AvBuyer Magazine April 2021

2 FC April San Marino.qxp_FC December 06 24/03/2021 11:44 Page 1

Volume 25 Issue 4 2021

™

ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION

See pages 58 & 59 for further details

THIS MONTH

The Pieces of your Puzzle: Valuing the Foundations of a Brand Turbo Comparison: King Air 350iER vs Avanti EVO vs King Air 250 www.AVBUYER.com When to Start Shopping for Aircraft Finance

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Editor Welcome.qxp_JMesingerNov06 23/03/2021 14:09 Page 1

Guest Editor’s VIEWPOINT Jim Blessing

NAFA Celebrates 50th Anniversary his year marks the 50th anniversary of the National Aircraft Finance Association (NAFA), an organization formed by a group of lenders seeking to structure processes for securing aircraft when they were providing loans.

The idea for NAFA started in the late 1960s, and the Association (originally known as the Aircraft Finance Association) organized these lenders, along with local Oklahoma City title and escrow firms and specialized legal counsel.

The group worked with entities such as Cessna Finance and Piper Finance to immediately secure lienholder interests in aircraft. As a byproduct, the organization encouraged appraisal experts to focus on the growing niche aviation segment – establishing values and value guides for the General Aviation community.

Today NAFA has nearly 200 member companies, with a cross-section of lenders of all shapes and sizes. This group is further complemented by multinational leasing and finance firms, and the strong family of title and escrow, specialized legal counsel, and appraisal companies that originally helped organize the industry.

Members also include aviation insurance and tax, aircraft manufacturers, MROs, aircraft management and sales organizations, among others; just about every type of company that could support any aspect of an aircraft sale.

T

Present Value

During the past year, the industry was initially challenged with the potential for surges in loan losses and lack of capital for lending. However, as the year went on, they were presented with a remarkably active market, with transactional activity reaching an all-time high by year’s end. The lending environment in late 2020 was truly unique, as low interest rates helped buyers preserve cash, or reinvest it in other company priorities, while taking advantage of accelerated tax benefits.

Future Value

In celebrating 50 years, NAFA continues to rethink how it addresses issues that support the betterment of the aviation finance community.

While the in-person 2021 Annual Conference has been moved to April 2022 in Napa Valley, NAFA will hold a virtual Annual Conference in late May highlighting the state of the economy, the state of the aviation industry, new aviation products, and the future of aviation.

And, part of the Association’s 2021 plan is to expand its webinars to specifically target issues that are in the spotlight, which includes focus on how transactions are conducted, how to improve transparency, and how to make sure you know your customer.

NAFA also continues to monitor and advise its membership on potential changes that may impact their operations. The FAA is planning to modernize its registry and NAFA is actively reviewing these, as well as other potential changes to Ownership Trust and Escrow practices.

The Association is actively discussing weaknesses that present fraud vulnerabilities. Cyber vulnerabilities and fraud are significant threats, and we need to work together to evaluate practices to mitigate against these.

In a strong and active market, “bad actors” are able to hide themselves more easily, and there is a tendency for diligence to relax.

Maintaining high levels of diligence – reading and matching email addresses, verifying phone numbers, double-checking routing instructions, having a verbal conversation with the key participants in the closing room – will show these nefarious actors that our industry is not worth their time.

We look forward to seeing you at an event later this year. By the time our annual conference arrives in 2022, we hope everyone will have remembered how to make eye contact, shake hands, and toast to their successes in-person. ❙

Jim Blessing is President of the National Aircraft Finance Association (NAFA) and President of AirFleet Capital. He has spent his entire career working in the field of aviation, and is an experienced private pilot dedicated to helping others finance their own aircraft. More information from www.nafa.aero

4 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

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Contents April.qxp 24/03/2021 14:13 Page 1

4

2021

12

Contents

Vol.25 Issue 4

36 40 46

Guest Editor

Jim Blessing, NAFA

Market Indicators

Trends and Observations from Leading Business Aviation Analysts

Market Insights

Interview With Todd Jackson, Elliott Jets What’s the Latest on the Pilatus Aircraft Markets?

Buying & Selling Aircraft

Buying Helicopters: Should you go Turbine or Piston?

50

How to Find and Deal With Aircraft Liens

54

First-time BizJet Buyer? Where to Begin your Purchase

60 64 68 74 82 86 90

94

Ownership

Does Tax Impact Aircraft Registry Decisions?

How to Tell if Aircraft Ownership is Right

Finance

When to Start Shopping for Aircraft Finance

Turboprop Comparison

King Air 350iER vs Piaggio Avanti EVO vs King Air 250

Aircraft Price Guide

20-Year Turboprop Aircraft Price Guide

Flight Department Management

Upcoming Scheduled Inspection? Knowledge is Power How to Understand BizAv Maintenance Diagnostics Systems

Avionics

CPDLC Equippage – Yes or No?

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 +1 919 434 1364 ricky@avbuyer.com Lise Margin Account Manager +1 703 818 1024 lise@avbuyer.com David Olcott Account Manager +1 802 233 6458 davo@avbuyer.com Maria Brabec - Account Manager EMEA & APAC Aircraft & Services Sales +420 604 224 828 maria@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams +44 (0) 20 8939 7726 helen@avbuyer.com mark@avbuyer.com CIRCULATION Sue Brennan +44 (0) 20 8255 4000 Freephone from USA: +1 855 425 7638 sue@avbuyer.com

Mainenance

How to Build Maintenance Relationships (OEM and MRO)

AVBUYER.COM Jayne Jackson jayne@avbuyer.com

108

What’s The Value of Digitized Maintenance Records?

Emma Davey emma@avbuyer.com

112

OEM News and Industry Appointments

118

Showcases

127

Marketplace

129

Advertisers Index

130

Aircraft for Sale Index

100

Community News

Next Month

• The Private Jet as an Innovator’s Tool

• Jet Comparison: HondaJet vs Cessna Citation M2

• Bombardier Challenger Market Update 8 Vol 25 Issue 4 2021 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 www.AVBUYER.com

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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

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1996 Gulfstream G-IVSP S/N: 1301. Reg: N974JD • Asking Price: $3,795,000 • 9,151.1 hours since new • Engines enrolled on RRCC, APU enrolled on MSP Gold • Next Gen Avionics ADSB-Out, TCAS II 7.1 • Enrolled on BriteParts, HAPP & MPP • ATG-5000 with Swift Broadband

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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

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MarketIndicators.qxp_Layout 1 23/03/2021 16:34 Page 1

MARKET INDICATORS

Business Aviation Market Overview Brian Foley seeks to put December’s ‘blow-out’ pre-owned aircraft sales month into perspective, suggesting while many sense it was a good month, some may not realize just how good… hose involved in the pre-owned jet sales business know from their own experience that December 2020 was a banner month for closings. Before we delve into the present, it’s worth taking an objective look back to see just how phenomenal a month it really was.

If 535 transactions [in December 2020] sounds like a high number, it’s because it was a record for any single month in the last 20 years - and very likely ever. The next highest number of transactions in any given month over the past two decades was a distant 307 units logged a year earlier in December 2019 (a full 43% fewer). Even that was considered a pretty good month at the time.

Further poring over the AMSTAT pre-owned transaction data shows that last December also set a record for the most used jet sales as a percentage of the active worldwide business jet fleet. Put another way, 2.22% of the entire world’s business jets transacted, handily beating the next highest figure of 1.48% set back in December 2003, when there were 182 transactions due to the much smaller fleet size of 12,300 aircraft at the time.

As an aside, an interesting statistical paradox developed in 2020 that’s contrary to popular wisdom.

“Days on Market” (the number of days an aircraft is listed on the market before it sells) generally indicates how

T

12 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

sleepy or active the used market is at any given time.

Normally the average number of days increase when there are relatively few sales and decrease as more buyers appear. A good analogy is the real estate market which also publishes the average time to sell a house.

Over the past year, however, that rule of thumb has been thrown out the window: Days on market actually increased as buyer activity set records.

The best explanation could be that pre-owned inventory had been drawn down to such a low ebb that only the least desirable airplanes were left — those that have largely sat in hangars for years without so much as a buyer inquiry.

Fast-Forwarding to 2021

January and February set some records of their own by having the fewest number of preowned jets for sale as a percentage of the fleet (5.5% and 5.8%, respectively).

Interestingly, the next lowest inventory levels this millennium were in November and December of last year when levels were 6.6% and 7% of the fleet for sale, respectively. This would suggest what’s already obvious to those in the field, that demand currently exceeds supply, surely to the consternation of brokers.

In response, it is believed that pre-owned pricing should

www.AVBUYER.com

MarketIndicators.qxp_Layout 1 23/03/2021 16:37 Page 2

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 Board of a Wall Street financial firm. 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/

finally stabilize its freefall and consistently increase over the year until a more traditional figure of around 10% of the fleet is again for sale, as supply again equals demand.

While January’s worldwide pre-owned transactions started out just as robust in January 2019, February was notably slower.

At the time of writing, the numbers were still trickling in, but closed deals registered 141 for February, compared to 156 in February 2019. That’s just a 15 unit (10%) drop, and still with time to catch-up as final transactions for February continue to be tallied.

It is possible that some deals didn’t close in time in December, but buyers decided to still go forward despite the possibility that favorable US tax incentives could vanish under the new administration. This, in turn, may have caused January sales to be higher than they normally would have been.

Regardless, with the virus getting under control and a favorable economic outlook for the year, it is still believed 2021 will be a good year for pre-owned sales, albeit not another record year like 2020.

This temporary lull is a bit of a hangover from last year’s all-night party in the pre-owned market, which will make a more normal year pale in comparison.

MI www.brifo.com page 16

“If 535 transactions [in December 2020] sounds like a high number, it’s because it was a record for any single month in the last 20 years - and very likely ever.”



www.AVBUYER.com

AVBUYER MAGAZINE Vol 25 Issue 4 2021

13

DEAL PENDING

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2011 LINEAGE 1000 S/N 19000317

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2007 LEGACY 600 S/N 995

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2010 GULFSTREAM G550 S/N 5303

1995 CITATION ULTRA S/N 280

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2001 CITATION EXCEL S/N 5605154

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7’130 Hours, EASA, Engines on JSSI, WAAS/LPV, ADS-B Out, APU

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2010 A109S GRAND S/N 22162

2008 A109E POWER S/N 11728

1’770 TT, Recent Annual Check, New int. & paint 2018, Single Pilot IFR Approved, Strobe Lights, Aft Cabin Mini Bar, 5+1 Pax.

Engines on JSSI 100%, Only 307 Hours TT, Recent Annual Check, Recent Paint, EASA Compliant, VIP Interior, 6+1 Pax.

JUST SOLD

JUST SOLD

Make Offer

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GULFSTREAM IV S/N 1068

2003 HAWKER 800XP S/N 258612

Corporate Care, ASC-190, Gear Overhaul Done, New Paint, Carpet & Flooring, WiFi, ADS-B

4’050 TT, Engines on MSP Gold, 8 Pax + Belt Lav., G-Check + ADS-B Completed in January 2020

JUST SOLD

JUST SOLD

Just Sold

Just Sold

2007 CITATION CJ2+ S/N 525A-0341

2014 LEGACY 650 S/N 1194

5’620 Hours, Engines on TAP Blue, Recent 600H Check, New Paint and Interior in 2017

One US Owner, Gorgeous Turn-key Aircraft, 2’900 hours, RRCC, ADS-B/CPDLC/FANS 1/A, WAAS/LPV, GoGo Wifi, 13 pax.

Just Sold

Just Sold

MarketIndicators.qxp_Layout 1 23/03/2021 16:39 Page 3

MARKET INDICATORS

AVBUYER.com

Flight Activity - Worldwide Business Aviation activity flagged somewhat in February, trending towards 85% of normal, globally. Geographically, North America was seeing a much stronger recovery, with Business Aviation activity within 10% of where it was prepandemic in 2020.

Overall, Europe suffered its heaviest declines in airline activity, which was down over 70% Year-over-Year (YoY).

Business Aviation there proved relatively more robust, but was still down by approximately 25%, compared to January and February in 2020.

United States Activity

With a large domestic market and lighter travel restrictions than in Europe, the US saw some solid trends in Business Aviation traffic, with only 7% fewer sectors flown YoY. The charter market was particularly strong, with only 1% fewer YoY departures, and an increase of 4% more flight hours.

Private flight activity – encompassing owner and corporate flight departments – was still proving weak, with flying 13% below normal. Fractional operations, meanwhile, seemed to have recovered to within 5% of normal, and Aircraft Management operators were flat YoY. •

•

•

•

• •

Florida continued to lead the way, with 16% growth in activity for January to February 2021. February continued to be strong, with 29,000 flights operated (15% more than in February 2020).

California was the second busiest US State for business jet traffic, YTD, though travel restrictions frustrated the recovery, and flight sectors were down 11%.

Demand in Texas took a nosedive during the recent freeze. Flights trended 7% down for February, but bounced back during the last week of the month.

Colorado, the perennial powerhouse of business jet demand during the pandemic, added 14% in terms of flight activity for February.

Arizona also continued to attract more business jet demand than ever, and was 5% up on last year.

In New Jersey, however, flights still lagged 40%. By contrast, New York was flat – though it recorded strong growth in flights back and forth with Florida.

16 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

European Activity

Europe’s long road to recovery in business jet usage was marred by prolonged lockdown, complicating any cross-border travel. And as the economy slid into a double-dip recession the prospects look bleak for at least H1 2021. The last week of February saw a 34% dip in YoY business jet activity, with Government activity one of the few resilient sectors. Regionally speaking: • •

•

•

The UK was stagnating at almost 66% lower flight activity YoY. The core Eurozone countries all saw business jet movements drop at least a third in the second half of February, compared to same period last year.

Demand continued to be stronger than ever for flights in Russia and Turkey, mainly owing to domestic activity.

There was a clear contrast between Western and Eastern Europe, with the latter seeing growth in business jet activity in Ukraine, Romania, Latvia, Croatia and Albania.

Rest of the World Flight Activity •

Outside Europe and the US, the strongest business jet market was

• •

Mexico, though flights were down by 15% in February. Mexican domestic activity stalled at 33% below normal, but connections with the US and the Bahamas were well up.

Nigeria and China continued to see strong growth in domestic use of business jets.

Brazil recorded growth for 2021, though the cancellation of this year’s Carnival saw a sharp drop in midFebruary traffic compared with 2020.

“The US is starting to see an accelerated recovery from the winter pandemic, with both scheduled and Business Aviation activity opening up, and charter activity setting some new records, especially in Florida,” summarized Richard Koe, Managing Director of WingX Advance.

