instance, a documented trail to follow in the exchange of information between parties. Many businesses use project management tools internally to track correspondence and procedures, which is of immense help, especially in the event of an error. The use of digital signatures via a secure platform is another great advancement in this respect – helping to close transactions quickly. This does not however take away from the due diligence required at the beginning of an aircraft transaction.
Read this article in full on AvBuyer.com
These things speak to the need for standardization in aircraft transactions, from the purchase agreement itself to the processes followed.
Transparency In addition, many times the buyer will put their personal funds into the deposit, and then set up a company to own and operate the aircraft, which can also cause a delay – setting up a new company and then vetting that company.
www.AVBUYER.com
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ALL IMAGES COURTESY OF SATCOM DIRECT
AVIONICS
Is Cockpit Connectivity Advancing Flight Planning On-the-Go? Is increasing connectivity to business aircraft flightdecks making it easier for pilots to adjust plans and manage flights more efficiently in real time, in-flight? Chris Kjelgaard investigates…
usiness aircraft operators, pilots and owners worldwide are well aware that the levels of digital connectivity to the flightdeck—as well as to the passenger cabin—are experiencing a nearrevolution. Nearly every launch of a new Ka-band or Ku-band communications satellite, and nearly every new air-toground terrestrial comms station that comes online, adds to the area coverage and data-transmission capabilities of one or another of the many aeronautical telecommunications networks now serving the aviation industry. So it is increasingly important to know whether growing data-transmission capability can actually help pilots adjust flight plans, so they can manage flights more efficiently while their aircraft are actually in the air. If higher data rates to the cockpit can indeed allow pilots to manage flights better while in transit, then it is also highly important to know exactly how the increased information flows can assist with pilot workload and decision-making.
B
A Resounding ‘Yes!’
The answer to the first question is a resounding ‘Yes’, according to Nick Cook, Vice President Flightdeck Services for Satcom Direct. Already, today, pilots of many commercial and business 106 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
aircraft are able to use information provided either by text through a datalink network such as Controller-Pilot Data Link Communication (CPDLC), or graphically by means of realtime updates of weather, traffic and airspace information to the aircraft’s avionics equipment to make in-flight adjustments to route trajectories and flight timing. As the capabilities of datalink networks (like CPDLC) continue to be updated, ensuring reliability and sufficient capacity to support increased usage and content, messages will be able to convey multiple flight plan adjustment options to pilots in-flight, and can advise pilots of any relevant changes in en route and terminal area weather conditions, Cook says. According to Craig Peterson, Vice President, Digital Connected Solutions for Collins Aerospace, in situations where pilots receive updated information graphically in realtime for flight planning and flight management purposes, the information is often delivered to a centralized data repository in the cockpit. This is most commonly a secure router and server which acts as the aircraft interface device linking the pilots’ electronic flight bags (EFBs) with the aircraft’s avionics equipment, thus providing updates of information both to the pilots’ EFBs and to the aircraft’s flight computers and displays. www.AVBUYER.com
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AVBUYER.com Chris Kjelgaard has been an aviation journalist for 40 years, with a particular expertise on aircraft maintenance. He has served as editor of ten print and online titles and written extensively on many aspects of aviation. He also copy-edits most major documents published by a global aviation industry trade association.
Of further use to business-aircraft operators is that FDF data-linking is not just one-way. FDF allows transmission of crew alerting system reports, centralized maintenance computer reports and engine trend reports from the aircraft to the operator’s maintenance department. And it sends take-off/landing analysis, flight-trajectory-and-performance reports and exact flight-time and crew-time reports to the flight operations and scheduling departments.
TASAR: On-the-Fly Flight-Planning for the Future?
Real-time Adjustment with FlightDeck Freedom
Through its trademarked FlightDeck Freedom (FDF) datalink service (which it says is fully compatible with all avionics and airframe manufacturers’ systems), Satcom Direct already provides a variety of real-time weather, runway analysis, emergency procedures and airspace-update information to business aircraft pilots in-flight. Cook says the company begins doing so for a given flight as soon as the pilots have filed the flight plan. One useful FDF function is that it automatically uplinks the flight’s PreDeparture Clearance, and it also automatically receives and uploads any service advisories relevant to the aircraft. Additionally, says Cook, through its FDF datalink, Satcom Direct is able to provide pilots of any given flight various automated alerts concerning weather conditions at the flight’s departure airport, its planned route, its intended arrival airport and all of the flight’s designated alternate airports. Through datalink messages it also advises pilots in realtime of any relevant security event at the departure, arrival and alternate airports to allow the pilots to make timely routing decisions in operating the flight. Satcom Direct uses a variety of weather forecasting and security companies to provide the detailed flightmanagement alerts it sends business aircraft pilots in-flight via FDF datalink, and the information these suppliers provide is always immediate, according to Cook. Satcom Direct’s onward transmission of the alerts is “pretty quick— we send it out within a few minutes” of receiving it from the specialist suppliers, Cook adds. www.AVBUYER.com
Beyond all of FDF’s impressive capabilities, however, an even more promising future beckons for highly flexible flight-management and real-time adjustment of flight plans in the air. Until the COVID-19 pandemic applied sharp braking to aviation-industry activity in March 2020, major US airlines continued to show interest in a NASA-led program to develop technology and techniques aimed at creating a flightdeck-based decision-making tool which would allow pilots in US domestic airspace to adjust flight plans and manage flights flexibly throughout. First conceived in 2012 and involving NASA, Collins Aerospace, air-to-ground connectivity provider Gogo, and Alaska Airlines as the operational trialist, the Traffic Aware Strategic Aircrew Request (TASAR) project streamed TCAS, GPS, and other Air Data System info into Collins Aerospace’s secure server routers on the flightdecks of three in-service Alaska Airlines commercial jets as they operated commercial flights. In each aircraft, the router served as the AID between the pilots’ EFBs and the aircraft’s avionics systems, according to Peterson. Using algorithms developed specifically for the purpose, the TASAR router units distributed to the pilots’ tablet EFBs potential flight trajectory-optimization solutions the routers derived from the traffic and position data streamed to the aircraft. In providing the solutions, the AID units continually computed deviation and hazard avoidance from both the terrestrial TASAR data set and the aircraft’s onboard data set. To maintain cost-efficiency but provide more bandwidth than would be possible by using a text-based network such as ACARS or CPDLC, the TASAR data streams were fed into the aircraft by Internet Protocol using the IP networks to the passenger cabins. However, upon reaching the aircraft the TASAR data was branched off into separate pipes into the
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secure server router which acted as the AID. Peterson notes Alaska Airlines flew approximately 100 flights with the three aircraft during the trial, the most resource-intensive part of which ended a little over a year ago. However, the three Alaska Airlines aircraft still have the TASAR units installed, so trials can begin again at an opportune time. In future TASAR trials, NASA and the other project participants would hope to include additional sources and types of data, says Peterson. Sources considered could include weather-radar data from ground radars, and aggregated, parsed Connected Weather data from the airborne weather-radar sets in fleets of aircraft. Data on airspace closures, including polygons of permanently closed airspace, areas of Temporary Flight Restriction and Military Operating Areas could also go into the TASAR mix, as could data on winds aloft and at airport surface level.