“It’s a different story in Europe; there’s a long road to run there, and international leisure trips are all-butillegal. This slowdown is very clear in Western Europe, contrasting with activity in the East, where business jets are being used more than ever within Russia and Turkey.”

MI www.wingx-advance.com

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MARKET INDICATORS

AVBUYER.com

Table A

In-Service Aircraft Values & Maintenance Condition Asset Insight’s tracked inventory fleet posted another reduction based on market analysis on February 28, 2021, although the decrease was substantially smaller than what we’ve seen in recent months.

Research covering 134 fixed-wing models, and 1,737 aircraft listed for sale revealed a 0.5% inventory fleet decrease during the month of February, but group results were mixed. The Large Jet inventory increased 0.5%, while Mid-Size Jets decreased 0.2%, Light Jet availability fell 2.2%, and Turboprop inventory increased 9.5%.

Aircraft Values

The tracked fleet’s average Ask Price rose 1.4%, the first increase during the past four months. Again, results varied by group. The average Large Jet Ask Price fell 1.4% to set the group’s second consecutive 12-month low, Mid-Size Jet pricing rose 1.8%, Light Jets decreased 2.2% (to post a 12-mnth low), while Turboprops were up 1.6%.

Inventory Fleet Maintenance Condition

February’s activity had a nominal effect on the fleet Quality Rating and Maintenance Exposure figures. Specifically, available aircraft recorded the following: • For the second consecutive month, Asset Quality Rating improved by only 0.1% to 5.354, and remained within the ‘Excellent’ range, on Asset Insight’s scale of -2.5 to 10.

• Following suit, Maintenance Exposure, an aircraft accumulated/embedded maintenance expense, improved (decreased) by 0.2% to $1.446m, signalling that upcoming maintenance events for the listed fleet will be slightly less expensive.

Maintenance Exposure to Ask Price (ETP) Ratio

The ETP Ratio is a useful indicator of an aircraft’s marketability.

It is computed by dividing the asset's Maintenance Exposure (the financial liability accrued with respect to future scheduled maintenance events) by its Ask Price.

‘Days on Market’ (DoM) 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 Q4 2020, assets whose ETP Ratio was 40% or higher were listed for sale 64% longer, on average, than aircraft whose Ratio was below 40% (277 versus 454 Days on Market).

February’s market review revealed that nearly 49% of our tracked models, and almost 45% of our tracked fleet, posted an ETP Ratio greater than 40%.

With the tracked fleet’s average Ask price increasing, and Maintenance Exposure decreasing, one would naturally expect to see an improvement in the average ETP Ratio.

However, because Asset Insight analytics are conducted at a serial number level, and then rolled up through weighted

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20 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

Fleet Maintenance Condition $ Million $1.50

5.45

$1.45

5.35 5.354

5.25 5.15

$1.45

$1.40 $1.35

M

A

M

Quality Rating

J

J

A

S

O

Maintenance Exposure

N

D

J

F

$1.30

Quality Rating Trendline

Table B F8X 3.0% G650ER 3.3% CL-650 4.7% Citation Latitude 5.3% CL-350 6.8% F2000LXS 7.1% F7X 8.7% Citation CJ3+ 9.1% Learjet 75 9.6% Citation CJ4 525C 9.8% F900LX 10.6% Global 6000 11.3% Citation X+ 12.6% G280 12.9% King Air 350i 13.0% Boeing BBJ 13.9% Pilatus PC-12 15.1% Phenom 300 15.5% Legacy 650 16.2% Learjet 70 18.8% CL-605 18.8% F900DX 18.9% F2000LX 19.2% Citation Encore + 19.2% F900EX EASy 19.4% G450 20.2% TBM 850 20.5% Citation Sovereign 680 21.1% Piper Meridian 21.9% King Air 350 - Post 2000 23.5% Citation CJ3 24.0% Caravan 208-675 24.7% G150 25.4% F900EX 26.4% Citation XLS 26.8% Citation CJ2+ 525A 26.9% King Air 350 - Pre 2001 29.3% Global 5000 29.8% Hawker 900XP 30.1% CL-300 32.3% G550 32.8% Learjet 40 32.9% Nextant 400XTi 33.0% Global XRS 33.1% F900C 33.7% KingAir B200 - Post 2000 33.8% GV 34.0% F2000EX 34.7% Citation Encore 35.2% Caravan Grand 208B 36.7% Learjet 60XR 36.9% Citation Mustang 510 37.6% Embraer Legacy 600 38.4% Phenom 100 39.6% Hawker 850XP 39.8%

Citation CJ1+ 40.0% Citation CJ2 40.0% Piaggio P-180 II 40.1% Learjet 45XR 41.1% Hawker 4000 43.9% G200 48.5% F50EX 50.1% Caravan 208 52.3% Hawker 750 52.5% King Air B200 - Pre 200152.7% F900B 53.0% TBM 700A 53.5% Citation Excel 560XL 54.4% CL-604 55.2% Hawker 400XP 55.6% King Air 300 56.5% Learjet 40XR 59.0% Premier 1A 59.3% Global Express 59.4% Hawker Beechjet 400A 65.1% Learjet 45 w/APU 65.5% GIV-SP (MSG3) 66.6% Citation V Ultra 67.1% F2000 68.2% Citation V 560 69.7% Citation X (MSG3) 71.0% Citation VII 74.0% Hawker 800XP 77.4% Citation CJ1 77.7% Learjet 45 89.8% Premier 1 92.4% F50 94.1% GIV-SP 96.6% Hawker 1000A 102.8% King Air C90 108.2% Learjet 31A 117.5% Learjet 60 120.2% CL-601-3R 126.8% Hawker Beechjet 400 128.1% Citation VI 132.3% Piaggio P-180 137.2% GIV 143.4% Citation ISP 145.4% G100 147.8% Citation II 151.7% Learjet 55 165.4% Hawker 800A 167.5% Citation Bravo 172.5% CL-601-3A 206.9% F20-5 210.6% Learjet 36A 213.5% Learjet 31 221.4% Citation III 252.9% Learjet 35A 274.8% CL-601-1A 343.8% Hawker 125-700A 362.8% GIII 440.3%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of February 28 2021 page 24

Source: JETNET (www.jetnet.com) Asset Insight, LLC (www.assetinsight.com)

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MarketIndicators.qxp_Layout 1 23/03/2021 16:41 Page 5

MARKET INDICATORS

Large Jets

Mid-Size Jets

Ask Price vs. Maintenance Exposure

Ask Price vs. Maintenance Exposure

$ Millions

$ Millions

$13.0

$3.50

$3.10

$1.26

$3.00

Jan-21

$1.25

Feb-21

Dec-20

Nov-20

Oct-20

Sep-20

$1.25 Jul-20

$2.90

Aug-20

$2.90

$1.27

$3.20

Jun-20

Feb-21

Jan-21

Dec-20

Oct-20

Nov-20

Sep-20

Jul-20

Aug-20

Jun-20

May-20

Apr-20

$11.3 Mar-20

$11.0

$3.11

$3.30

May-20

$3.00

$11.5

$3.40

Apr-20

$12.0

$3.10

Mar-20

$3.05

$12.5

$1.28

Asset Quality Rating

Asset Quality Rating

Scale -2.500 to 10.000

Scale -2.500 to 10.000

5.500

5.800

5.402

5.400

5.700

5.656

5.300

5.200

5.600

averaging, February’s average ETP Ratio actually posted an increase to 73.5% from January’s 71.6%, thereby demonstrating the fallacy of using averages to assume anything about a specific aircraft.

January’s Ratio was slightly better (below) the 12-month high (worst) figure.

•

• • •

Turboprops continued to lead the way by posting the best (lowest) ETP Ratio, unchanged from last month’s 39.8%, and representing the group’s third consecutive month below 40%.

Large Jets worsened to 66.6%, a figure above/worse than the group’s 12-month average.

Mid-Size Jets improved slightly to 69.3%, a figure lower/better than the group’s 12-month average.

At the other end of the spectrum, the Ratio for Light Jets rose to establish another record-high/worst ever) figure of 108.0%.

Market Summary

The percentage of aircraft listed for sale ended the month unchanged at 8.3% of the active fleet.

• • •

The Turboprop selection remained at 6.3%, Large Jet availability increased to 7.1%, Light and Mid-Size Jet availability dropped to 8.7% and 10.0%, respectively.

As these statistics have started favoring sellers, in our analysis of January’s data we postulated that it might result in 24 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

Feb-21

Jan-21

Dec-20

Nov-20

Oct-20

Sep-20

Aug-20

Jul-20

Jun-20

May-20

Apr-20

5.000 Mar-20

Feb-21

Jan-21

Dec-20

Nov-20

Oct-20

Sep-20

Aug-20

Jul-20

Jun-20

May-20

Mar-20

5.500

Apr-20

5.100

higher Ask Prices during Q1. February demonstrated just such a trend.

Large Jets: An inventory mix that raised availability by just two units improved the Large Jets’ Quality Rating by 0.3% to 5.656 (keeping it well within the ‘Outstanding’ range) while concurrently improving (lowering) Maintenance Exposure by 1.3%.

Regrettably, a dip in Ask Price pushed the ETP Ratio higher. While that might appear to pose new challenges for older aircraft sellers, it is important to note that inventory is down 7.7% from December’s figure, and that availability – at 7.1% of the active fleet – clearly favors those that own the asset. That’s Asset true asInsight long as they remain realistic as to its analytics (www.assetinsight.com) market value.

Mid-Size Jets: In view of the group’s 66.6% ETP Ratio, opportunities for sellers may seem limited, but let’s have a closer look… The Quality Rating, at 5.402, improved more than 0.8% in February, stood at a 12-month high, and was well within the ‘Excellent’ range.

Maintenance Exposure, meanwhile, decreased (improved) 1.2% to post a 12-month best (low) figure, while availability was down by 49 units since December, equating to 10% of the active fleet.

Add to that a 1.8% Ask Price increase, and we believe there is parity in terms of buyer and seller opportunity. The entity that best understands how any asset compares to other listings is the one likely to negotiate a value-based transaction. www.AVBUYER.com

MarketIndicators.qxp_Layout 1 23/03/2021 16:41 Page 6

AVBUYER.com

Light Jets

Turboprops

Ask Price vs. Maintenance Exposure

Ask Price vs. Maintenance Exposure

$1.50

Feb-21

$0.70

$0.51 Jan-21

$1.55 Dec-20

$0.80

$0.55

Oct-20

$1.60

Nov-20

$0.90

$1.61

Sep-20

$1.65

Aug-20

Jan-21

Feb-21

Dec-20

Nov-20

Oct-20

Sep-20

Aug-20

Jul-20

Jun-20

Apr-20

May-20

Mar-20

$1.65

$1.68

$1.00

$0.60

Jul-20

$1.75

$1.70

Jun-20

$1.85

$1.10

Apr-20

$1.00

May-20

$1.95

$ Millions

Mar-20

$ Millions

$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

5.300

5.207

5.200

5.200

5.167

5.100

5.000

5.100

4.900

Feb-21

Jan-21

Dec-20

Nov-20

Oct-20

Sep-20

Aug-20

Jul-20

Jun-20

May-20

Apr-20

Mar-20

Feb-21

Jan-21

Dec-20

Nov-20

Oct-20

Sep-20

Aug-20

Jun-20

May-20

Apr-20

Mar-20

Jul-20

4.800

5.000

Asset Insight analytics (www.assetinsight.com)

analytics (www.assetinsight.com) Light Jets: NotAsset everyInsight Light Jet listed for sale falls within the antique age group (those older than 25 years), but a sufficiently high percentage of well-aged inventory assets boosted February’s ETP Ratio to a level we haven’t seen before, 108.0%.

A 12-month low Ask Price, complements of a 2.2% decrease, certainly spearheaded the creation of this recordhigh Ratio, while a Maintenance Exposure value challenging the group’s 12-month high (worst) figure played a big supporting role.

Small Jet availability is down by 57 units since December, and only 8.7% of the active fleet is listed for sale. Asset Quality was 5.167 in February, keeping the group within the ‘Very Good’ range. But only detailed analytics can identify a low-priced aircraft versus those offering good value.

Turboprops: This group continues to offer buyers a good mix of asset quality and value. February’s Quality Rating, while decreasing 0.2%, remained within the ‘Very Good’ range at 5.207, and Maintenance Exposure dropped 0.3% to post a

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.

www.AVBUYER.com

12-month low (best) figure.

Inventory has decreased 8.8% since December, and only 6.3% of the active fleet is listed for sale. Sellers should be pleased with an average ETP Ratio that was unchanged at 39.8%.

It represented the third consecutive month the group posted a Ratio below 40%, making February’s 1.6% Ask Price increase rational, and one that sellers are likely to realize.

MI www.assetinsight.com



page 28

Asset Quality Rating Key Outstanding Excellent 5.500 5.250 or to Greater 5.499

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

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AVBUYER MAGAZINE Vol 25 Issue 4 2021

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MARKET INDICATORS

2020 Year-End GAMA Report Total business aircraft shipments and billings for the year 2020 were released by GAMA in February, and while the numbers were depressed due to the worldwide pandemic, the good news is things do appear to be getting better. Mike Potts analyses… usiness aircraft deliveries totaled 2,399 units which was down 9.7% from the 2019 total. But improvements can be seen, especially, when we compare the totals at mid-year (when deliveries lagged by 21.5%, and after Q3 (when they were behind by 12.65%). Viewed in that context, the year-end result looks like a victory…

Billings also improved as the year progressed, and we finished 2020 at $20bn, down 14.8% from the $23.5bn recorded in 2019. Again, billings improved as the year went along.

B •

We finished 2020 with jet sales down 20.4%, at 644 units (compared with 809 a year ago). Again, however, the trend is upward – at mid-year we were down 26.7%.

28 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

•

•

Turboprops (per GAMA report) were down 15.6%, with 443 units this year compared with 525 in 2019, representing a big gain from the 27% the turboprop market trailed by at mid-year.

Somehow, piston deliveries were actually marginally ahead of 2019 by 0.9%. So, overall, I would say the news is very encouraging right now.

Jet Market Specifics

Turning to the specifics of the jet market we see that of 10 OEMs reporting to GAMA, only one – Pilatus – was able to report improved deliveries in 2020, compared with 2019. The other nine were all down. Looking at just Q4, however, things were a little better with two OEMs reporting improved results, and one was even.