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Last but not least, data on – and forecasts regarding – convective weather and convective weather threats could form part of the overall TASAR hazard-avoidance picture. Other US carriers followed the initial Alaska Airlines TASAR trials and indicated interest in potentially trialing the system too. The reason for interest isn’t hard to fathom. Even without the additional data sets NASA and its industry partners would like to include in a second-phase TASAR trial, Alaska Airlines found that on average the trajectoryoptimization tool saved it 0.3%-0.5% of total fuel burn per flight where TASAR was initially trialed. Though the TASAR-derived fuel-burn savings were minimal on flights in areas of very congested airspace, on flights in areas of very uncongested airspace Alaska Airlines was able to save as much as 3%-4% of total fuel burn per flight, says Peterson. He points out that, if the entire global airline industry had used TASAR throughout 2019, even at the 0.3%-0.5%
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Aradian November.qxp 20/10/2020 09:54 Page 1
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"...TASAR-derived fuel savings would nevertheless be highly worthwhile—quite apart from the other operational benefits TASAR would offer through flight-trajectory optimization." average fuel burn saving the tool helped Alaska Airlines’ pilots achieve per flight, the industry would have burned 478m gallons of fuel less than it did, and thus would have emitted about 4.5m tons less CO2 into the atmosphere than it did. While Business Aviation companies wouldn’t be able to achieve fuel-burn savings of such magnitude (since bizjets don’t typically fly anywhere near as many hours per year as airliners), TASAR-derived fuel savings would nevertheless be highly worthwhile—quite apart from the other operational benefits TASAR would offer through flight-trajectory optimization.
Further Benefits
Continuing advancement in the degree of connectivity provided to business-aircraft flightdecks, and in the sources and types of digital data which increased connectivity streams from the ground to the cockpit and vice-versa, can provide pilots and operators with additional benefits, beyond those already highlighted. For instance, Cook notes, within his company’s overarching SD Pro equipment-agnostic flight communications and operations platform, Standard Aero’s FDF service can provide pilots with information about the suppliers they may encounter at different airports so they can make informed decisions regarding fuel providers and FBO services along the route. More generally, Satcom Direct’s post-flight data service
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product provides its customers with many areas of specific information on the performance, timing and technical aspects of each flight. This helps them complete all the forms customers are required to complete for regulatory purposes, and allows their flight operations, maintenance and scheduling departments to perform key tasks better because the departments have the exact information required to do so. Similarly, says Peterson, data sent to and from digitally connected flightdecks will assist operators to manage three aspects of their flight operations better in the future. First, it will help them reduce fuel burn by means of allowing crews to optimize flight trajectories and manage flights better. Second, high-level, big-data analysis of all the digital data from connected systems will help maintenance departments look for “combinations of trends and misbehaviors” at the aggregated multi-system level which may not be perceptible in analyzing single systems in isolation. This will help operators avoid delays, minimize turnaround times and reduce the numbers of instances of flight turn-backs. And finally, by using digital media to deliver updates to all operations-related technical documents such as operational notices, manuals, flight databases, logbooks, and minimum equipment lists and other checklists, “huge labor and logistics efficiencies” will be created, Peterson concludes. ❙
on AVBUYER.com
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JetNet November.qxp_Layout 1 20/10/2020 10:36 Page 1
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Community News Sept.qxp_Layout 1 20/10/2020 10:27 Page 1
COMMUNITY
OEM Bites
Airbus says customers on three continents have signed firm contracts for the ACH130 Aston Martin Edition helicopter. Orders have been received from North America, Latin America and Asia Pacific. Launched in January, the model is a special version of the ACH130 featuring a range of Aston Martin interior and exterior designs. www.airbus.com/helicopters.html
Bombardier’s Learjet 75 Liberty Enters Service The newest addition to Bombardier’s Light Jet portfolio, the Learjet 75 Liberty, is now in service after the first customer delivery was made during October.
T
he first delivery went to long-time Learjet operator Alex Lyon & Son, an auctioneering firm operating throughout the United States and beyond. “Over the past 20 years, Learjet aircraft, and Bombardier’s support teams, have given me a 99.9% dispatch reliability rate,” said Jack Lyon, President and CEO, Alex Lyon & Son. “Thanks to the speed of a Learjet, a late departure doesn’t prevent us from arriving on time, which has helped me run my business more efficiently. We appreciate the speed, range and reliability of these aircraft, and we’re proud to become the owners of the first Learjet 75 Liberty.” The Learjet 75 Liberty has a range of 2,080nm, and is able to connect Las Vegas to New York, Seattle to Washington, D.C., and Mexico City to
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San Francisco, non-stop. With a six-seat configuration, the Learjet 75 Liberty features an Executive Suite that Bombardier says is unique to its segment, allowing passengers to stretch out with nearly three feet of legroom. The jet is also available with an eight-seat configuration. “The Learjet 75 Liberty is a valueadded business tool for those seeking a safer and more efficient travel option,” said Peter Likoray, Senior Vice President, Sales and Marketing, New Aircraft, Bombardier Business Aircraft. “This achievement would not have been possible without our highly skilled team members in Wichita, who are incredibly proud to be delivering the best Learjet yet.” More information from www.bombardier.com
Daher celebrated rolling out the 1,000th TBM from its Tarbes, France final assembly line. The milestone airplane – a TBM 940 version – culminates 10 years of investment by Daher in making the TBM a commercial and technological success. The aircraft was promptly delivered to its New Yorkbased owner. www.daher.com
Embraer was awarded FAA and ANAC certification for the Synthetic Vision Guidance System (SVGS) on the Praetor 500 and Praetor 600. Embraer is the first OEM to receive SVGS certification approval. SVGS is designed to enable the safe completion of more missions during inclement weather and lowerceiling approaches. https://executive.embraer.com/ www.AVBUYER.com
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OEM Bites
A
Gulfstream has welcomed a fourth G700 to its test fleet, further expanding the already advanced certification program of its Ultra-Long-Range Jet. The testing regimen of this latest G700 will include avionics, the environmental control system, mechanical systems, electrical power and hydraulics. www.gulfstream.com
Scuderia AlphaTauri Team on the HondaJet Elite
Honda Aircraft Company delivered a HondaJet Elite to Red Bull Formula 1 racing team, Scuderia AlphaTauri, recently. Red Bull began using the jet to transport its team during the recent Italian Grand Prix, which concluded with a stunning first place victory by AlphaTauri driver Pierre Gasly. The aircraft will be mainly operated in Europe. www.hondajet.com
Leonardo and ENAV signed a Letter of Intent primarily aimed at modernizing and making safer, more efficient and more sustainable the use of helicopters and airspace, leveraging the most advanced navigation technologies. They will join forces to offer helicopter operators products and services in the advanced instrument navigation field, and contribute to modernizing the relevant infrastructures. www.leonardocompany.com
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King Air 360/360ER Achieve FAA Type Certification Textron’s new flagship twin turboprop Beechcraft King Air 360/360ER has been awarded Type Certification by the FAA, paving the way for customer deliveries to commence.
nnounced in August 2020, the Beechcraft King Air 360 demonstrates the company’s commitment to ongoing product development, bringing the latest innovations to the legendary aircraft. “The new era of the industry-leading Beechcraft King Air begins today,” said Chris Hearne, senior vice president, Engineering and Programs. “The King Air 360 is a perfect combination of customer input, innovative technology and next-generation capabilities,” he explained. “By incorporating [these] into an aircraft that is renowned for its versatility and reliability, we have elevated the King Air to the next level.” Among the key features of the King Air 360 cockpit is the addition of the Innovative Solutions & Support (IS&S) ThrustSense Autothrottle, automatically managing engine power from the take-off roll through the climb, cruise, descent, and go-around phases of flight.
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A further enhancement is the new digital pressurization controller, which automatically schedules cabin pressurization during climb and descent, reducing pilot workload and increasing overall passenger comfort. The pressurization gauges have been integrated with the Pro Line Fusion flight deck. With standard seating for nine passengers, the King Air 360/360ER includes a cabin altitude of 5,960ft at a typical cruising altitude of 27,000ft (more than 10% lower compared to the King Air 350i. Meanwhile, a redesigned cabin features custom-built cabinetry, partitions and side ledges, upgraded materials and finishes, and all new interior schemes. To date, nearly 7,600 Beechcraft King Airs have been delivered to customers around the world since 1964 and, with this latest certification and enhancement to the King Air product line, those deliveries look set to continue long into the future. More information from www.txtav.com
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Bill Boisture
COMMUNITY
Bill Boisture joined the executive team at Spike Aerospace recently, lending his strong leadership background and vast experience to help Spike execute on its strategy, building partnerships and financing. Boisture is a former President of Gulfstream and NetJets. Joe Carfagna, Jr. of Leading Edge Aviation Solutions becomes the International Aircraft Dealers Associationâ&#x20AC;&#x2122;s (IADAâ&#x20AC;&#x2122;s) chairman for the upcoming year, replacing Paul Kirby who becomes Chairman Emeritus for the association.
Joe Carfagna, Jr.
JetLease extensive experience in the insurance, accounting, and finance sector. David Helfgott is the new CEO, SmartSky Networks, an appointment the company says reflects its upcoming transition from the development and deployment stage to an operational aviation broadband communications services and products company.
Ben Hockenberg has been appointed President, JSSI Parts & Leasing, and is tasked with Ashley Charnley was promoted by providing strategic guidance and OGARAJETS to the position of Vice overall leadership to the President of Business Integration. organization Charnley has taken on various duties and responsibilities at Jim Sellers becomes the Chief OGARAJETS during almost a Commercial Officer, JSSI Parts & decade with the company. Leasing. In this role, he will be responsible for driving the parts trading and aircraft acquisition Tad DeOrio joins JetLease as businesses, including all teardown, President, JetLeaseCapital. A part-out and leasing initiatives. T proven leader, DeOrio brings to
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Amstat FP November.qxp_Layout 1 20/10/2020 10:20 Page 1
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www.amstatcorp.com Information That Moves You Forward For additional information, please contact: Dan Rawson at 732-530-6400 ext. 145 or drawson@amstatcorp.com
Marbale Universal November.qxp_Empyrean 22/10/2020 14:53 Page 1
S H O W C A S E
2020 Gulfstream G500 • Brand new, 13 passenger aircraft, under 40 hours of flight time • EASA Certified & FAA Compliant • Aircraft registered in Austria • Vinyl Flooring in Entryway and Gallery Area • Removable Acoustic Curtain between Cabin 2 and 3 • Espresso Maker • 4-inch HD LCD Monitor on the Aft Right-Hand Bulkhead • Electric Wine Chiller • Honeywell SwiftBroadband Data System (WiFi) • DVD, HDMI, USD and iPod/iPhone ports to enable a wide variety of entertainment options • Fully equiped kitchen with convection oven and microwave oven. • Extra counter space to make food and drink preparation easier • Electric Lumbar Support on 6 selected single seats and 2 selected double seats. • Protective coating to exterior paint
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SMS 2005 Bombardier Global Express November.qxp_Heeren Cit Ultra sep 21/10/2020 12:28 Page 1
S H O W C A S E
2005 Bombardier Global Express Serial Number: 9148 Registration: VH-LBU Airframe TT: 3892.7 Landings: 1222 Latest Model, Lowest Time, Global Express Available Batch 3.3 Avionics Upgrade Completed Enrolled on Rolls-Royce Corporate care, HoneywellL MSP, and Smart Parts Plus Exterior Repaint and Interior Refurbishment Completed November-2015 Increased MTOW to 98,000 LBS. (SB 700-11-016) 180 Month Insp’ Currently Underway (Ideal time for PPI) Engines Rolls Royce BR700-710A2-20 Left engine Right engine S/N: 12409 12410 THSN: 3,760.7 Hours 3,760.7 Hours TCSN: 1177 Cycles 1177 Cycles HSI DUE/OVERHAUL DUE On Condition PROGRAM COVERAGE RRCC APU Honeywell RE220(GX) Program Coverage Honeywell MSP Avionics & Connectivity EFIS (Electronic Flight Instrument System) 6Tube 8”x7” Honeywell DU-870 Color Displays FMS (Flight Management System) Triple Honeywell NZ-2000 GPS (Global Positioning System) Dual Honeywell GP-550
IRU (Inertial Reference Unit) Triple Honeywell Laseref IV MADC (Micro Air Data Computer) Triple Honeywell AZ-840 NAV (Navigation Radio) Dual Honeywell RNZ-851 DME (Distance Measuring Equipment) Dual Honeywell RM-855 EICAS (Engine Indication and Crew Alerting System) Single Honeywell ADF (Automatic Direction Finder) Dual Honeywell RM-855 RMU (Radio Management Units) Dual Honeywell RM-855 HUD (Heads Up Display) Single Thales VHF COM (Very High Freq. Communication) Triple Honeywell RCZ-833 w/8.33 KHz Spacing HF COM (High Freq. Communications) Dual Rockwell Collins HF-9031A Interior & Entertainment NUMBER OF PASSENGERS Sixteen (16) GALLEY LOCATION Forward FWD CABIN CONFIGURATION Four (4) Place Executive Club MID CABIN CONFIGURATION Four (4) Place Conference Group Opposite Two (2) place divan AFT CABIN CONFIGURATION Four (4) Place Conference Group Opposite Two (2) Place Club Exterior BASE PAINT COLOR(S) Matterhorn White STRIPE COLOR(S) Anthrocite Grey/Silver Grey LAST PAINTED DATE November-2015 Price: MAKE OFFER
SMS Aircraft Suite 1108, Level 11 St Kilda Road Towers 1 Queens Road, Melbourne Victoria, 3004, Australia
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Tel: +613 9863 9550 Cell: +61 417 727 727 E-mail: gsvensen@smsaircraft.com www.smsaircraft.com
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Jetsense Aviation 2010 Learjet 45XR November.qxp_Empyrean 22/10/2020 14:50 Page 1
S H O W C A S E