The lead in jet sales was hotly contested, with perennial www.AVBUYER.com

MarketIndicators.qxp_Layout 1 23/03/2021 16:47 Page 8

AVBUYER.com 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 msmkpotts@aol.com

market leader Cessna finishing narrowly ahead of Gulfstream. Cessna reported 132 jet deliveries in 2020, including 61 in Q4 (more than 46% of the total sales for the year). Gulfstream had 127, including 40 in Q4 2020 (31.5% of total annual deliveries).

It should be noted here that it is typical for aircraft OEMs to experience a sales surge in Q4 of a given year, driven partly by tax incentives in the United States. This has been true for decades. Lately, the trend toward increased Q4 deliveries has been growing, and many aircraft companies are now seeing 40% or more of their annual shipments coming in Q4.

One possible explanation in 2020 would be the buildup of excess inventory at the OEMs, caused by Covid-19 (and the accompanying reduction in sales).

Back to jet market specifics, Bombardier claimed third place, with 114 deliveries for 2020, and 44 in Q4 (a Q4 surge of 38.6%). Bombardier’s totals compared with 142 deliveries in 2019, including 52 in Q4.

Fourth place was closely contested between Embraer and Cirrus. Embraer finished the year with 86 deliveries including 43 in Q4, a massive surge of 50%. The company trailed its 2019 results when it had 109 shipments, and 46 in Q4.

The Brazilian OEM edged out Cirrus, which recorded 73 deliveries by year-end – including a more-industrytypical 35.62% surge totaling 26 units. This compares with 81 units in 2019, and 29 in the Q4 2019. www.AVBUYER.com

The next three positions were also quite tight. Pilatus gained sixth position with 41 deliveries on the strength of a 41.46% Q4 surge that totaled 17 units. This compares with 40 and 13, respectively, in 2019.

Dassault was seventh with 34 units shipped, down from 40 in 2019; and Honda was eighth with 31 deliveries (including 14 in Q4 for a surge of 45.16%). That compared with 36 deliveries in 2019, including 11 in Q4 2019.

As they almost always do, Airbus and Boeing occupied the final two positions in business jet sales. Airbus was ninth with five deliveries (including two during Q4), while Boeing had one, which happened to come in Q4.

There seems little doubt that the surges seen in Q4 2020 were reflective of a market in recovery from the impact of Covid-19, and are not an emerging trend in sales patterns. When the virus finally passes, expect to see Q4 surges return to the more traditional 30-35% range.

The strong surges last year drove the market well beyond the 565 to 575 range predicted, but, at 644 units, this was still the worst year for jet deliveries since 2005.

Turboprop Market Specifics

GAMA suggests that the turboprop market took less of a hit than the jet segment in 2020. Down from 525 shipments in 2019 to 443 in 2020, that’s a reduction of 15.6%. Unfortunately, if you look at just the traditional business turboprops, excluding the agricultural airplanes, page 32 the picture gets worse…



AVBUYER MAGAZINE Vol 25 Issue 4 2021

29

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MARKET INDICATORS

The agricultural turboprop market was almost unaffected by the pandemic, with totals down by just two units. The rest of the downturn – fully 80 units – came entirely from the ranks of the business aircraft. Business turboprops totaled 300 units for the year, down from 380 a year ago. This included 144 shipments in Q4, representing a collective market surge of 48%.

Of seven business turboprop OEMs that reported to GAMA in both 2019 and 2020, all had reduced numbers. An eighth, Epic Aircraft, was new to the list.

While the full-year numbers were down, however, four of the seven OEMs had better Q4 totals than in 2019, and one was even, providing evidence and hope that the market is starting to pick up again for 2021.

The big news is that we now officially have a new turboprop market leader: Pilatus made 82 deliveries during 2020, climbing to the top of the turboprop segment on the strength of a 41.46% Q4 surge totaling 34 units.

Pilatus displaced the long-time turboprop leader, Textron Aviation’s Beechcraft unit.

Beechcraft has led the turboprop market with only a few exceptions since the 1960s but it seems possible that their reign as the dominant producer is over, at least for the foreseeable future. Could we see be set to see more frequent changes in leader in this segment? Time will tell…

Pilatus was among the turboprop OEMs that had a positive Q4; its 34 unit total exceeded its Q4 2019 total by three units. In fact, Pilatus was just one unit shy of matching its 2019 total of 83 deliveries.

32 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

AVBUYER.com

Despite a strong 46.77% surge in Q4 2020, Beechcraft was unable to close the gap at the top, and finished with 62 deliveries, down from 93 the year before. The 29-unit Q4 surge was below the 32 unit surge Beechcraft experienced in 2019.

Daher moved into third place for 2020 with 42 single engine TBM models delivered – plus 11 Kodiaks – giving an overall total of 53. That was down from the 68 collective it had in 2019, but Daher’s Q4 2020 total was one unit ahead of Q4 2019’s.

Textron’s Cessna unit, which had challenged Beechcraft for the turboprop lead in years past, slipped to fourth place with 51 units, but enjoyed a very strong Q4 surge of 62.75%, accounting for 32 shipments of its annual total. This compares with 83 deliveries from Cessna in 2019, including a more typical Q4 32.53% surge amounting to 27 units.

Next, with a total of 43 units, Piper came fifth, registering 20 shipments in Q4 alone – a surge that amounted to 46.51%. Piper came very close to matching its 44-unit 2019 total. And sixth place went to industry newcomer, Epic, which had seven deliveries in 2020.

Seventh place went to Pacific Aerospace (two deliveries, down from six in 2019), and eighth place was occupied by Piaggio (with no deliveries reported, down from three in 2019).

The turboprop market vastly exceeded my prediction for 230-240 business turboprops, largely on the strength of the Q4 surge, ranging from a low of 41.5% to a high of 62.75%. It is always satisfying to be proven wrong in a prediction when the market outperforms expectations! T www.AVBUYER.com

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MARKET INSIGHTS

Market Insights: Todd Jackson, Elliott Jets Elliott Jets’ Todd Jackson is nearing a quarter of a

century in Business Aviation. For a man who has seen most things in aircraft sales over the years, today’s

market still offers up plenty of surprises. He shares some market insights with AvBuyer's Matt Harris.

lliott Jets traces its roots back to 1936 when company founder Herb Elliott opened the hangar door on Elliott Flying Services. His aim was to sell some of the leading piston aircraft of the time to private flyers.

He achieved instant success with 13 aircraft trading during the first year of operations.

Around a decade later, the company achieved its first really big milestone when it became only the second official Beechcraft dealership in the world.

As it matured, the company’s business model demanded the acquisition of more shops, in order to win new sales territories and sell more aircraft.

And, as more aircraft were traded, Elliott’s activities

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expanded into Maintenance, Repair and Overhaul (MRO), providing service and support for the aircraft the company was selling.

Over the decades, the company has continued to consolidate its position as a market-leader, and in 2014 rebranded its aircraft sales arm as Elliott Jets, helping “carve it out” from the overarching Elliott Aviation brand.

Operating as an aircraft dealer, Elliott Jets has its own inventory of business aircraft available for sale, but also offers brokerage services to buyers and sellers needing professional representation in aircraft transactions.

With just four sales representatives, Elliott Jets www.AVBUYER.com

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“The biggest factor contributing to the slight slow-down is that inventory levels are at historic lows.

It’s difficult to find jets to trade right now”.

traditionally achieves 50 aircraft trades in a year. Two fulltime researchers work at Elliott Jets, tracking particular aircraft makes and models ranging from pre-owned Daher TBMs (the company is also an authorized dealer of new TBM aircraft), Beechcraft King Airs, Hawkers, Cessna Citations, Bombardier Learjets, and Bombardier Challengers.

“We also trade the occasional Gulfstream or Falcon models,” Todd Jackson explains, “but primarily we’re focused on the Turboprop, Light and Mid-size Jet markets – the aircraft in the $2m to $10m price range.”

Mr. Jackson heads up the Elliott Jets team, and has been with the company since 1997. He originally planned to become an airline pilot before meeting with an employee of Elliott Aviation at a college careers fair turned his head. That was a career move he never looked back from.

Today, the company is a member of the International Aircraft Dealers’ Association (IADA), an organization that Jackson spent four years serving on the board. During his tenure on the IADA board, he was involved with planning and implementing the logistics of how the licensing of dealers and brokers could look, if regulated.

“We’re all now licensed dealers and brokers as members of IADA; the first organization to implement licensing for dealers and brokers operating in Business Aviation,” Jackson says. Membership, he adds, requires a certain number of transactions annually, and also “requires us to undergo continuing education to meet certain association standards”.

Having provided background on Elliott Jets, Jackson took the time to discuss the current pre-owned marketplace with AvBuyer.

Jackson: From our perspective, in 2020 we didn’t do single transaction during Q2 when the Covid-19 pandemic was at its height but, as the year progressed, we made up a lot of lost ground. For example, while December has traditionally been a busy month in aircraft sales, at Elliott Jets we’ve never recorded eight aircraft transactions in a single month as we did in December of 2020.

Since then, January felt busy, as did February. March has felt as though activity is slowing down a bit. But it’s important to note that while March has felt slower, the activity itself is not slow – it’s just not as feverish as it has been in the past three or four months.

The biggest factor contributing to the slight slow-down is that inventory levels are at historic lows. It’s difficult to find jets to trade right now.

I’m hesitant to make a definitive statement on this – but if things continue as they have been with the tight inventory, we may see some price increases in ready-to-go, no-excuse aircraft.

That’s not a statement I’d have considered making for a long time, now – but there is definitely the potential for certain market segments to go up. The last time we saw prices increasing on pre-owned business aircraft was in the mid-2000s – so it may be a very unusual situation we find ourselves in.

AvBuyer: We’ve been hearing Q1 2021 carried the same tremendous momentum in the pre-owned aircraft sales market that was seen at the end of 2020, if not more. How has the market played out from an Elliott Jets perspective?

Jackson: I think unless we see some major political changes in policy, resulting from the new Presidential administration, we will see things remain stable in the market.

If we see the potential price increase materialize among

www.AVBUYER.com

AvBuyer: Is the current market sustainable? Beyond what you’ve already shared, what do you expect to see happening over the next few months, and over the course of 2021 more generally?

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low-time, like-new aircraft, we could see more sellers entering the market, lured by the prospect of their airplanes being worth 5-10% more than they were a year ago.

If inventory stays as low as it is, however, we could be in for a tough year for aircraft transactions.

As an aside, it’s also worth noting that transactions across the board, worldwide, have really helped fuel the MRO business. While corporate flight departments are not flying as much as they were before the pandemic, pre-buy inspections, upgrades to paint and interior (MRO items fuelled by transactions, ultimately) have helped the Business Aviation industry survive across the board during the Covid19 pandemic.

We expect this to continue to help bridge the gap between regular flight activity pre- and post-Covid.

AvBuyer: Specifically, which pre-owned markets have been catching your eye the most lately – and why? Has anything surprised you in the marketplace?

Jackson: Again, it’s the no-excuse airplanes that are proving really attractive right now. ‘Project’ aircraft are slower to sell – buyers don’t want projects right now.

Let me share an example: We bought a Cessna Citation CJ2+ for inventory recently and within 24 hours of advertising it we had three acceptable offers. I’ve never seen anything like it, but that highlights the attractiveness of a premium airplane right now in the market.

Another surprise relates to the new-to-Business-Aviation buyers we saw entering the market in Q4 2020, due to the Covid-19 situation. Not all of these have proven to be the typical first-time buyer. They’re not all looking to step into a Turboprop or Light Jet as their entry into BizAv ownership.

One new owner bought straight into a Dassault Falcon 900B, for example, which is a big first airplane to own…

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AvBuyer: Clearly, market conditions are far from ‘normal’.

What tips would you offer buyers and sellers who might be thinking of entering the pre-owned aircraft marketplace at this time?

Jackson: For buyers, if you find an airplane that you like and want, buy it and get it into service quickly. Don’t try to squeeze every dollar out of it. This is a different strategy to what I would have advised buyers in the past.

Trying to drive down the price of a good aircraft is not the best buying strategy today, because good aircraft are selling fast. There are plenty of available buyers in today’s market, making it easier for sellers.

While on the one hand buyers should be prepared to pay market price, today’s market does still allow room to negotiate better terms – such as a more thorough pre-buy inspection.

Meanwhile, sellers should be prepared to make their airplane ready to sell – if it needs stuff done, get it done before it’s on the market. Make it a ‘non-project’ aircraft, because it’s the ‘no excuses’ airplanes that are selling quickly.

In today’s market, sellers will probably get their investments back, dollar-for-dollar, in readying their aircraft for the market. In the past, they may have seen a 70% return.

Buyers and sellers both have potential to realize value in the marketplace today, but both have an active role to play in realizing that value.

More information from https://www.elliottjets.com T

UNDERSTAND THE PRE-OWNED AIRCRAFT MARKET with AvBUYER.com

www.AVBUYER.com

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Market Insights 2.qxp_MARKET INSIGHTS 23/03/2021 15:59 Page 1

MARKET INSIGHTS

What’s the Latest on the Pilatus Aircraft Market?

Are you looking to buy or sell a pre-owned Pilatus Turboprop or Light Jet? Matt Harris asks Sacha Demelo, Scott Ducker, and Pascal Wyss for their insights on how these aircraft are performing in their regions…

ith available turboprop inventory on the pre-owned aircraft market receding to 6.3% of the active fleet at the end of February (per Asset Insight’s recent data), there looks to be a tight supply for buyers in the market for a Pilatus PC-12 single-engine turboprop.

Speaking of the North American marketplace, Scott Ducker, part of the aircraft sales team at Epps Aviation specializing in Pilatus aircraft, notes that all inventories of pre-owned business aircraft have been reduced as a result of the wave of transactions that happened at the end of 2020.

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“I think many of those transactions were due to the spike in interest in private travel, as opposed to travelling aboard the scheduled airlines,” he explains. “Many buyers also wanted to take advantage of the existing tax benefits in the US, before a suspected change by the new Biden Administration.”

Specifically, demand for the Pilatus PC-12 has strengthened since mid-2020 (the height of the COVID pandemic), says Pascal Wyss of the Pilatus Centre Southern Africa.

“The interest both in new and pre-owned Pilatus PC-12s is consistent, and we expect this to continue www.AVBUYER.com

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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. https://www.linkedin.com/in/ matthew-harris-avbuyer/

buyers moving up from smaller piston aircraft or new entrants into aircraft ownership. Many of the inquiries we receive are from prospects who are currently chartering but have now decided they want a solution which provides them with the operational flexibility offered by aircraft ownership.”

Overall, “there are very few pre-owned Pilatus PC-12s to pick from now,” Ducker summarizes, “and their values have gone up a little due to the firm demand and low supply.”

The Pilatus Turboprop Market

with the pricing on pre-owned models firming up as demand seemingly matches current pre-owned supply,” he adds. “The active pre-owned PC-12 inventory has more than halved over the past few months.”

That fact is also attested to by Sacha Demelo, Sales Director at UK-based Oriens Aviation, which is an authorized dealer of Pilatus aircraft for the British Isles. “Pre-owned demand has been strong over the last six months with the PC-12 NG inventory reducing by 50%, per latest figures from JETNET,” Demelo shares.

“Much of the demand is attributed either to www.AVBUYER.com

Though the supply is clearly tight across the board, the PC-12 aircraft has been popular in the Business Aviation market for just over 25 years, during which time there have been some upgrades made.

The original Pilatus PC-12 entered service at the end of 1994, and utilized a Pratt & Whitney PT6A45 engine. Later, the PT6A-47 powerplant was used. Overall, according to JETNET, Pilatus built 790 units of the PC-12/45 and PC-12/47 (combined) before introducing the PC-12 NG. Arriving on the market in 2008, the Pilatus PC-12 NG featured modified winglets, a more powerful Pratt & Whitney PT6A-67P engine (which enabled better climb performance and higher maximum cruise speed), and an upgraded flight deck based on Honeywell’s Primus Apex suite.

The PC-12 NG proved even more successful than the original, and 942 units were produced before it, too, was upgraded.

Pilatus had already received certification when it announced the Pilatus PC-12 NGX in October 2019, and this time the aircraft incorporated the PT6E67XP engine (with a 20% longer TBO, and FADEC), increased speed, updated Honeywell avionics, and improved cabin comfort.

“The low inventory has helped steer buyers towards stepping up into the new PC-12 NGX, which is an amazing continuation in the product line,” Ducker notes. “All Pilatus Dealers in the US (six companies covering the 50 states) have done well, with strong NGX demand and order backlogs.”

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“In quite a few instances, asking prices on pre-owned PC-24s have exceeded the retail price paid by customers...”

But, beyond the NGX, is there a particular sweetspot in the PC-12 market currently? The answer seems to depend of the region.

From his vantage-point in the UK, Demelo says it’s the PC-12 NGs delivered between 2012 and 2016 forming the sweet spot with operators, “based on the introduction of Synthetic Vision in 2012, electric landing gear and connected flight deck in 2014, and the five-blade Hartzell propeller in 2016.

“All these upgrades helped reduce maintenance costs, increase safety, and improve the aircraft’s performance,” he explains.

Ducker also leans towards the PC-12 NG for the North American market, though he adds “used PC12s range from $1.5m to $5.5m (new), so any interested buyer should purchase what meets their need and their budget.”

“In our local African market, most interest is currently in older PC-12 legacy models (1998-2006) in the sub-$2m mark, as well as early PC-12 NG examples (2008-2011),” Wyss reveals. “These come in the $2.6m-$3m price range, depending on the equipment and hours on the airframe and engine.”

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Signs of a Pre-Owned Pilatus Light Jet Market?

Although traditionally a single-engine turboprop manufacturer, Pilatus entered the Light Jet market when its Pilatus PC-24 started delivering in 2018.

Unique, in that it can operate from rough, unimproved runways, Pilatus refers to the aircraft as a ‘Super Versatile Jet’.

It has taken less than three years for Pilatus to deliver its first 100 units, though demand is such that it has been difficult for a pre-owned market to build – certainly with respect to aircraft coming to the open market.

“With the Pilatus order book full into early 2022, the demand for the PC-24 remains high,” notes Wyss. “The immediate demand is driving preowned sales, and we’ve seen a few transactions taking place before an aircraft reaches the open market.

“In quite a few instances, asking prices on preowned PC-24s have exceeded the retail price paid by customers,” he reveals.

“According to JETNET, only 6% of the PC-24 fleet is currently on the market,” Demelo says. “As

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with any new aircraft program these numbers will most likely fluctuate as more aircraft are delivered and the aircraft starts to develop a niche in the market.”

Pricing Trends in 2021?

Asked to predict pricing trends in the pre-owned Pilatus aircraft market for 2021, Demelo says that historically, the PC-12 has stood out among its competition for retaining its market value over time.

Values in the range of 75% and 80% of their original selling prices 10 years after factory delivery are not uncommon.

“Due to the high demand for the aircraft, and the short supply on the pre-owned market, the aircraft continues to hold its value during these

challenging times,” he notes, adding that Oriens recently sold a pre-owned early model PC-12 NG for around 10% more than what it was originally bought for.”

“From experience on recent transactions, selling prices on pre-owned aircraft have been in the region of the retail/wholesale median, and retail,” Wyss notes. “We expect this to continue as demand for both the PC-12 and PC-24 continues,” he projects.

Ducker is also confident that pre-owned values on all PC-12s should stay as strong as they always have, arguing that this is because Pilatus does not discount its new product, so used values tend to hold up better, too. “It’s a sales philosophy of selling on value versus price,” he concludes. T

SCOTT DUCKER

SACHA DEMELO

PASCAL WYSS

is a Pilatus/Aircraft Sales Representative at Epps Aviation in Atlanta, Georgia, for whom he has worked since 2001.

Prior to that, he worked in product support at Pilatus Aircraft between 1995 and 2001. He is a 5,000-hour ATP pilot, and has amassed 3,000 hours flying experience in the PC-12.

He is also PC-24 type-rated.

is the Sales Director at Oriens Aviation, an Authorised Pilatus Sales Centre, where he is responsible for the Pilatus PC-12 sales in the British Isles. Most recently, Sacha successfully managed the introduction of the latest PC-12 NGX model to the UK market. Prior to joining Oriens, he spent over a decade at Bombardier in various sales roles within their Business & Commercial Aircraft divisions. www.oriensaviation.com

has amassed nearly a decade of experience working in the South African aviation industry. He spent six years working on operations and flight support for a Charter operator which listed several Pilatus PC-12s on its AOC, and has been with Pilatus Centre Southern Africa for the past three years in a sales and marketing role.

https://eppsaviation.com

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www.pilatuscentre.co.za

www.AVBUYER.com

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Buying Helicopters: Should you go Turbine or Piston?

When shopping for a helicopter, should you

consider piston or turbine models? Gerrard Cowan asks the experts about the advantages of each…

urbine helicopters dominate the VIP and corporate markets, though there is ongoing demand for piston-driven platforms in tourism, training and a range of other areas. An operator’s choice should ultimately be based on a blend of budget and mission requirements, according to industry experts.

Helicopters with turbine engines are generally faster and more powerful than their piston counterparts.

Depending on the particular model, turbine-driven platforms can hold anything from four passengers to 15 or more, in the case of a twin-turbine helicopter.

However, while piston helicopters hold fewer passengers, they’re less expensive to buy and operate.

There is a wide range of operators in the pre-owned and new-build sectors across the categories, with a natural degree of overlap between them.

Turbine helicopters are performing more strongly in the VIP and corporate markets than in most other helicopter sectors at the moment, notes Jason Kmiecik, president of HeliValue$, a helicopter appraisals specialist.

Kmiecik reports that the Bell 505, several variants of the Bell 206, and the Airbus H125 (formerly the AS350) have been popular choices recently for VIP/corporate operators. “It’s still a bad market for a lot of aircraft, but I am starting to see prices climb on some [turbine] models, so that is definitely a plus,” he adds.

While there may be a number of reasons for this recent uptick, it could be partly driven by demand from “those wishing to avoid the public airport petri dish” against the backdrop of the Covid-19 pandemic, said Brian Foley, Editor, Market Intelligence for AvBuyer.

While turbine platforms are more costly to acquire, the aircraft provide increased performance and payload capability, Foley adds. Additionally, small piston aircraft rely on avgas for fuel, as opposed to the jet fuel used by turbine platforms. Avgas is more expensive and less widely available worldwide than jet fuel, he notes.

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The Corporate Appeal of Turbines

“Turbines are preferred by the corporate community for their performance, reliability and choice of twin-engine redundancy,” Foley says. “They handily outsell their pistonpowered counterparts in this market.”

In the piston helicopter market, the options available to a business or VIP operator are ultimately limited by their speed and useful load, adds Kevin Mawhinney, Helicopter Technical Advisor at JSSI. “These two performance specifications will influence the final selection of a helicopter in this segment.

“In fact, much of the same criteria that applies to a fixedwing business aircraft purchase can be applied to helicopters, too,” he explains. “Buyers want to know how many people it can seat, how far it can fly, and how fast it will go.”

Due to the limited useful load and available seating configurations in current production piston helicopters, they can only offer an entry-level business or VIP option, he said.

“The shortlist is reduced to nothing if other specific operational requirements are added, such as a twin-engine model or instrument flight rules (IFR).”

It’s a Matter of Cost

Ultimately, the choice comes down to money, says Zac Noble, Director of Maintenance & Technology at Helicopter Association International (HAI).

“How much are you willing to spend on what's going to be most cost-effective for your operations?”, he asks.

“Helicopters and airplanes are very similar to [other] vehicles – they're very mission-specific. So it depends on how deep your wallet is, and what you're going to do with it.”

The reason why piston helicopters are generally used in the training market is because they are significantly cheaper than turbine platforms, Noble says. While each piston helicopter “is still going to cost you $500,000 or more per platform, that’s a lot cheaper than an entry-level turbine, which is going to set you back close to a million dollars or more”.

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BUYING & SELLING AIRCRAFT

“With turbines, you’re talking about expensive aircraft, so you either need to have lots of volume of passengers, or you need someone who can [otherwise] afford the expense of those helicopters...”

In addition, insurance will be a major cost factor, he noted. If the hull value of a turbine aircraft is in the $1m-$2m range, this will be significantly more expensive to insure than something valued at between $500k and $700k.

In functions like training, this relatively low cost can be an asset, Noble argues, as “training aircraft are going to be abused” – they have student pilots flying them and instructors trying to teach. “You don’t want to invest a ton of money.”

The Wider Appeal of Piston Helicopters

However, piston aircraft do have a wide range of applications beyond training, Noble notes, for example in tourism. They also prove useful for some “light-duty” personal transportation in the corporate sector, he adds.

“With turbines, you’re talking about expensive aircraft, so you either need to have lots of volume of passengers, or you need someone who can [otherwise] afford the expense of those helicopters,” he explains.

Noble says that he personally has flown both types of helicopter, and would not favour one over the other in terms of safety or reliability.

“I do know from my own experience that turbinepowered aircraft cost a lot of money, but they generally last a long, long time,” he shares.

GERRARD COWAN is a freelance journalist who focuses on aerospace, defense and finance. He can be found on Twitter @GerrardCowan

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Operational Flexibility of Turbine Helicopters

Mawhinney says that turbine helicopters also provide operational flexibility. It could sometimes be as simple as an operator needing to move a relatively large group of people at once, he adds, or a need for retractable landing gear, as is found on larger platforms.

Moreover, many individuals and companies prohibit travel in single-engine helicopters, and there could well be further changes to requirements in the future for dual-pilot and IFR operations.

“Whichever way that plays out, I do not foresee piston helicopters having any significant role in the VIP market,” Mawhinney argues.

In Summary…

Ultimately, the choice between turbine and piston helicopters must be determined by striking a balance between cost and mission requirements, Foley reiterates.

“With a lower cost of acquisition and operation, piston versions are preferred for the owner-flown and pricesensitive markets.

“Missions requiring more sophisticated hot/high performance, range and payload would more likely opt for the turbine version,” he concludes. ❙

MAKE MORE INFORMED BUYING DECISIONS with AvBUYER.com

www.AVBUYER.com

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BUYING & SELLING AIRCRAFT 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

How to Find and Deal With Aircraft Liens The world of aircraft liens is a complex place with the potential to pull the handbrake on an aircraft transaction. Dave Higdon highlights some of the variations and complexities to show why an expert in title search should be on the acquisition team… magine, this scenario: You’ve undertaken a thorough search of the business aircraft marketplace, and found your perfect jet.

You’ve secured an attractive finance package, and are awaiting the result of a title search to confirm that the airplane does indeed have a clean title.

In due course, you receive a call conveying bad news: Somewhere back in the aircraft’s past an owner failed to pay a bill, or act to clear up a preexisting lien. As a result, law prevents the transaction from proceeding until the lien is satisfied.

The entire transaction process comes to a screeching halt before your eyes, and you – as the aircraft buyer – are left in limbo.

There are reasons to take heart, however. Firstly, this condition isn't uncommon, so the specialist acquisition team around you should know how to guide you. Second, a lien on file isn’t necessarily the end of the road for the transaction. Many sales proceed after the parties involved clear the title of

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the outstanding lien(s).

A lien will, however, serve as a speed bump in the process, and navigating past it slows the transaction’s progress (or, if truly complex, stops progress completely, though not usually permanently).

If the aircraft in question is registered outside the US, getting a clean title search will be more complicated and time-consuming than for an aircraft registered in the US. All of this makes it a process best handled by experts in the field (such as those at AIC Title).

Lien Types Vary According to the Claim

Liens against aircraft typically involve the claim of a financial debt on the aircraft by the claimant. And the types vary. A lien is essentially the right of a non-owner to enforce property possession when a debt is owed.

It’s possible to impose a lien on an airplane if the owner is indebted to another person for maintenance service (among the most common www.AVBUYER.com

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liens), fuel costs, or some other issue. The same applies to an aircraft financing debt – the financier firm can hold a lien on the title.

Further, states within the US can file liens against aircraft for unpaid taxes owed by the registered owner. Or, the unpaid taxes may be owed to other government entities, such as a city or country.

Surprisingly, while among the more common lien types, a mechanic's lien may escape attention in a title search, often because of how it has been filed – and the state in which the lien is owed. The various states comprising the US have their own regulations and requirements governing the filing of liens (mechanic's and otherwise). As a result, a lien filed in the state of residency – but not with the FAA registry – may not show up in a normal title search of the aircraft’s registry.

Moreover, while repayment of a debt is supposed to result in the filing of a lien release, various circumstances may result in the debt being paid but the lien release not being filed. www.AVBUYER.com

Securing a Lien Release

Fortunately, liens typically aren’t a deal-breaker, as long as the lien can be resolved and released by the person or entity that filed it. If the lien is, for example, filed because of unpaid debt or taxes, paying off that debt – or the back taxes – should be accompanied by a lien release clearing the lien from the aircraft’s title.

Complications may arise if the lien-holder has gone out of business, was purchased by another company, or merged with another firm.

Backtracking through the records and history of the lien-holder can take time, costing additional money to eliminate the lien and obtain an appropriate release.