2010 Learjet 45XR Serial Number: 406 Registration: N821LC Airframe TT: 4230 Landings: 2832 Owner Financing and Trades Available Fresh Pre-buy Recent A-D Inspections MSP Gold - Engines and APU Smartparts ATG-5000 WiFi ADS-B Out (2020 Compliant) WAAS/LPV Engines Description: S/N: THSN: TCSN: THS MPI: THS CZI: Program Airframe THSN: TCSN: Program
APU Description: S/N: THSN: Program
Left engine TFE731-20BR-1B P-132178C 4097 Hours 2754 Cycles 1215 Cycles 1903 Cycles MSP Gold
Right engine TFE731-20BR-1B P-132177C 4021 Hours 2706 Cycles 1026 Cycles 1979 Cycles MSP Gold
4229.3 2832 SMART PARTS PLUS Available $350,000 POSITIVE BALANCE | $416 / HOUR | 300 HOUR MIN Allied Signal RE100LJ P-444 1674 MSP Gold
Avionics Honeywell Primus 1000 Honeywell Autopilot Flight Guidance Controller Dual Honeywell Integrated Computer IC-600Dual RCZ-833K Integrated Comms Dual Honeywell RNZ-851Dual RM-855 Radio Management Units Dual Honeywell DA-800 Data Acquisition UnitsHoneywell DU-870 Display Units (Four) Dual Honeywell Display ControllersHoneywell RT-300 Radio Altimeter AerosonicStandby AltimeterDual Honeywell AZ-950 Air Data Computers Dual LITEF LCR-100 AHRS ComputersDual Universal Avionics UNS-1EW Universal Avionics SSDTU FMC DTUIridium ICS 200 2CH Honeywell WU660 Weather RadarArtex C406-2 MHz ELT Honeywell Mark V EGPWSHoneywell 2000 TCAS II Mode S Honeywell Cockpit Voice RecorderADS-B Out (2020 Compliant) Interior Passengers Nine (9) Configuration Fwd–Four (4) place club Aft – Four (4) place club Galley Fwd Lav Aft (Belted) Interior Base Color: Matterhorn White Stripes: Navy Blue, Harvest Gold, and Grey Asking price $3,095,000
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
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Vienna Jets 2012 Embraer Phenom 300 September.qxp_Empyrean 21/10/2020 14:21 Page 1
S H O W C A S E
2012 Embraer Phenom 300 Serial Number: Registration: Airframe TT: Landings:
101 EASA / D-CSAG 2090 2505
Honeywell Radio Altimeter DME / ADF HF / SELCAL Combined Cockpit Voice Data Recorder (CVDR) Flight Data Recorder (FDR) ELT Ice Detector SVS – Synthetic Vision System Electronic Checklist Electronic Jeppesen Charts – ChartView CPDLC
Right engine PCE-DG0191 2090 2505 5000
Interior 7+1 Passenger Executive Interior with Forward Seat, Club Seating and Two Forward Facing Seats in Rear Aft Belted Lavatory with Rigid Door and Lavatory Cabinet Seats in Tasteful Beige Leather with Complimenting Accents Airshow Cabin Display Screen Forward Wardrobe and Refreshment Center
ESP Gold EEC Enhanced WAAS/LPV ADS-B RVSM Engines S/N: Hours: Cycles: TBO:
Left engine PCE-DG0187 2090 2505 5000
Avionics Embraer "Prodigy" Garmin G1000 Avionics Three 12.4" Garmin Displays Garmin GFC-700 Automatic Flight Control System Dual Garmin Digital Air Data Computers Dual Garmin Integrated Avionics GIA-63w (WAAS) Dual Garmin Radio Modules (Including COM, VOR, ILS) Dual Mode "S" Transponder (ADS-B out) Dual Garmin GMA-1347D Audio Panels Garmin GDL-69A Sattelite Datalink Receiver Garmin GWX-68 Weather Radar ACSS - TCAS II
Exterior Attractive Overall White with Decent Red and Blue Stripes Options Premium Passenger Door Iridium Satellite Phone Heated Baggage Compartment Cockpit Sheepskin Covers, Smoke Goggles Cockpit Flood Light Sunvisors & Sunshades
Vienna Jets Thomas WIESER, Managing Director Kolschitzkygasse 2/18 1040 Vienna, Austria
120 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
Tel: +43 676 7217335 Email: sales@viennajets.com www.viennajets.com
www.AVBUYER.com
Mesotis Lear 60 November.qxp 21/10/2020 14:22 Page 1
S H O W C A S E
2006 Bombardier Learjet 60 Serial Number: Registration: Airframe TT: Landings:
60-302 ES-PVP 5711 3288
• EU-OPS 1 Compliant • ESP Gold • On CAMP • Airshow 400 • 15.1“ & 10,4“ TV Monitors • DVD & CD Player • Microwave oven • Irridium Phone System Engines Model: TT Hours: Cycles:
Engine #1 PW305A 5559 3194
Engine #2 PW305A 5559 3194
Maintenance & inspections Aircraft on CAMP Fresh 12 years inspection performed at Jetaviation Vienna (July 18)
ADF Rockwell CoIlins ADF-462 AFCS APG FCC-85OA Autopilot APG FCC-85OA VHF COM Rockwell Collins VHF-422C HF COM Honeywell KTR-953 SATCOM Iridium ICS-200 SELCAL JETCAll-5 RADAR RTA-854 RADAR ALT Rockwell Collins ALT-4000 XPNDR Rockwell Collins TDR-940 Mode S EGWPS Honeywell Mark V TCAS II Rockwell Colllns TTR-4000 with Change 7.1 CVR Universal CVR-120 FDR L3 Communications FA-2100 Lightning Sensor L3 Communications WX-1000E ELT Artex C406-2 with NAV interface Interior & entertainment Eight (7+1) seats: Fwd 2 place seating RH 3 place divan 2 place club seating 1 belted toilet seat
Avionics Rockwell Collins Pro-Line 4 EFIS including: FMS Universal UNS-1 E GPS Universal UNS-1 E NAV 2 Rockwell Collins VIR-432 with FM Immunity DME Rockwell CoIlins DME-442
Mesotis Jets Thomas Thums Fleischmarkt 7/3 1010 Vienna Austria
www.AVBUYER.com
Mob: +43-67-6590-0082 Tel: +43-1-533-757216 E-mail: tthums@mesotisjets.com www.mesotisjets.com
AVBUYER MAGAZINE R Vol 24 Issue 11 2020 R
121
Aviatrade DHC8-315 November.qxp 21/10/2020 14:23 Page 1
S H O W C A S E
2005 DHC8-315 MSN 613 Serial Number: Airframe TT: Landings:
C-GIXF 5.425 7.337
• Offered exclusively for sale as is where is with a Canadian COFA • Fresh from major C check and fully technically refurbished • One of the last built Q300 for sale with extremely Low Time • Aircraft was used as a Corporate Shuttle for Oil Industry • Look like brand new • PW123E LH Engine AW0106 FRESH FROM OVERHAUL by PWC FHSN 5.373 FCSN 7.186 • PW123E RH Engine AW018 FRESH FROM OVERHAUL by PWC FHSN 5.459 FCSN 7.325 • APU Hamilton Sundstrand SP-E035170 TCSN 8.830lAst HSI 16 SEP 14 • Landing gears ALL FRESH FROM OVERHAUL • ALL PROPS FRESH FROM OVERHAUL PAINT ONGOING ARTIC WHITE
Equipment Manufacturer Dual Comm Allied Signal Dual Nav Allied Signal Dual AHRS Honeywell Dual DME Allied Signal Dual RMI Honeywell Dual Alt Honeywell Alt Alerter Sperry Dual ADF Allied Signal Dual Audio Cont Avtech Radar Allied Signal ELT Pointer Dual HSI Honeywell Dual FD Honeywell Stby Alt Aero Mech Dual Clock Davtrom Stby Art Horizon Sfena Radio Alt Honeywell GPWS Sundstrand DFDR Sundstrand FDAU Teledyne CVR Sundstrand Air Data Comp Honeywell TCAS Comp Allied Signal Dual Trans Mode S Allied Signal TCAS Controller Allied Signal Dual VSI/RA Indicators Allied Signal Dual Directional Ant Allied Signal