These tend to be the cases in which the professional title-search company will earn its salt, thanks to their expertise in records search, and their familiarity with applicable state laws when the lien is filed with the state as well as the FAA Registry.

Protecting the aircraft against the effects of a

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lien(s) stands among the main reasons for employing a title search company, which typically employs staff with expertise in accessing FAA records and performing the search needed to uncover and resolve a lien.

If a lien is in effect on a foreign-registered aircraft, additional time and resources should be allowed as the title-search company acts to clear up the clouded aircraft title.

Tips on Lien Resolution

All these variables highlight the value of the professional title search company. Just as operators recognize the value of expertise on the flight deck and in the maintenance shop, expertise on title searches and clearing a clouded title is of equal importance.

Engage with the title search firm early in the process, to help avoid a closing-day surprise. Allow time for a thorough title search – especially when the aircraft has passed through the hands of several owners in the past.

Asking the seller for a record of past title holders can help the title search company get a head start on the new search. And title search companies strenuously advise buyers in an aircraft transaction to ignore advice from a current owner that a “title search was just performed”.

As one title-search veteran put it, “Past searches may have missed a valid lien, and new liens could easily be filed only a few days ahead of an expected transaction closing date – leaving the would-be buyer with a clouded title. That clouded title could invalidate the finance paperwork and the new registration”.

As with so many aspects of MAKE MORE buying and operating a INFORMED business aircraft, a title search performed by qualified people OWNERSHIP can be worth its weight in DECISIONS gold. This is not an area to with AvBUYER.com scrimp on. T

The ultimate goal is a clean title – but when multiple liens exist with different jurisdictions, the aircraft owner will need to obtain a lien release from each. Leaving even one unresolved lien can result in a transaction being tripped up by a clouded title.

And this process depends on the FAA Registry having accurate information about the aircraft on file, including the owner of record, the financing company and, if applicable, the correct information regarding the lien.

It’s important to remember that business aircraft travel within the United States freely, without requiring permission from a government entity, and without a public record of the places it visits.

So if a breakdown occurs somewhere other than the location shown on the aircraft title, a mechanic's lien may not reach the owner’s attention without a specific search of that state’s – or city’s – records to turn up the lien.

Beyond the state and local paperwork required to file a mechanic’s lien, the lien holder also needs to contact the FAA Registry to register the lien with the FAA, so it will show up on a search of the Registry.

If the aircraft that’s the subject to the title search is coming into the country from a foreign nation, the would-be buyer should allow extra time for the process of having a search performed on the records of the aircraft in the country where it's registered.

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How to Avoid Late Surprises

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B

First-time BizJet Buyer? Where to Begin your Purchase Every first-time aircraft buyer asks pretty much the same question: Where do I start?

Dave Higdon explains why first-time buyers need to begin by avoiding rash decisions… hen you or your company weigh up whether to add a business aircraft to the company assets, where should the process ideally start? What should be the first step you take toward that important acquisition?

The purchase of a business aircraft isn’t an everyday acquisition. You’re considering buying a complex, expensive machine. But that machine also offers the potential for generating an increase in business for the acquiring company.

As many a first-time buyer has learned in the past, however, you may know very little about aircraft, let alone where, how, and with whom to begin acquiring one.

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Seek out and consult the experts in the field of Business Aviation. Word-of-mouth recommendations 54 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

from veteran owners and operators can point the inexperienced buyer toward a dealer, broker, or consultant capable of handling their need.

Universally, the recommendations of owners and operators point toward the value of tapping Business Aviation expertise right at the start of the process.

“Business aircraft are complicated machines, and the details of owning and operating are best applied at the start of the process,” says Daniel Jennings, CEO of The Private Jet Company in southeast Florida.

Understand the Costs of Ownership

Anyone new to owning a business aircraft should be prepared for the costs associated with business aircraft ownership.

Aviation consultants can help a would-be aircraft owner match mission with airplane and explore those costs, helping the buyer see, and justify, the full picture

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Buying&Selling 3.qxp_Finance 23/03/2021 13:53 Page 2

BUYING & SELLING AIRCRAFT

of owning a business aircraft, reducing the chance of nasty cost-related surprises after they have taken ownership.

Too often, Jennings notes, there exists a tendency for some buyers to misunderstand the operating costs.

“The new owners typically understand they'll owe a monthly payment on the finance note they used to buy the airplane,” he explains. “They generally even understand the need for insurance and storage (in a hangar).

“But they are weaker on understanding the scope of the maintenance requirements and the minutiae of irregular expenses, such as the costs of complying with airworthiness directives (ADs), service bulletins (SBs), and requirements to remove and replace components that still function.”

Then there are engine inspections and overhauls – new owners should strive to understand maintenance programs that can help make their maintenance needs predictable.

“It's a matter of finding what's best for them, depending on their tax needs – and how they plan to use the aircraft,” Jennings says, adding that sometimes, for some companies, ownership really isn’t the best option at all.

A would-be first time buyer of a business aircraft needs to keep an open mind until all of the costs and options have been explored thoroughly.

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.

AVBUYER.com

Don’t Discount Chartering First

Owning an aircraft seems to be the preferred mode compared to chartering, currently, Jennings notes. “It’s a matter of control,” he explains. “Buyers want a consistent, pleasurable experience. They want to know the crew, the airplane – and they want control.”

But he adds that this is not normal. The usual path to ownership runs through users who get their exposure to business aircraft when they start chartering.

When would-be buyers charter first, they can also build a picture of the typical mission need – which aircraft types fulfill those needs – and even begin to understand the costs associated with the aircraft.

These are the first-time business aircraft owners who are most likely to continue as business aircraft owners after the sale of their first aircraft. “These buyers come in and they know what they’re flying and where they’re going most of the time,” Jennings explained.

And, at the end of the process, meeting the mission need is the goal. Perhaps the key take-away is to take your time on the buying decision. There’s no need to hurry into aircraft ownership.

Given the complexities and the costs, it’s worth exploring the choices and permutations with an expert in the field. Having done so, you will be much betteroff when you’re ready to step into aircraft ownership for the first time. T

MAKE MORE INFORMED BUYING DECISIONS with AvBUYER.com

Contact him via Dave@avbuyer.com

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www.AVBUYER.com

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+1.636.751.3987 www.AVBUYER.com

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The Pieces of your Puzzle: Valuing the Foundations of a Brand

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e often classify our lives into pieces, throughout our lives we navigate paths ultimately to better understand our choices and decisions.

Our choices lead to the pieces of our puzzle that we encounter along our path. These puzzle pieces hold significance in representing us — organization’s regulatory approach, governance, heritage, business model and most importantly, our values — and fit together to define our brand.

The uniqueness of our brand attracts people to us, these people bring with them puzzle pieces that need to encounter a match during their aircraft registration quest. But the power of self-awareness will help them place these pieces in the right spot, once they recognize where they are meant to be.

In our world those pieces relate to how optimize the usage of your business jet; owners are looking to enjoy the art and luxury of flying private. Subsequently the operators seek to be cost-effective and profitable while managing the aircraft. Owning and operating a business jet typically involves a large initial investment and annual budget. The ownership structure can have significant tax implications, affect liability exposure and raise regulatory compliance issues. There is no one-sizefits-all solution. Rather, the structure should be tailored to each company’s particular usage and tax profile.

San Marino Aircraft Registry empowers people by giving clear information and guidelines during the selection process. Let us examine each part of those puzzle pieces when it comes to Aircraft Registration: -

Aircraft Ownership Aircraft Taxation Aircraft Operations

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Aircraft Ownership Foreign nationals and companies qualify to register their aircraft in San Marino once they have elected a domicile representative residing in the Republic of San Marino.

Simple as it sounds, foreign aircraft ownership structures are acceptable without further changes. For businesses and individuals who own aircraft, limiting liability exposure is a significant concern.

Aircraft Taxation Foreign nationals and companies who registered aircraft in the Republic of San Marino are exempted from taxation. Proper tax planning generally requires input from both an aviation tax professional and a company’s in-house accountant(s). Tax planning should address not only the initial acquisition of the aircraft, but long-term planning, so that the instruments for recording costs and usage can be optimized.

Aircraft Operations The San Marino CAA certify and oversee private and commercial operations for fixed-wing and rotary aircraft.

Private Operators of large aircraft wishing to recover costs for aircraft operations may do so in a few limited circumstances set forth in CAR OPS 2A. Here are the aircraft ownership and operating options under Private Operations: FRACTIONAL OWNERSHIP PROGRAMMES: mean any system of aircraft ownership and exchange that consists of all of the following elements: (i) provision of management services by a single fractional ownership program manager on behalf of the fractional owners; (ii) two or more airworthy aircraft; (iii) one or more fractional owners per program aircraft, with at least one program aircraft having more than one owner; www.AVBUYER.com

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(iv) a dry-lease aircraft exchange arrangement among all of the fractional owners; and (v) multi-year program agreements covering the fractional ownership and management services.

TIME SHARING AGREEMENT: whereby the owner/operator leases its own aircraft with flight crew to another person, and no charge is made for the flights conducted under that agreement other than operational costs (such as insurance, fuel, landing fees, airport taxes etc.) plus an additional charge equal to 100% of the expenses for fuel, oil, lubricants, and other additives; INTERCHANGE AGREEMENT: whereby the owner/operator leases its own aircraft to another person in exchange for equal time, when needed, on the other person’s aircraft, and no charge is made, except that not exceeding the difference between the cost of owning, operating, and maintaining the two aircraft; CORPORATE USE: the carriage of officials, employees, guests, and property of a company on an aircraft operated by that company (or by the parent or a subsidiary of the company or by a subsidiary of the parent), when the carriage is within the scope of the business of the company (other than commercial air transportation) and no charge, assessment or fee is made for the carriage in excess of the cost of owning, operating, and maintaining the aircraft; OWN BUSINESS USE: the carriage of property (other than mail) on an aircraft operated by a person in the furtherance of a business or employment (other than transportation by air) when the carriage is within the scope of that business or employment and no charge is made for the carriage other than operational costs (such as insurance, fuel, landing fees, airport taxes etc.) plus an additional charge equal to 100% of the expenses for fuel, oil, lubricants, and other additives; www.AVBUYER.com

San Marino legislation consents the establishment of companies by; sole owner, partners and directors to be foreign citizens or entities.

Therefore, San Marino limited liability companies can apply for certification to operate an aircraft for the purpose of Commercial Air transport under CAR OPS 1 (Aeroplanes) and CAR OPS 3 (Helicopters), the principal place of business and its registered office must in the Republic of San Marino. In addition, foreign commercial operators holding an AOC may choose to register their aircraft in San Marino under an ICAO Article 83bis agreement. We currently have executed three (3) agreements: Lebanon, Saudi Arabia and Serbia.

While we think the timing of the transaction is sensible, most important is to decide wisely how to operate the aircraft, San Marino Aircraft Registry will assess client and operator needs, in order to tailor and implement a welcoming aircraft registration plan that will accommodate all parties.

“For better or worse, there is no comparison, if clients are presented with transparent and clear information, they won’t be puzzled, and they will make a wise decision when evaluating our aircraft registry. Our service tends to be an experience, one that goes beyond expectations.

That is why we stand behind our motto Delivering the World’s Finest Aircraft Registration Experience. Says David Colindres, President of the San Marino Aircraft Registry” At San Marino Aircraft Registry a collective of expertise dedicated to your operational success is available and ready.

For more information about us and our civil aviation services, please reach us at:

Via Consiglio dei Sessanta, 99 47891 Dogana, Repubblica di San Marino - Tel: +378 (0549) 941539 info@smar.aero www.smar.aero AVBUYER MAGAZINE Vol 25 Issue 4 2021

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Does Tax Impact Aircraft Registry Decisions?

There are misunderstandings that exist surrounding aircraft registries in relation to tax. Does tax ever play a key role in an owner’s choice of registry, though? Rebecca Applegarth speaks to some leading experts in the field… arious experts in the field of aircraft registration and tax suggest there’s a widely-held misunderstanding that an aircraft owner’s registry choice can be largely determined by tax. The reality tends to be the other way around.

“It’s a common misconception,” says Mark Byrne, Director at Martyn Fiddler Aviation. “The fact is that aircraft registration in itself doesn’t deal with any tax issues.”

So, is there ever a time that an aircraft owner/operator needs to factor tax into an aircraft registry decision? “An owner’s choice of registry might influence how they go about dealing with tax issues,” Heather Gordon, Legal Director, Martyn Fiddler Aviation suggests.

Offering an example, Byrne shares that “a common way of solving a tax issue within the European Union for a non-European operator might be through gaining Temporary Admission.”

Any aircraft flying into the EU will do so under EU

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customs, either using Temporary Admission or Full Importation, according to an outline provided by Opmas, a company which has expertise in aircraft customs handling. Temporary Admission allows nonEU operators virtually the same flying privileges as those under full importation, and the benefits include unrestricted personal, family, or guest use without the need to pay VAT or duty.

“If, for example, you were registered in a European Union country, then you couldn’t take advantage of Temporary Admission,” Byrne explains, “whereas aircraft placed on the Isle of Man registry, for example, do not deal with such tax issues.”

“You might choose an aircraft registry for all sorts of different reasons, but in itself it doesn’t deal with tax,” Gordon reiterates. “Tax just influences options for the bigger picture. It’s what an owner wants to do with their aircraft that determines where they can register it.”

One of the keys issues Gordon has come across over the past year is when aircraft owners fail to www.AVBUYER.com

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understand that they cannot freely choose an aircraft registry – they must qualify for it.

“This also applies to the United States,” Gordon explains. “A non-US citizen must register their aircraft in the United States with a Trust, and does not have free-rein as to where they can register their aircraft.

You have to qualify under the FAA to hold an Nregistered aircraft.”

“Depending on the citizenship of the aircraft owner and where the aircraft will be operated in the world, there may be tax advantages to offshore registration,” Alexandria Colindres, CEO of The Registry of Aruba, suggests.

Aruba is part of the Kingdom of The Netherlands.

An Aruba entity may have access to the tax regulation for the Kingdom of The Netherlands and structured through other jurisdiction of the Kingdom of The Netherlands with the obligations as applicable to the owner of the aircraft. “Aircraft registered in Aruba will be exempt from taxation or import duties,” she adds. www.AVBUYER.com

O

Taking the above into consideration, “Aruba offers the flexibility for foreign entities to register their aircraft, and may expand the possibility for a tax-efficient structure,” she explains.

Registry Choice: The Tip of the Tax Iceberg

For many aircraft owners and operators, the choice of aircraft registration is only the tip of the iceberg where tax is concerned, and the registry choice opens the door to several far more intricate choices and decisions.