Part Number KTR902 KNR634 AHR600 KDM-706A D3137LB2-1C 4016341-905 7004577-903 KDF-806 01-01-61 RDS-86 4000 7001179-951 7001182-909 8047-10DH 73910193-001 H321ALM1 7001840-912 965-0476-088 980-4100DXUN 2228150 ANV557C 7000700-975 066-50000-8102 066-01127-1101 071-01503-3801 066-50002-8101 DMN4-7
Number 2 2 2 2 2 2 1 1 3 1 1 2 2 1 2 1 1 1 1 1 1 2 1 2 1 2 2
Other: All other equipment standard DHC-8
AVITRADE Albert-Frédéric Bloem Emmanuel Paillier
122 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
Mob: +32-475.621.539 Mob: +1 514 348 5589 a.bloem@avitradebelgium.com emmanuel.paillier@gmail.com
www.AVBUYER.com
Al Jaber Aviation November.qxp_Empyrean 21/10/2020 14:24 Page 1
S H O W C A S E
MAKE OFFER
PRICED TO SELL, CONTACT US FOR PRICING
2010/2011 Embraer Lineage 1000 Serial Number: Registration: Airframe TT: Landings:
261 A6-AJI 3766 1068
Best value on the market FAA/EASA Commercial Certification Immediate sale/delivery directly by owner Low time / well maintained / on programs Will be delivered with fresh M8 and ADSB-Out Interior refresh possible during M8 inspection Engines: GE/CF34-10E7B Enrolled on GE OnPoint Program Left engine Right engine Total Hours: 3766 3766 Total Cycles: 1068 1068 APU: PWC/APS2300 Serial Number: HSCE1023797 Total Hours: 3794 Avionics Lineage 1000 Honeywell Primus Epic Avionics Suite, Fly-by-wire technology, Steep approach capability Dual Honeywell DF-855 ADF Dual Honeywell TR-865A & TR-865B VHF Standby Magnetic Compass Dual Honeywell DM-855 DME 5-tube EFIS 5-tube Flight Director Audio International (cordless) Flight Phone
Dual FMS Dual Honeywell GPS w/Honeywell Antenna Dual Honeywell KRX-1053 HF w/SELCAL Dual Honeywell IRS Dual Honeywell VHF NAV Honeywell Radar Altimeter Iridium ICS-400 & PABX SATCOM EGPWS w/Windshear Honeywell TCAS-3000SP Dual Honeywell XS-857A Mode S Transponders Primus 880 Weather Radar w/Turbulence Interior & Entertainment VVIP/19 Passengers TTL. Seating - Forward meeting area, dining & conference suite, mid-cabin 4-place club, aft-4-place club, divan & 6-place conference group, aft divan opposite 2-place club, observer seat, flight attendant seat. Forward galley: 2 ovens, microwave oven, chiller, coffee brewer, espresso maker. Forward 17-inch video monitor, mid-cabin 42-inch monitor, additional aft 23-inch mid-cabin monitors entertainment cabinets, dual Audio International CD players, Airshow 4000 (lineage premium worldwide package), three multi-region DVD players, iPOD, external audio/video connectivity, Hi-Fi stereo surround sound, SATCOM, high-speed data w/wireless LAN Business- fax machine, laptop connections * Subject to verification by buyer upon inspection, subject to prior sale and/or removal from market
Al Jaber Aviation LLC Bilal Yousuf Al Bateen Airport, Abu Dhabi United Arab Emirates www.AVBUYER.com
+971 (50) 813-3029 bilal.yousuf@ajaprivatejets.com
AVBUYER MAGAZINE Vol 24 Issue 11 2020
123
Qatar Executive November.qxp_Heeren Cit Ultra sep 22/10/2020 10:15 Page 1
S H O W C A S E
2009 Bombardier Challenger 605 Serial Number: Airframe TT: Landings:
5784 6059:02 2081
• Refurbished 2011 • 96 month • Has separate Medivac module which can be swapped out and installed from VVIP configuration. • FANS Compliant • ADS B complaint Airframe Certification Date: 28-Nov-2008 In service date: 01-Jul-2009
Engines Make & Model: General Electric CF34-3B ENG. #1 TT: 6059:02 ENG. #1 TC: 2089 ENG. # 2 TT: 6059:02 ENG. # 2 TC: 2089 APU HONEYWELL GTCP 36-150CL Avionics Rockwell Collins Pro Line 21 Advanced Upgrade Dual HF Comm. Rockwell Collins HF 9000 series Triple VHF Comm. Rockwell Collins VHF-4000 ELT: Artex C406-N Dual Rockwell Collins DME-4000 Dual GPS Rockwell Collins GPS-4000A Dual Rockwell Collins VHF Navigation NAV-4000
Interior Interior Refurbishment performed in August 2018 Passenger configuration: seats 12, abreast 2 Medevac configuration: seats 10, abreast 2, air ambulance module 1. Attendant seat: 1. Wardrobe: 1. Galley: 1. Lavatory: 1 Patient loading system allows patient to be raised into the aircraft using and electric drive system directly into the stretcher base, therefore crews do not have to physically lift the patient Aircraft comes with two stretcher systems Aircraft can be converted in 24hrs Exterior New Exterior Paint performed in September 2018 Location Middle East Please call
2011 Bombardier Challenger 605 Serial Number: Airframe TT: Landings:
5857 4803:14 1679
• Refurb 2017 • 96 month • FANS Compliant • Proline 21 Advanced Avionics Upgrade • ADS B complaint Engines Make & Model: General Electric CF34-3B ENG. #1 TT: 4804:57 ENG. #1 TC: 1696 ENG. # 2 TT: 4804:57 ENG. # 2 TC: 1697
APU HONEYWELL GTCP 36-150CL Avionics Rockwell Collins Pro Line 21 Advanced (Fusion Based) Link 2000+ capable ADS-B (out) 260B compliant ATN-CPDLC capability FANS 1/A + FANS over Iridium Dual HF Comm. Rockwell Collins HF 9000 series Triple VHF Comm. Rockwell Collins VHF-4000 Dual Rockwell Collins VHF Navigation NAV-4000 ELT: Artex C406-N Dual Rockwell Collins DME-4000 Dual GPS Rockwell Collins GPS-4000S Rockwell Collins TCAS TTR 4000, Change 7.1 Dual Rockwell Collins ATC Transponder TDR 94D Dual Rockwell Collins Radar Altimeter ALT-4000
Qatar Executive Captain Husam Khalil, QE A/EVP & VP Operations P.O. Box 22550 Qatar Airways Tower 3, 3rd Floor, Office #308 Doha, Qatar
124 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
Interior Passenger configuration: seats 12, abreast 2 Attendant seat: 1. Wardrobe: 1. Galley: 1 Lavatory: 1 Additional Equipment Cabin Entertainment System V7.4.5 Avionics System which includes airshow system, LCD controlled and dual multimedia players controlled through MSL touchscreen Aircell SBU Satcom Direct Thrane & Thrane Aircell Axxess II Airborne Telecommunication System – 2 Digital Enhanced Cordless Handset CAMP maintenance tracking Location Middle East Please call
Tel: +974 4022 1707 Mobile: +974 6645 5100 Email: qeevp@qatarexec.com.qa qevpo@qatarexec.com.qa http://qatarexec.com.qa www.AVBUYER.com
UK Aviation Services November.qxp_Heeren Cit Ultra sep 21/10/2020 15:35 Page 1
S H O W C A S E
2015 Airbus H125 Serial Number: Registration: Airframe TT: Landings:
8114 G-LEOG 1037.7 1485