“You need to consider all of the tax implications that may apply when registering and/or importing an aircraft to a specific jurisdiction,” Colindres advises.

The Registry of Aruba offers aircraft owners a host of benefits, including efficient tax planning, and a skilled regulatory team available to owners and operators 24/7, 365 days per year.

For US-registered aircraft owners and operators, Nel Stubbs – Director JSSI Consulting and Conklin & de Decker sales – compiles the State Tax Guide

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published by Conklin & de Decker. The State Tax Guide is a depository of all information available for aircraft buyers in the United States considering where to keep their aircraft, and the tax implications of each state.

Once an aircraft is placed on the N-Register, “it’s important to understand all the states you are dealing with,” Stubbs highlights. “The individual states are not created equal. Some states do not have ‘Sales and Use Tax’ (i.e. Montana, New Hampshire, Alaska and Oregon), whereas others do.”

That means once you’ve selected the N-Register, some operators must consider carefully the state to accept, and then base the aircraft in. “For all 50 states, there are 50 different departments of taxation and revenue, all with their own rules, regulations and statutes regarding aircraft,” continues Stubbs.

“It matters where the owner takes delivery of the aircraft, and where it will be primarily hangared.”

Furthermore, some states (including California, Nevada and Texas) have a personal property tax that triggers if an aircraft is there for more than 30 days of the year, she warns.

“In contrast, some states do not tax aircraft (including New York, Massachusetts and Rhode Island), and in the case of Connecticut, aircraft weighing more than 6,000lbs are exempt from sales and use tax, (meaning aircraft weighing under 6,000lbs are not exempt).

And there’s more: The intended use of the aircraft will also have a bearing on tax. If the aircraft is going to be operated more than 50% of the time for Part 135 charter, “about half of the States have a common carrier exception,” Stubbs notes.

To highlight the need for proper planning, if an airplane owner spends half their time in Arizona, and the other half in Florida, the state they choose to base the aircraft in is vital. “Florida does not have a Part 135 Certificate exception, but Arizona does,” Stubbs says. “Yet, by claiming Arizona as the domicile, there will then be a license tax.”

In Summary…

Regardless of where you choose to register your aircraft, you should allow plenty of time to plan around the tax issues, Stubbs says. “Don’t leave it to the last minute before a transaction is due to be completed.”

The complexities are likely to be great, regardless of the registry of choice – so the very worst thing any owner can do is to not get a tax analysis done prior to taking delivery of their aircraft. T

REBECCA APPLEGARTH is an Aviation Journalist on the AvBuyer team..

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“Regardless of where you choose to register your aircraft, you should allow plenty of time to plan around the tax issues...”

MAKE MORE INFORMED AIRCRAFT OWNERSHIP DECISIONS with AvBUYER.com www.AVBUYER.com

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“When you don’t see yourself there, represented by other women -- in the cockpit, as the CEO, behind the desk in the Oval Office -- it’s harder to imagine your future in that industry or position. That’s what we are trying to change.” - Alexandria Colindres, The Registry of Aruba CEO At The Registry of Aruba, we’re interested in changing young women’s perception of who - and what - they can be. Whether that means a degree in STEM subjects like mechanical engineering, aviation, and applied science, or as business entrepreneurs and executives in aviation and beyond. That’s why we are investing in helping the girls of today become the next generation of pilots, engineers, scientists, and air traffic controllers.

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OWNERSHIP

How to Tell if Aircraft Ownership is Right What are the tell-tale signs that it’s time to consider whole aircraft ownership? How can a would-be business aircraft owner quantify those signs? David Wyndham offers some advice… n the months following the initial Covid-19 lockdown, a number of people ‘discovered’ private air transportation. This initially materialized through an uptick in new charter customers, but, as we entered the latter part of 2020, it led to a growing number of firsttime buyers of business aircraft.

This first-time buyer surge has led to some warnings about buyer’s remorse, and – anecdotally – some of the enthusiastic buyers of 2020 are indeed questioning their purchases.

Some have already placed their aircraft for sale on the pre-owned market.

I

Is Whole Aircraft Ownership Right for You?

The first thing a prospective new owner needs to understand is the full nature of the operating costs. According to several brokers, the main reason a first-time buyer suffers remorse after the purchase is due to the economics of the aircraft.

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The buyer may have received incomplete guidance, or fail to understand the costs beyond the purchase price. The buyer may not have understood that supplemental charter revenue cannot eliminate much of the cost of owning and operating an aircraft. It comes down to poorly understood economics, and poorly communicated information.

The purchase price of a business aircraft is just the beginning. If you’re planning to purchase a pre-owned aircraft, there are future maintenance items that must be budgeted. The new owner may elect to upgrade the airborne Wi-Fi, refresh the paint, or improve the interior.

There are variable operating costs, such as fuel and maintenance to consider, too. And then, there are the fixed costs (such as management fees, hangar rental, insurance, training, and, yes, fixed maintenance).

To get the full picture of the economics, a life www.AVBUYER.com

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cycle cost analysis should be done, accounting for the initial acquisition, the fixed and variable costs, and an estimate of the future value of the aircraft.

Prospective buyers must know what the ‘all-in’ costs of owning a business aircraft are before any charter revenue is raised to offset those costs, and before any taxes. If you need the tax deduction, or the charter revenue to make the aircraft affordable, you would be well advised to either look to traditional charter, via a jet card, or to consider fractional or shared ownership as opposed to whole aircraft ownership.

Last summer I talked with someone who had a home on the US West Coast, and a business and second home on the East Coast. He had chartered for many years, but wanted to explore aircraft ownership.

In addition to discussing the full costs of operating an aircraft suitable for his travel needs, I also showed him that the potential charter revenues, starting at about 250 charter hours per year, could make the costs to operate extremely competitive with ad hoc charter or the typical jet card rate.

Charter Offsetting the Costs

Other Benefits of Ownership

Chartering your aircraft when you are not using it can be a good way to offset the operating costs.

As a rough guideline, if you’re flying 150 annual hours or fewer annually, additional charter revenue can help offset the costs of ownership – but it won’t absorb all of the costs. www.AVBUYER.com

Affordability may get you to consider whole aircraft ownership, but what are some reasons to own?

Freedom: With whole aircraft ownership your company has the freedom to select the best

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“The purchase price of a business aircraft is just the beginning.”

aircraft to satisfy its needs. You are not restricted to the offerings of the local commercial operator or other third-party providers.

Control: In the US, Federal Aviation Regulations (FARs) allow the most flexibility and opportunity for control of not-for-hire operations flown on behalf of the aircraft owner. The sole owner of a business aircraft has greater influence over operations than either a charter customer or a fractional owner.

Factors influencing safety, and also security, are within the operator’s control, and responsibility.

You can hire the crew members that you prefer; your aircraft is based at an appropriate airport convenient to your location; it is ready when you need it to be; and it will wait for you to return when your business meeting is running late.

Security and Cleanliness: Your aircraft is only used by the people you authorize to fly on it. Thus, you have the highest levels of privacy and security. The aircraft is cleaned and can be disinfected to the highest standards that you require.

Service Levels: Your aviation department personnel are your employees: Not only are you able to

shape their training and manage their competence, you affect how they interface personally with passengers. Those employees get to know your requirements.

While fractional and charter providers strive for high service levels, they cannot exceed what your own employees can deliver.

In Summary

The responsibility of aircraft ownership can be both a plus and a minus. With the high degree of control comes an equally high level of responsibility.

While the FARs state that the pilot in command is the ultimate person responsible for the safe operation of your aircraft, you are responsible for the hiring and training of that pilot. You have liability for the actions of your employees, and this responsibility extends to the aircraft operation, too.

Whole aircraft ownership, when entered into with an understanding of the costs and responsibilities, can represent the ultimate in freedom, control and security in your air travel needs. Nothing else compares. You just need to do your homework to ensure it’s right for you… T

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 co-founder of Conklin & de Decker. He is also Vice President, Asset Insight Consulting Services. https://www.linkedin.com/in/davidwyndham/

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Finance 1.qxp_Finance 23/03/2021 14:39 Page 1

FINANCE

When to Start Shopping for Aircraft Finance If you are serious about either whollyowing an aircraft or using a shared ownership model, you may want to start shopping for aircraft financing early in the process. René Armas Maes provides some pointers to help you plan… ow long does it take to secure financing when buying a business aircraft? When should buyers begin the process? There is plenty to consider to ensure an aircraft transaction runs smoothly.

When beginning to shop for aircraft finance, there are two common approaches among prospective buyers. The first is to assess one’s financial situation. The second is to identify the right aircraft (which should meet approximately 80% of your travel needs) first, then explore what’s affordable in terms of aircraft financing. Only then will the buyer decide whether new or pre-owned jet for sale is the best option.

For either approach, the ultimate goal is to find an ideal business aircraft, at an appropriate price, under the right financial model, based on your current and forward-looking financial situation.

H

68 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

That financial outlook should be comprehensive, including an evaluation of both fixed- and variable-rates, balloon payments, and more. So time must be given to preparing it.

Which Financing Mechanism(s)?

Similarly, it’s important to get an early understanding of which mechanism (or combination of) can be used to finance the aircraft acquisition. There are several choices, including: Cash: As the saying goes, cash is king. In this case, it can allow buyers of new aircraft to negotiate important Original Equipment Manufacturer (OEM) discounts and other sales incentives (i.e. extended warranties, pilot initial and recurrent training, and more). www.AVBUYER.com

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Finance 1.qxp_Finance 23/03/2021 14:39 Page 2

AVBUYER.com

Down payment: The larger the down payment, the better the financing conditions will be, including preferential interest rates that can be further negotiated.

Debt financing: Will the aircraft be financed using bank debt or capital market debt? Either option brings different requirements in terms of paperwork, timelines and interest rates, for example.

Commercial bank financing: You may find your bank is keen to finance your acquisition.

Lessor financing: A number of leasing products – including operating and financing leases – can be secured, depending on a buyer’s needs, appetite for risk, and profile. www.AVBUYER.com

Non-bank financial institutions: There is a significant number of non-bank fiscal institutions in the business aircraft market today. However, you’ll need to take care that the interest rates offered are not higher than those of commercial banks.

This can be the case where financing sources command a higher transaction margin.

Financing via Export Credit Agencies (ECAs): This method includes the US Export-Import Bank (Ex-Im), Export Development Canada (EDC) and the European agency, all of which offer loans and structured financial leases for brand-new aircraft.

OEM financing: When buying new, the OEM may directly or indirectly (i.e. through a financial partner) provide a financing solution.

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AVBUYER MAGAZINE Vol 25 Issue 4 2021

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Finance 1.qxp_Finance 23/03/2021 14:41 Page 3

FINANCE

AVBUYER.com

“...the ultimate goal is to find an ideal business aircraft, at an appropriate price, under the right financial model, based on your current and forward-looking financial situation.”

Aviation focused lenders: Many financial institutions specialize in aviation assets and can be a very good source of aircraft financing, and also are knowledgeable of the financing, transaction, and aircraft closing process.

Aircraft brokers: Don’t rule out a knowledgeable aircraft broker from being able to assist in financing.

Considering Your Options…

Reviewing your current financial situation will include consideration of your business/personal cash flow requirements for the next three to five years, so you can decide how you will pay and finance the aircraft.

Will you pay with 80% cash and debt financing, for example? What down-payment will you place, and what combination of down-payment and financing makes the most business sense for you?

Perhaps a lease is more beneficial to your specific needs? If so, should it be an operating lease or a capital lease?

As a result of assessing your financial situation, you should be able to determine the best five financing structures for your acquisition needs, as well as the amount to be financed.

A shortlist of potential financiers needs to be 70 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

drawn up (bank/debt/lessor/aviation focused lender, etc.), and their lending terms, conditions and interest rates (fixed, variable, or a combination of both) should be identified, as based on your anticipated flying profile (business, personal, or both).

Follow up with a second shortlist containing two to three financial institutions, and gather all of the documents required to submit a pre-loan application. This is likely to include tax returns, business and personal financial statements containing personal net-worth information, and various others.

When the loan application is complete, you should expect the process for typical business aircraft loan due diligence to take between one and three weeks (depending whether the evaluation is for a single entity with no business affiliates, or a holding company with subsidiaries).

The fact of whether the loan is for 100% aircraft ownership or shared ownership will also have a bearing on the time taken for the bank to complete its due diligence. And, after the process is complete, an aircraft loan decision may take another two to five working days, followed by an additional business week to close the financing structure and loan.

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\ BUSINESS AVIATION SIMPLIFIED.

YOU HAVE MORE ON YOUR MIND THAN AIRCRAFT FINANCING. ON THE OTHER HAND, THAT’S ALL WE THINK ABOUT.

The goal of every business aviation transaction is the same—to get people from point A to point B as quickly and efficiently as possible.

On the other hand, the needs of each business aviation client are unique. Which is why we focus on creating customized financial solutions designed to meet your unique requirements. From freeing up cash to meeting aggressive deadlines, our goal is simple: to provide the most straightforward process in the industry and make aircraft financing simpler. It’s what happens when you’re only focused on one thing.

844.436.8200 \ info@globaljetcapital.com \ globaljetcapital.com LEASING & LENDING SOLUTIONS

HONG KONG \ NEW YORK \ ZURICH

Finance 1.qxp_Finance 23/03/2021 14:43 Page 4

FINANCE

AVBUYER.com

Allow Plenty of Time

All told, arranging for aircraft financing could take anywhere between two and six weeks. The key is to plan accordingly, setting up a timeline with a buffer (at least one additional business week) to avoid any purchase-related stress.

A different approach would be to reverseengineer the process, getting pre-approval before looking for the aircraft you need. This is a clever strategy, allowing you to work backwards, and to know in advance how much money you can borrow, while locking interest rates for a pre-determined period.

Before reverse-engineering the process, you will still need to provide an approximate aircraft purchase timeline to your shortlist of financiers, along with the aircraft type and model, approximate year of manufacture, and amount you expect to borrow.

Build a Team of Experts

Before you can close the financing deal and fly away aboard your newly-acquired aircraft, however, remember that many other aspects of the aircraft procurement process still need to be considered…

It’s always wise to have a professional team of

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.

72 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

experts you trust available to help with the process, because narrowing down the aircraft financing options may only be the first step in closing a transaction.

Other key steps when buying a business aircraft include proof of insurance, contract negotiation and Pre-Purchase Inspection. And due diligence will be needed with ground and flight test since squawks may be identified that require resolution prior to the transaction completing.

To Conclude…

End-to-end, the process from selecting the aircraft financing method to the title transfer of an aircraft can take two to four months (depending on many of the variables discussed above).

Additional, time-consuming due diligence processes can be expected when buying a preowned aircraft, including the pre-purchase inspection, legal matters, and escrow account set up.

The bottom line is that starting the aircraft financing process early is key, since lining up finance in advance of an aircraft purchase can certainly assist buyers in expediting a closing, while avoiding unnecessary hiccups and stress. T

MAKE MORE INFORMED BUYING DECISIONS with AvBUYER.com

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P073.qxp 24/03/2021 11:19 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 www.AVBUYER.com

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AirCompAnalysis APRIL21.qxp_ACAn 23/03/2021 12:46 Page 1

TURBOPROP COMPARISON

Piaggio Avanti EVO

Beechcraft King Air 350iER

Turboprop Comparison: King Air 350iER vs Piaggio Avanti EVO vs King Air 250 How do the Beechcraft King Air 350iER, Piaggio Avanti EVO, and King Air 250

compare in the twin-engine turboprop market? What are the advantages offered by each model, and to whom would they appeal? Mike Chase explores…

ver the following paragraphs we’ll consider key productivity parameters for the King Air 350iER, the Piaggio Avanti EVO, and the King Air 250 (including payload, range, speed, and cabin size) to establish which aircraft provides the better value in the twinengine turboprop market, and to whom.

For example, how might the desire for higher speed, longer range, or lower operating costs influence an aircraft buying decision? It’s hoped that the following turboprop comparison will help clarify.

O

earlier King Air 350 models offered, or wanting to tanker fuel. The King Air 350iER provides an additional fuel tank to the rear upper portion of each engine nacelle, increasing total fuel capacity from 3,611lbs to 5,192lbs.

To allow this additional amount of fuel to be carried, the aircraft also incorporates a heavyweight landing gear which allows for an increased maximum takeoff weight. Currently, there are twelve wholly-owned King Air 350iERs in operation worldwide, according to JETNET.

Beechcraft King Air 350iER

Piaggio Avanti EVO

Nearly 7,600 Beechcraft King Air turboprops have been delivered to customers around the world. The King Air 350iER was introduced to the market in 2010.

The ER option is available to anyone seeking more range and endurance than the

74 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

A radical design from Italian manufacturer Rinaldo Piaggio, the Avanti P180 is unique in appearance, using a pusher-prop arrangement in which the engines are reversed on the wing. The wing itself is placed aft of the passenger cabin and a small

forward wing is mounted at the end of the nose cone.

The Piaggio P180 Avanti II succeeded the P180 Avanti, before an even newer Avanti EVO entered production in 2015. The Avanti EVO is the fastest turboprop available currently. Compared to the Avanti II it has redesigned nacelles, winglets, and a reshaped front wing, leading to a 3% reduction in emissions along with a 3% increase in climb performance.

There are ten wholly owned Avanti EVOs in operation worldwide, according to JETNET. These join a fleet of over 200 Piaggio P180 and Avanti II aircraft previously built.

Beechcraft King Air 250

The King Air 250 started production in 2011.

It offers composite winglets and propellers that deliver substantial improvements in takeoff performance, while also increasing speed, www.AVBUYER.com

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AirCompAnalysis APRIL21.qxp_ACAn 24/03/2021 10:49 Page 2

www.AVBUYER.com HOW MANY

EXECUTIVE

SEATS

BEECHCRAFT King Air 350iER

(Manufactured between 2010-Present)

vs.

$8.795 Million (2020 Model)

8

$7.695 Million

6

$6.390 Million

7

PIAGGIO Avanti EVO

(Manufactured between 2015-Present)

vs.

(2020 Model)

BEECHCRAFT King Air 250

(Manufactured between 2011-2021)

(2020 Model)

WHICH OF these TURBOPROPs WILL COME OUT ON TOP HOW MUCH

King Air 350iER

RUNWAY

5,105

Piaggio Avanti EVO

DO I NEED?

(Balanced field length, ft)

3,500

King Air 250 1500

1000

HOW FAR

CAN WE TAKE?

2,271 1,510 1,038

King Air 250

3000

2500

3500

(Lbs)

King Air 350iER Piaggio Avanti EVO

2,785 1,425 2,170

King Air 250

4000

4500

LONG RANGE

(Knots)

CRUISING SPEED? King Air 350iER Piaggio Avanti EVO King Air 250

5500

5000

WHAT’S THE

HOW MUCH

(Nautical Miles. 4 Pax)

Piaggio Avanti EVO

2000

PAYLOAD

CAN WE GO?

King Air 350iER

3,925

238 488 318 256

HOW MANY

HOW MANY

WHAT’S THE

OPERATION?

EACH MONTH?

PER HOUR?

UNITS IN 12

10

NEW/USED SOLD <1 <1 (8.3%) (20%)

VARIABLE COST King Air 350iER $964

Avanti EVO

267

4 (4.1%)

12-Month Average Figure

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

www.AVBUYER.com

King Air 250

$1,198

$1,357

 AVBUYER MAGAZINE Vol 25 Issue 4 2021

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AirCompAnalysis APRIL21.qxp_ACAn 23/03/2021 12:47 Page 3

TURBOPROP COMPARISON

AVBUYER.com

Table A - Payload & Range Comparison King Air 250 King Air 350iER Avanti EVO

12,500 16,500 12,100

3,645

5,192

2,802

MAX Fuel (lb)

MTOW (lb)

2,170

2,785

MAX Payload (lb)

1,425

115

1,193

973

Avail Payload w/Max Fuel (lb)

321

1,316

Source: OEMs, B&CA.

Chart A - Cabin Comparison

4.80 ft

6.10 ft

4.50 ft Source: UPCAST JETBOOK

Chart B - Range Comparison King Air 250 Avanti EVO King Air 350iER

1,038 nm (w/4 Pax) 1,510 nm (w/4 Pax) 2,271 nm (w/4 Pax)

range, and climb over previous models.

On December 2, 2020, Textron updated the King Air 200 series with the introduction of the King Air 260. In March 2021, Textron Aviation achieved type certification from the FAA launching a new era for the renowned King Air 200 series aircraft. The new 260model offers even greater range and speed compared to the King Air 250 and offers significant cockpit changes as standard equipment.

Of the 267 King Air 250 turboprops inoperation at the time of writing, 256 were wholly owned, with the other eleven being under shared ownership, according to JETNET. With three more units at the OEM, a total of 270 aircraft had been built. Since production began, no King Air 250 aircraft had been retired.

Payload Comparison

Piaggio Avanti EVO

5.80 ft

Beechcraft King Air 250/350iER

1,070

Max P/L w/Avail. Fuel IFR Range (nm)

T

When comparing business turboprops, an important area for potential operators to focus on is payload capability, especially the ‘Available Payload with Maximum Fuel’. Table A (top, left) shows the King Air 250 has an ‘Available Payload with Maximum Fuel’ of just 115lbs, which is significantly less than the Piaggio Avanti EVO (973lbs) and the King Air 350iER (1,193lbs).

Cabin Comparison

Chart A (left) shows the cabin width of the Beechcraft King Air 250 and 350iER is 4.5ft., which is less than the Avanti EVO (6.1ft). The King Air 250 and 350iER also offer less height (4.8ft) than the Avanti EVO (5.8ft). However, the King Air 350iER has more cabin length 19.5ft., compared to the King Air 250 (16.7ft) and the Avanti EVO (14.9ft).

One of the main selling points of the Avanti models are their substantial cabin volumes, and in this comparison the 393cu.ft offered by the Avanti EVO is greater than the 303cu.ft provided by the King Air 250 and 344cu.ft offered by the King Air 350iER. In terms of luggage space, the King Air 250 and 350iER provide more internal volume (60cu.ft. vs 16cu.ft.), but the Avanti EVO offers an additional 44cu.ft externally whereas the King Air 250 and 350iER have none.

Range Comparison

Source: Chase & Associates

76 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

Using Wichita, Kansas as the start point, Chart B (left) shows the King Air 350iER has the longer range of the field, at 2,271nm. In the middle of the group is the Avanti EVO (1,510nm range), while the King Air 250 (1,038nm) offers the least range, based on each aircraft carrying four passengers with available fuel.

Note: The NBAA IFR fuel reserve calculation is for a 100nm alternate. This range does not include winds aloft or any other weather-related obstacles.

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7

Leading Edge 7 to view March.qxp_Layout 1 23/02/2021 12:22 Page 1

2012 Global 6000 s/n 9381

1983 Gulfstream GIII s/n 399

Two U.S. Owners Since New, On RRCC & MSP, 13 Pax & Shower, FANS 1/A, CPDLC, ADS-B Out v2

13 Pax Aft Galley Floorplan, Part 135, Aircell ATG-4000 Gogo Biz Hi-Speed Wi-Fi, New Strip & Paint September 2015

2010 Pilatus PC-12 NG s/n 1226

2008 Gulfstream G200 s/n 200

2,500 Hrs TT, Executive 6 + 2 Seating, Jeppesen Chartlink, Factory Service Center Maintenance

3,464 TT, Engines on JSSI & APU on MSP Gold, 10 Pax with Conference Group & Divan, TCAS II w/ Version 7.1

2015 Gulfstream G450 s/n 4329

2006 Challenger 604 s/n 5643

2,180 Hrs TT, 14 Pax Aft Galley, Engines on RRCC, APU on MSP, 1 U.S. Lessee/Owner

Engines on GE OnPoint, APU on MSP, GoGo Biz AVANCE L5 Hi-Speed Broadband, Two U.S. Owners Since New

1999 Gulfstream GV s/n 574

On RRCC, Paint & Interior by Gulfstream, 1 U.S. Corporate Owner Since New, Honeywell Plane Deck w/ Synthetic Vision

Leading Edge Aviation Solutions is one of the world’s premier private aviation brokers/dealers with 850+ aircraft transactions, 50+ years of experience & over $10 billion in aircraft transactions. Not just aircraft brokers, they offer a deep suite of service that can be employed long before and long after any aircraft transactions are contemplated.

AirCompAnalysis APRIL21.qxp_ACAn 23/03/2021 12:48 Page 4

TURBOPROP COMPARISON

AVBUYER.com Powerplant Details

Chart C – Cost per Mile Comparison

King Air 350iER

All aircraft in this field of comparison utilize a pair of Pratt & Whitney Canada powerplants. The King Air 250 uses a pair of 850shp Pratt & Whitney PT6A-52 engines, while the King Air 350iER uses PT6A-60A powerplants with 1,050shp output. Both the King Air 250 and King Air 350iER’s engines burn 92 gallons of fuel/hour (GPH).

By comparison, the Avanti EVO has two PT6A-66B engines providing 850shp output, but burning less fuel at 79 GPH.

$7.10

King Air 250

$5.64

Avanti EVO

$4.78 $2.00

$0.00

$4.00

$8.00

$6.00

Cost per Mile Comparison

Chart C (left) details ‘Cost per Mile’, comparing the King Air 350iER, King Air 250 and the Avanti EVO, and factors direct costs with each aircraft flying a 600nm mission with an 800lbs (four passengers) payload. The King Air 350iER has the higher cost per nautical mile at $7.10, compared with the King Air 250 at $5.64, and the Avanti EVO at $4.78.

US $ per nautical mile *600 nm mission costs Source: JETNET

Chart D - Variable Cost Comparison

King Air 250

Variable Cost Comparison

The ‘Variable Cost’ illustrated in Chart D (left) is defined as the estimated cost of fuel expense, maintenance labor expense, scheduled parts expense, and miscellaneous trip expense (hangar, crew, and catering). 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 King Air 250 ($1,357) shows the higher variable cost per hour compared to the Avanti EVO ($1,198) and the King Air 350iER ($964).

$1,357

Avanti EVO

$1,198

King Air 350iER

$964 $500

$0.00

Source: JETNET

$1,000

$1,500

US $ per hour

Market Comparison Table

Table B - Market Comparison King Air 250 King Air 350iER

$1.5

Avanti EVO

256

238

318

Long Range Cruise Speed (Kts)

303

324

393

Cabin Volume 28,000 30,300 Cu Ft

30,800

1,038 2,271 1,510

$6.390 $8.795 $7.695

4 PAX w/Avail Fuel IFR Range nm

2020 New Price (Per B&CA) - US$m

* Average Full Sale Transactions in the past 12 months as of February 2021; Source: JETNET. Data courtesy of B&CA; JETNET

78 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

267

12

In Operation

10

4.1%

T

8.3% 20.0% % For Sale

4

<1 Average Sold Per Month*

<1

Table B (left) contains the prices for a 2020model aircraft (per B&CA). The King Air 250 ($6.39m) costs less to buy than the Avanti EVO ($7.695m) and the King Air350iER ($8,795m). The long-range cruise speed and range numbers listed are also from B&CA, while the number of aircraft inoperation, the percentage for sale, and average sold are from JETNET. At the time of writing, the King Air 250 had 4.1% of its fleet ‘for sale’ on the used aircraft market. By comparison, the Avanti EVO had 20% ‘for sale’ (which is still only two units), and the King Air 350iER had 8.3% (one unit) of its fleet for sale.

The average number of new and used transactions (units sold) per month over the previous 12 months was four for the King Air 250, and less than one per month for the Avanti EVO and King Air 350iER.