• Stunning Condition and meticulously maintained by Airbus Helicopters and currently by UK Aviation Services • Single Owner from new • Available for immediate inspection • Motivated to sell - reflected in the asking price • Always hangared when not flying • Viewing is essential
Engines Safran Arriel 2D. Basic Weight 1356Kg Weight with Aux Fuel Tank installed 1376Kg Avionics & Connectivity Garmin GTN650H NAV / COMM / GPS Garmin GNC255 NAV / COMM Garmin GMA 350 Audio Panel Garmin GTX33H Transponder Bendix King KCS55A Compass System including KI525A Indicator Bendix King KRA405B Rad Alt Avidyne TAS615 Traffic Advisory System Genesys HeliSAS with Autopilot Kannad Integra AP-H ELT Apaero Cockpit Mounted Camera System
Interior & Entertainment Black Carpet, 6 place seating in grey leather with cloth inserts Bose A20 Headsets USB Charging port Dual folding iPad mini mounts on end of console Exterior Metallic black exterior with pearlescent cream accent Tinted windows Included in the sale of this aircraft will be a Heliwagon 14 foot by 14 foot moving platform a floats kit and 4 to 3 seat configuration Price: £1,699,000 +VAT
1996 Agusta A109C Serial Number: Registration: Airframe TT: Landings:
7654 G-PXMI 2499.2 5971
• A perfect entry level twin engine Single Pilot IFR certified aircraft • Well maintained with a fresh annual, upgraded Garmin touch screen GPS and fitted with 8.33kHz compliant VHF Comm and Mode S regulation transponder • Meticulously maintained and viewing is essential to appreciate the quality of this aircraft
Engines Hours: Cycles:
Eng 1 2499.2 4549
Eng 2 2474.3 4502
Avionics & Connectivity VHF Comm 1 & 2 Collins VHF-22C ADF Collins ADF-60 EHSI 1 & 2 Collins EFD-74 GPS / MFD Garmin GTN625 Rad Alt Honeywell RT300 VHF Nav 1 & 2 Collins VIR-32 DME Collins DME-42 Transponder Garmin GTX330 Traffic Awareness Garmin GTS800 Nav Indicator Collins RMI-36
UK Aviation Services Ltd Tom Elliot Jaymax House, Amy Johnson Way, Blackpool, Lancashire, FY4 2RP, United Kingdom www.AVBUYER.com
Interior & Entertainment The aircraft interior comprises a 6 place VIP cabin with forward and aft facing bench seats, completed in grey leather each with a centre folding arm rest. The interior trim is covered in cream leather with chrome fittings, all complimented by a dark grey carpet Exterior The aircraft exterior is finished in metallic silver with strong black accents Price: £500.000 +VAT
Tel: +44 (0)7725 037436 E-mail: sales@ukavaitionservices.com www.ukaviationservices.com
AVBUYER MAGAZINE Vol 24 Issue 11 2020
125
P126-127.qxp 22/10/2020 10:01 Page 1
M A R K E T P L A C E
Gulfstream G550
The Ritchie Group Price:
Make Offer
Year:
2004
S/N:
5057
Reg:
-
TTAF:
9,380.1
Location: USA & Canada
Tel: +1 (314) 409-4791 E-mail: sales@jet-transactions.com Well-Equipped & Ready for Immediate Delivery! Available at KSNA for Private Viewing. RAAS & SVS Upgrades. New Paint, Interior & Plating Completed at West Star Aviation February 2020. Rockwell Collins Venue Cabin Management System. 2020 Compliant! ASC 105C – ADSB V2 & DO-260B. ASC 84D – Enhanced Navigation to Include FANS Over Iridium & CPDLC. Universal Aft Galley w/Crew Compartment Seating Up to 14 Passengers. Enrolled on Rolls Royce Corporate Care®. Triple Honeywell FMS w/WAAS/LPV. Gulfstream Enhanced Vision System
www.jet-transactions.com
Cessna Citation Mustang
Switzair SA Price:
USD $690,000
Year:
2010
S/N:
510-0361
Reg:
G-FBKG
TTAF:
3349
Location: Switzerland
Bombardier Global Express
Steve Studecci Price:
Off market
Year:
2002
S/N:
-
Reg:
-
TTAF:
7391
Location: USA & Canada
Cessna Citation XLS+
Global Jet Sales Price:
USD $9,495,000
Year:
2018
S/N:
6262
Reg:
N816JA
TTAF:
357
Location: USA & Canada
Boeing 737
Jet Connections Price:
Make offer
Year:
1981
S/N:
22431
Reg:
VPCAQ
TTAF:
9667
Location: Worldwide
126 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
Tel: +41 (0) 919 214 247, +41 (0)786 221 015 E-mail: cs@switzair.com FULL EASA COMPLIANT - CAMP/CESCOM SYSTEM - NO DAMAGE HISTORY - 2020 INTERIOR REFURBISHMENT. MAKE OFFER. 2.829 landings. Engines: PRATT & WHITNEY PW615FA #1: S/N: LB0741 TSN: 3.175:40 hrs – 2.621 cyc #2: S/N: LB0740 TSN: 3.348:32 hrs – 2.829 cyc. Int: Configuration: Executive/6 passengers. Seating: Beige leather 4-place club seats w/forward side-facing non-belted lav. Cabinetry/Wood: Dual executive tables. Ext: White with black and yellow stripes and inserts
Tel: +1 (310) 984 6777 E-mail: sales@milchamavia.com IMMACUALTE GLOBAL EXPRESS 14 SEATS. TOTAL LANDINGS 3125 CREW REST FRESH CHECK C 02/2020 INTERIOR AND PAINT 2018 EASA CERTIFICATION ONLY 2 OWNERS ALWAYS HANGARED EMAIL US FOR MORE INFORMATION
Tel: +1 (727) 864 9443 E-mail: sc@globaljetsales.com • ADS-B OUT • WAAS / LPV • ONE U.S. OWNER • GOGO AVANCE L5 INTERNET • MICROSHIELD 360 PROTECTION • FULLY PROGRAMMED. AIRFRAME - CESCOM - PROPARTS. 265 LANDINGS. ENGINES P&W 545C ON POWERADVANTAGE+. SNEW 265 CYCLES. APU HONEYWELL RE-100XL ON AUXADVANTAGE. 286 TOTAL TIME. NINE PLACE INTERIOR W/FWD 2-PLACE DIVAN FOLLOWED BY DOUBLE CLUB, AFT DUAL FWD FACING SEATS. DARK BLUE LEATHER SEATS & DIVAN. EXT: WHITE UPPER, DARK BLUE LOWER WITH SILVER ACCENTS. PERMAGUARD PAINT PROTECTOR. ADS-B OUT, WAAS / LPV
Tel: +44 (0)771 180 6585 E-mail: zaher@jetconnections.co.uk This aircraft was purchased new from Boeing as a B737-200 Advanced, delivered from Boeing in October 1981 on the Swiss registry. The VIP Completion was facilitated by Air Research Aviation in Long Beach, California, for the installation of the 19 passenger (plus four flight attendants) corporate interior and auxiliary fuel tanks. The final interior was completed in November 1982 and the aircraft entered service at that time. The original owner was owner operator by Petrolair System S.A. until 1997 when it was purchased and operated by the world renowned mogul Wayne Huizenga. Then the aircraft was Purchased by the current owner in 2011. The aircraft has been used solely for the transportation of private passengers and has never been used for public transport (hire and reward) or for charter
www.AVBUYER.com
P126-127.qxp 22/10/2020 10:01 Page 2
Leonard
Bombardier Learjet 36A
Price: Year: S/N:
M A R K E Tel: +1 (806) 662 5823 T Hudson Drilling Email: ronfernuik@hotmail.com P L Offer/Trade Learjet 36A, Long range capability, as configured 2,400 A nautical miles. Can be upgraded to 2,600 mile range. C 1977 Recent paint and interior, RVSM. E 36A-030
Reg:
N160GC
TTAF:
15,600
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
Airbus H125
Tel: +44 (0)786 676 8376 E-mail: 5hundred.lh@gmail.com
Lloyd Helm Price:
£1,699,000 Excl. VAT One owner only two pilots fabulous aircraft. Avionics: Garmin
Year:
2015
S/N:
8114
Reg:
GLEOG
TTAF:
1000
GTN Nav. Garmin 350 radio. Interior: 5 or 6 seats with front impact. Exterior: Black metallic with cream stripe. Additional equipment: Helisas and Autopilot
Location: United Kingdom
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 www.AVBUYER.com
AVBUYER MAGAZINE R Vol 24 Issue 11 2020 R
127
Testimonial February front section.qxp_Layout 1 22/01/2020 16:05 Page 1
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P129.qxp 22/10/2020 12:04 Page 1
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 Advertiser’s Index 1
9
11:58:34 AM
3:46:13 PM
ElliottJets .............................................................. 51
OGARAJETS .............................................. 28 - 29
Aircraft BlueBook ............................................. 129
Engine Assurance Program .............................. 97
Par Avion ............................................................... 19
Airfleet Capital................................................... 103
Freestream Aircraft .................................... 30 - 31
Pratt & Whitney.................................................... 93
Airline Transport Professional........................... 79
General Aviation Services................................. 53
Qatar Executive................................................. 124
AeroBuyNow ........................................................ 41
Al Jaber Aviation................................................ 123
Global Jet Capital ............................................... 61
Rolls Royce Corporate Care ............................ 23
Amstat ................................................................. 116
Global Jet Monaco........................................ 5 - 10
SMS Aircraft ...................................................... 118
Aradian Aviation ................................................ 109
Hatt & Associates................................................ 37
Sparfell & Partners ..................................... 14 - 15
Avitrade ............................................................... 122
Honeywell ............................................................. 13
Stevens Aerospace ............................................ 27
Avpro ...................................................................... 67
Jetbrokers ............................................................. 69
Sun King Diamond Coating.............................. 63
Bose....................................................................... 89
Jetcraft Corporation ......................... 38 - 39, 132
The Jet Business......................................... 24 - 25
Castle Air...................................................... 44 - 45
JetHQ............................................................ 20 - 21
The Private Jet Company................................... 75
Central Business Jets...................................... 131
JETNET ............................................................... 111
UK Aviation Services ....................................... 125
Corporate Concepts.................................. 42 - 43
Jet Sense Aviation ............................................ 119
Vienna Jets ......................................................... 120
Dassault Falcon Pre-Owned. .................. 1, 2 - 3
Lone Mountain Aircraft....................................... 73
Wright Brothers Aircraft Title ......................... 105
Duncan Aviation.......................................... 34 - 35
Marbale Universal ............................................. 117
Eagle Aviation....................................................... 57
Mesotis Jets ....................................................... 121 PROUD MEMBERS OF
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AvBuyer (USPS 014-911), April 2020, Vol 24 Issue No 4 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.
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AVBUYER MAGAZINE R Vol 24 Issue 11 2020 R
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Aircraft For Sale • AIRCRAFT • HELICOPTERS
AIRCRAFT
PAGE
AIRCRAFT
AIRBUS A318 Elite . . . . . 5 A319 VIP . . . . . . 5 A340 . . . . . . . . . 43
ATR 72-500 . . . . . . . . 43
BOEING/MCDONNELL DOUGLAS BBJ2 . . . . . . . . . 5 BBJ3 . . . . . . . . . 30, 132 737 . . . . . . . . . . . 126 737-200 . . . . . . . 43 737-300 . . . . . . . 43 737-700IGW. . . . 30 787-8 VIP . . . . . . 30 787-9. . . . . . . . . . 132
BOMBARDIER Global 5000 . . . . 19, 21, 34, 38 Global 6000 . . . . 7, 14, 24, 30, 38, 132 Global Express . 38, 118, 126 Global Express XRS. 5, 132
Challenger 300 . . . . . . . . . . . 5, 15, 28, 38, 53, 67, . . . . . . . . . . . . . . . 132 350 . . . . . . . . . . . 67 601 3A ER . . . . . 28, 35 604 . . . . . . . . . . . 37, 132 605 . . . . . . . . . . . 5, 6, 15, 24, 34, 124, . . . . . . . . . . . . . . . 132 650 . . . . . . . . . . . 132
Learjet 31A . . . . . . . . . . . 35, 69 36A . . . . . . . . . . . 127 40XR . . . . . . . . . . 51 45 . . . . . . . . . . . . 67 45XR . . . . . . . . . . 21, 34, 37, 119, 60 . . . . . . . . . . . . 67, 121, 132 60SE . . . . . . . . . . 131 60XR . . . . . . . . . . 38 75. . . . . . . . . . . . . 38, 67
CESSNA Citation ISP . . . . . . . . . . . 69 II . . . . . . . . . . . . . 69 III . . . . . . . . . . . . . 69
PAGE
V. . . . . . . . . . . . . . 109 X . . . . . . . . . . . . . 15, 35, 73 X +. . . . . . . . . . . . 132 XLS . . . . . . . . . . . . 51 XLS+ . . . . . . . . . . . 35, 51, 109, 126 CJ1+ . . . . . . . . . . . 51 CJ2. . . . . . . . . . . . . 19, 29 CJ2+ . . . . . . . . . . . 39, 51 CJ3. . . . . . . . . . . . . 51 CJ4. . . . . . . . . . . . 15 Encore . . . . . . . . 67 Excel . . . . . . . . . . 15, 53, 75 GrandCaravanEX 132 Jet . . . . . . . . . . . . 29 Mustang. . . . . . . . 35, 41, 73, 126 Sovereign. . . . . . 51, 57 340A RAM VI . . . 57 T206H . . . . . . . . . 69 T201N . . . . . . . . . 69 Ultra . . . . . . . . . . . 15, 69 500 . . . . . . . . . . . . 69 550 . . . . . . . . . . . . 73
DASSAULT FALCON 6X . . . . . . . . . . . . 1 7X . . . . . . . . . . . . 3, 5, 10, 30, 131 20F-5BR . . . . . . . 51 50 . . . . . . . . . . . . 69 50-4. . . . . . . . . . . 42 50EX . . . . . . . . . . 3, 69 900B . . . . . . . . . . 39, 51, 132 900C . . . . . . . . . . 131 900DX. . . . . . . . . 53 900EX . . . . . . . . . 42 900EX EASy . . . 3, 19, 67, 132 900LX . . . . . . . . . 39 2000 . . . . . . . . . . 53, 67, 69 2000EX EASy . . 35, 67, 132 2000LX . . . . . . . . 2, 39, 132 2000LXS. . . . . . . 2
AIRCRAFT
PAGE
AIRCRAFT
Phenom 100 . . . 29 Phenom 100E . . 35 Phenom 300 . . . 15, 51, 73, 109, 120
FAIRCHILD - DORNIER Dornier 328-310 . 35 Metro III . . . . . . . . 35
GULFSTREAM IV . . . . . . . . . . . . . 14 IVSP . . . . . . . . . . 109 V. . . . . . . . . . . . . . 39, 42, 53 200 . . . . . . . . . . . 15 280 . . . . . . . . . . . 28, 67, 131 450 . . . . . . . . . . . 9, 31, 39, 41, 109 500 . . . . . . . . . . . 117 550 . . . . . . . . . . . 5, 14, 25, 28, 67, . . . . . . . . . . . . . . . 109, 126, 132 650 . . . . . . . . . . . 8, 30, 67 650ER. . . . . . . . . 5, 31
DHC8-315 . . . . . 122
EMBRAER Legacy 500 . . . . 24 Legacy 600 . . . . 14, 42 Legacy 650 . . . . 15, 39 Lineage 1000 . . 14, 123 Lineage 1000E . 131
IAI Astra 1125SP . . 131
NEXTANT 400XTi . . . . . . . . 20
PIAGGIO P180 Avanti . . . . 41
PIPER Cheyenne IIIA . . 69 Saratoga . . . . . . 57
SOCATA TBM 700A . . . . . 131 TBM 700B . . . . . 57 TBM 850. . . . . . . 51 TBM 930. . . . . . . 51 TBM 940. . . . . . . 51
HAWKER BEECHCRAFT King Air 200 . . . . . . . . . . . 41 200XPR . . . . . . . 69 350 . . . . . . . . . . . 57 350i . . . . . . . . . . . 37 B100 . . . . . . . . . . 21 B200 . . . . . . . . . . 41, 51, 69, 109 C90 . . . . . . . . . . . 57 C90B. . . . . . . . . . 69 C90GTi . . . . . . . . 109 C90GTx. . . . . . . . 20
Beechcraft 1900D . . . . . . . . . 41 B60 Duke . . . . . . 69 D175 Staggerwing. 21 Premier I . . . . . . 51
Hawker
DE HAVILLAND
PAGE
400A . . . . . . . . . . 21 750 . . . . . . . . . . . 20 800XP . . . . . . . . . 14, 35, 109 800XPi . . . . . . . . 132 850XP. . . . . . . . . 75 4000 . . . . . . . . . . 37, 75
HOWARD 500 . . . . . . . . . . . 131
HELICOPTERS AIRBUS/ EUROCOPTER Airbus . . . . . . . . 131 EC 130B4. . . . . . 20 EC135T2 . . . . . . 109 H125 . . . . . . . . . . 125, 127
AGUSTAWESTLAND AW109MKII . . . . 44 AW109C. . . . . . . . 44, 125 AW109 Power . . 44 AW109E Power . 15 AW109S Grand. 14, 44 AW109S GrandNew. 44, 45 AW109SP. . . . . . 44, 132 AW109C. . . . . . . . 44 AW139 . . . . . . . . . 44
BELL 206B3 . . . . . . . . 41 212 . . . . . . . . . . . 127 412EP . . . . . . . . . 109 412EMS . . . . . . . 127
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Copy date for the December Issue - Wednesday 11th November 2020
130 Vol 24 Issue 11 2020 AVBUYER MAGAZINE
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2015 Falcon 7X SN267
Embraer Lineage 1000E SN190-00611
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
2014 Gulfstream G280 SN2039
2004 Falcon 900C SN199
Single owner since new, Enrolled in all Programs (Honeywell MSP Gold & Gulfstream Planeparts), 1,628 Hours, 502 Landings, 4 Year Heavy Check completed at Gulfstream Appleton, FANS/CPDLC, ADS-B, WAAS/LPV, Well maintained, 9 place interior
Primus 2000XP Avionics Suite, Triple IRS, Aircell ATG 4000, Honeywell SATCOM, FANS-1A/CPDLC, WAAS/LPV, ADS-B Out
2019 Airbus Helicopter SN8528
2003 Falcon 2000EX SN14
Loaded Optional & Additional Equipment (Total Costs $1,631,600 USD), Factory Airframe Warranty through: July 18th, 2022, July 2019 In-Service Date, only 125 hours, Genesys Helisas Autopilot, Aerodynamix Navigation STC, Churchill Navigation ARS700GP Moving Map w/ DVR
ProLine 21 Avionics Upgrade, All new soft goods throughout with Led wash lights, all plating is new. The interior of all drawers were redone to match new colors throughout the aircraft. Synthetic Vision System, Electronic Charts, FANS 1/A, CPDLC, ADS-B Out V2, WAAS/LPV, Gogo Advance L5 WIFI, ESP Gold, MSP Gold, CASP, 10 PAX Configuration (Preferred)
2005 Lear 60SE SN282
Astra 1125SP SN048
Artex 406 ELT w/ Nav Interface, WX 1000E Stormscope, Lightning Detection System, Ice Detection System, Extended baggage space, WAAS/LPV, Collins ADS-B Out
Exceptional Pedigree, Airshow 410, Extension Fuel Tanks, External Lav Service, Increased Gross Weight Mod, AirCellST3100 Iridium Radio Telephone
Howard 500 SN5560
Socata TBM 700A SN132
Arguably The 1st ever Business Aircraft, Chance to Own the Original Classic
TAWS, Garmin GMX-200 multi-function display w/ChartView & datalink, King KMA-24 audio panel, King KAS-297C altitude preselector, Argus 5000CE moving map
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2012 BOMBARDIER GLOBAL 6000 S/N 9437 • 2,477 Hours; 1,444 Landings • Engines on RRCC; APU on JSSI • One Owner Since New
2006 DASSAULT FALCON 2000EX EASy S/N 0084
A passionate team of aviation experts, our strategic approach and action-oriented thinking have made us the global leader for aircraft sales and ownership services. With our worldwide network and inventory, industry connections and regional presence, we are the difference between getting an aircraft… and getting your aircraft.
• 4,817 Hours; 2,586 Landings • FANS 1/A, HUD, RAAS • ATG-5000
2011 AGUSTA AW109SP S/N 22224
2003 DASSAULT FALCON 900EX EASy S/N 123
• 1,038 Hours; 3,226 Landings •E ngines Enrolled on ESP Platinum • Grand New Edition
• 6,400.50 Hours; 3,674 Landings • Engines & APU Enrolled on MSP Gold • EASy II Enhanced 3rd Certification
ALSO AVAI L ABLE 2008 BOEING BBJ3 S/N 37560 • 3,230 Hours; 984 Landings • Fresh 12 Year Inspection • ADS-B Out & FANS 1/A Compliant
2010 BOMBARDIER GLOBAL XRS S/N 9357 • 1,853 Hours; 506 Landings • Enrolled on Smart Parts Plus Program • 14 Passenger Configuration
2014 BOEING 787-8 2012 CHALLENGER 300 2000 CHALLENGER 604 2011 CHALLENGER 605 2016 CHALLENGER 650 2015 GLOBAL 5000 2018 GLOBAL 6000 2010 GLOBAL XRS 2013 CESSNA GRAND CARAVAN EX 2014 CITATION X+ 1997 FALCON 900B 2008 FALCON 2000LX 2006 HAWKER 800XPi 2004 LEARJET 60 2009 GULFSTREAM G550
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