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8

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AirCompAnalysis APRIL21.qxp_ACAn 23/03/2021 12:48 Page 5

TURBOPROP COMPARISON

Table C King Air 350iER MACRS Depreciation Schedule 2020 King Air 350iER - Part 91 Full Retail Price - Million $8.795 Year

Rate (%)

1

20.0%

2

32.0%

3

19.2%

4

Depreciation ($M)

$1.759

$2.814

$1.689

$1.013

Cum. Depreciation ($M)

$1.759

$4.573

$6.262

$7.275

Depreciation Value ($M)

$7.036

$4.222

$2.533

5

11.5%

6

11.5%

$1.520

5.8%

$1.013

$0.507

$8.288

$8.795

$0.507

$0.000

2020 King Air 350iER - Part 135 Full Retail Price - Million $8.795 Year

Rate (%)

1

14.3%

2

24.5%

3

17.5%

4

5

12.5%

6

8.9%

8.9%

7

8.9%

8

4.5%

Depreciation ($M)

$1.257

$2.154

$1.538

$1.098

$0.785

$0.785

$0.785

$0.392

Cum. Depreciation ($M)

$1.257

$3.411

$4.949

$6.047

$6.833

$7.617

$8.403

$8.795

Depreciation Value ($M)

$7.538

$5.384

$3.846

$2.748

$1.962

$1.178

$0.392

$0.000

Source: B&CA

Table D Piaggio Avanti EVO MACRS Depreciation Schedule 2020 Piaggio Avanti EVO - Part 91 Full Retail Price - Million $7.695 Year

Rate (%)

1

20.0%

2

32.0%

3

19.2%

4

5

11.5%

6

11.5%

5.8%

Depreciation ($M)

$1.539

$2.462

$1.477

$0.886

$0.886

$0.443

Cum. Depreciation ($M)

$1.539

$4.001

$5.479

$6.365

$7.252

$7.696

Depreciation Value ($M)

$6.156

$3.694

$2.216

$1.330

$0.443

$0.000

2020 Piaggio Avanti EVO - Part 135 Full Retail Price - Million $7.695 Year

Rate (%)

1

14.3%

2

24.5%

3

17.5%

4

12.5%

5

6

8.9%

8.9%

7

8

8.9%

4.5%

Depreciation ($M)

$1.100

$1.885

$1.346

$0.961

$0.687

$0.686

$0.687

$0.343

Cum. Depreciation ($M)

$1.100

$2.984

$4.330

$5.291

$5.978

$6.665

$7.352

$7.695

Depreciation Value ($M)

$6.595

$4.711

$3.365

$2.404

$1.717

$1.030

$0.343

$0.000

Source: B&CA

Table E King Air 250 MACRS Depreciation Schedule 2020 Beechcraft King Air 250 - Part 91 Full Retail Price - Million $6.390 Year

Rate (%)

1

20.0%

2

32.0%

3

19.2%

4

11.5%

5

11.5%

6

5.8%

Depreciation ($M)

$1.278

$2.045

$1.227

$0.736

$0.736

$0.368

Cum. Depreciation ($M)

$1.278

$3.323

$4.550

$5.286

$6.022

$6.390

Depreciation Value ($M)

$5.112

$3.067

$1.840

$1.104

$0.368

$0.000

2020 Beechcraft King Air 250 - Part 135 Full Retail Price - Million $6.390 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)

$0.913

$1.565

$1.118

$0.798

$0.571

$0.570

$0.571

$0.285

Cum. Depreciation ($M)

$0.913

$2.478

$3.596

$4.964

$4.964

$5.534

$6.105

$6.390

Depreciation Value ($M)

$5.477

$3.912

Source: B&CA

80 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

$2.794

$1.996

$1.426

$0.856

$0.285

$0.000

Asking Prices & Quantity

At the time of writing, 11 King Air 250s were available on the used aircraft market for sale.

Six displayed prices that ranged between $2.895m and $4.725m. By comparison, there were two Avanti EVOs for sale, one of which showed an asking price of $4.950m. There is only one King Air 350iER for sale with an unconfirmed price of $7.395m.

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 must ultimately be decided between the seller and buyer before the sale of an aircraft is completed.

Representative MACRS Depreciation Schedules

Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS).

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

In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS), 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 (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. www.AVBUYER.com

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Chart E - Productivity Comparison $12.0

Price (Millions)

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 aircraft until December 31, 2026.

Table C (top left) depicts an example of using the MACRS schedule for a 2020edition King Air 350iER in private (Part 91) and charter (Part 135) operations over fiveand seven-year periods. The price is as published in the June B&CA Magazine.

Table D (middle, left) depicts an example of using the MACRS schedule for a 2020edition Piaggio Avanti EVO in private (Part 91) and charter (Part 135) operations over five- and seven-year periods. The price is as published in the June B&CA Magazine.

Table E (bottom, left) depicts an example of using the MACRS schedule for a 2020-model Beechcraft King Air 250 in private (Part 91) and charter (Part 135) operations over five- and seven-year periods. The price is as published in the June B&CA Magazine.

2020 King Air 350iER

$10.0

2020 King Air 350i

$8.0 $6.0 $4.0

2020 Avanti EVO 2020 King Air 250

2021 King Air 260

$2.0 $0.0

$0.000

$1.000

$2.000

$3.000

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

Productivity Comparison

The points in Chart E (top, right) are centered on the same aircraft. Pricing used in the horizontal axis is as published in the June 2020 B&CA magazine. 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.

For comparative purposes, we have also factored into the Productivity Chart the newly introduced King Air 260 to show how Textron Aviation is developing its King Air 250 model.

The Piaggio Avanti EVO offers considerably greater speed and cabin volume than the King Air 250 and King Air 350iER. However, the King Air 350iER offers greater range, and a higher payload capability with available fuel, while costing more to buy.

Among the important questions is whether individual operators require the extra space and speed of an Avanti EVO, or the range and higher payload (when fully fueled) of the King Air 350iER? For those who do not require the higher capabilities, the lower-cost of the King Air 250 is www.AVBUYER.com

Beechcraft King Air 250

attractive, for what is still a highly capable aircraft.

Within the preceding paragraphs we have touched upon several of the attributes that business turboprop 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, there is plenty for a prospective buyer to consider when deciding which performance criteria is better suited to them. These turboprops offer great value in the twin-engine turboprop market today, serving their respective markets well. T

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

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VALUES - TURBOPROPS

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Business Aircraft Values: Turboprops The top-selling turboprops tend to be aircraft that are continually popular among owners needing fuel-efficient, multi-mission types, as AvBuyer explores below…

hile exceptions exist, turboprop airplanes offer a common set of attributes that make them an attractive proposition. The powerplants are responsible for most of this – turboprop engines benefit today from propeller designs that are far more sophisticated than just a decade ago, resulting in lower maintenance costs; longer overhaul cycles; improved climb and cruise performance; and - in turn - reduced noise levels in the cabin.

In addition, specific fuel consumption numbers continue to improve – an attractive attribute given today’s depressed oil prices, with the practical effect of allowing the use of higher power-levels without suffering a proportionate increase in fuel consumption/costs. That, in turn, contributes to improvements in take-off and climb performance and cruise speed.

Another advantage offered by many turboprops is the single-pilot operational simplicity, engineered into even the multi-engine turboprops. The only exceptions to the sum total of these benefits exist among the unpressurized models that are available

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and form a small, important and dynamic segment of the turboprop market.

Today’s turboprops offer a broad range of turbine performance, propeller cost-effectiveness (some with at - or near to - Light Jet cruise performance capabilities) with cabin and cockpit accoutrements that rival the best of the fanjet strata. And on trips of up to 300 nautical miles, the difference in travel time between a jet and a turboprop is negligible.

Turboprop Price Guide

The following Turboprop Retail Price Guide represents current average values published in The Aircraft Bluebook–Price Digest. The study spans model years from 2002 through Spring 2021 (20 year period). Values reported are in US$ millions, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the Beechcraft King Air C90GTx reported in the Spring 2021 edition of the Bluebook shows US$2.2m for a 2015 model, US$2.1m for a 2014 model, and so forth. Aircraft are listed alphabetically.

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VALUES - TURBOPROPS

Turboprops: Average Retail Price Guide MODEL YEAR $

2021 US$M

2020 US$M

2019 US$M

2018 US$M

2017 US$M

2016 US$M

2015 US$M

2014 US$M

2013 US$M

7.0

5.5

4.5

4.2

3.9

3.6

3.1

2.9

2.6

5.8

4.5

4.0

3.4

3.2

3.0

2.8

2.7

2.6

3.8

3.2

2.9

2.6

2.4

2.2

2.1

1.9

1.85

1.9

1.8

1.75

1.7

1.675

1.65

1.625

1.6

1.55

1.825

1.7

2012 US$M

MODEL BEECH KING AIR 350i BEECH KING AIR 350 BEECH KING AIR 250 BEECH KING AIR B200 BEECH KING AIR B200GT BEECH KING AIR C90GTx BEECH KING AIR C90GTi BEECH KING AIR C90GT BEECH KING AIR C90 CESSNA 208 CARAVAN CESSNA 208 CAR G1000/NXi CESSNA 208 GRAND CAR EX CESSNA 208 GRAND CAR CESSNA 208B GRAND CAR CESSNA 208B SCM EX

2.1

2.05

1.95

1.85

1.75

CESSNA 208B SUPER CARGOMASTER

1.65

DAHER (QUEST) KODIAK 100 (II)

2.25

1.9

1.8

DAHER (QUEST) KODIAK 100 DAHER TBM 940

4.3

1.7

1.6

3.2

1.5

1.4

2.9

2.6

1.3

1.2

2.2

2.1

4.0

DAHER TBM 930

3.8

3.7

3.5

DAHER TBM 910

3.6

3.4

3.3

DAHER TBM 900

3.0

DAHER (SOCATA) TBM 850 DAHER (SOCATA) TBM 700C2/EFIS DAHER (SOCATA) TBM 700B/EFIS PIAGGIO AVANTI P.180 PILATUS PC-12 NGX

5.443

PILATUS PC-12/47E NG

5.5

5.0

4.5

4.0

3.5

3.0

3.3

3.2

3.1

3.0

1.4

1.3

1.2

1.175

5.1 4.9

4.1

3.9

3.7

3.5

PIPER M600

2.9

2.6

2.2

2.1

2.0

PIPER M500

2.0

1.8

1.7

1.6

1.5

PILATUS PC-12/47 PILATUS PC-12/45

PIPER MERIDIAN PA46-500TP

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

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What your money buys today

Spring 2021 2011 US$M

2010 US$M

2.5

2.4

2009 US$M

2008 US$M

2007 US$M

2006 US$M

2005 US$M

2004 US$M

2003 US$M

2002 US$M

BEECH KING AIR 350i 2.3

2.2

2.1

2.0

1.9

1.8

1.7

1.6

2.3

2.2 2.2

1.65 2.1

2.0

1.6

1.55

1.5

BEECH KING AIR C90GTx BEECH KING AIR C90GTi

1.6 1.5

1.225 1.45

BEECH KING AIR B200 BEECH KING AIR B200GT

1.9

1.75 1.65

1.5

BEECH KING AIR 350 BEECH KING AIR 250

2.5

1.8

MODEL YEAR $ MODEL

1.4

1.2

BEECH KING AIR C90GT

1.45

1.075

1.3

1.25

1.2

1.15

BEECH KING AIR C90

1.025

1.0

0.95

0.9

CESSNA 208 CARAVAN CESSNA 208 CAR G1000

1.3

CESSNA 208 GRAND CAR EX 1.6

1.525

1.475

CESSNA 208 GRAND CAR

1.35 1.325

1.275

1.2

1.075

1.025

1.0

0.95

CESSNA 208B GRAND CAR CESSNA 208B SCM EX

1.55

1.5

1.45

CESSNA 208 SUPER CARGOMASTER

1.4

DAHER (QUEST) KODIAK 100 (II) 1.1

1.0

0.95

0.9

DAHER (QUEST) KODIAK 100

0.85

DAHER TBM 940 DAHER TBM 930 DAHER TBM 910 DAHER TBM 900 2.0

1.9

1.8

1.7

1.5

1.4

2.7

2.5

2.1

1.8

1.6

DAHER (SOCATA) TBM 850

1.4

1.5

1.35

1.45

1.3

1.4

DAHER (SOCATA) TBM 700C2/EFIS

1.25

1.35

1.2

DAHER (SOCATA) TBM 700B/EFIS

1.3

PIAGGIO AVANTI P.180 PILATUS PC-12 NGX

2.9

2.8

2.7

PILATUS PC-12/47E NG

2.6 2.5

2.4

PILATUS PC-12/47

2.3 2.2

2.1

2.0

1.8

PILATUS PC-12/45 PIPER M600 PIPER M500

1.125

1.075

1.05

0.95

0.85

0.8

0.75

0.7

0.65

0.6

PIPER MERIDIAN PA46-500TP

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

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FLIGHT DEPARTMENT MANAGEMENT ANDRE FODOR 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. https://www.linkedin.com/in/andrefodor/

Upcoming Scheduled Inspection?

Knowledge is Power Andre Fodor shares his experience of the value of data. hroughout my aviation career, data gathering, analysis and application became an increasingly important professional requirement. My appreciation of the power of numbers has grown to the point that today, as a seasoned aviation manager, I thrive on it.

Data provides the foundation for decisions and forecasts, and the leverage to answer difficult questions received from our board of directors.

As I grew in my knowledge of data gathering, I found data confirmed my hunches and theories.

Today, I share it with other aviation managers and service providers who share the goal of contributing towards reliability and operational cost reduction in Business Aviation.

Data gathering is multifaceted: From collecting fuel burn data and costs on a spreadsheet, to documenting trip purposes and aircraft maintenance issues in a database, it can all be analyzed and used. As with a screwdriver, you don’t have to be an expert on its use, but you should know how to hold one.

Data allows us to identify the high cost centers (maintenance, if not managed correctly, can easily take the lead in this regard). Refining the data

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provides insights into what causes costs to soar.

And it helps us make key decisions, quickly.

As an example, on one occasion when we encountered an AOG situation in Helsinki, Finland, it required a replacement part from France, a mechanic from Portugal and an inspector from the US to be dispatched quickly and fix the malfunction.

These could add up to a major expense – and indeed it was. But, the data allowed us to understand how the cost to charter and the loss of business revenue would far exceeded the AOG expense. As an aviation manager, if you know the numbers then you’re able to make the best decision, quickly.

Applying Data to Scheduled Inspections

With that in mind, let’s apply data management to enhancing scheduled maintenance. If your aim is to reduce costs and make planned and effective management decisions, this can help. Scheduled inspection has two main components: 1) Required inspection items (as outlined in the inspection and maintenance manual) and 2) Findings that result from the scheduled inspection.

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The maintenance provider will quote a price, based on the inspection tasks. You can request a breakdown of each individual task and the expected labor hours. The summation of all labor hours will give you a good idea of the turn-around time before the airplane is ready to return to flying.

That’s all well and good, but the inspection quote doesn’t include the additional cost of labor, parts and materials to repair any finding resulting from the inspection.

Suppose that you have a task requiring the visual inspection of a bracket in the landing gear bay. The inspection quotes six hours of labor to gain access to the bracket, inspect it and close the access up again.

Now imagine if a minor crack is found in the bracket… You could choose between repair and non-destructive testing (NDT), or full replacement of the part. Both will incur additional labor hours and materials.

Your choice could be based on how long each repair type takes, price, or what you ultimately want the records to show at the end of the repair.

In any event, you should get a breakdown of the repair costs, which should be fixed (non-variable), not to be exceeded.

www.AVBUYER.com

When reviewing this data, beware of repetitious charges. For example, an inspection requires the removal of your landing gear wheels. If you have also elected to do a Service Bulletin (SB) to change a protective sleeve on the same wheels, both tasks require the removal of the wheel, and each task includes labor cost for its removal.

As aviation manager, it’s your job to review this data and spot the ‘double charges’, fine-tuning them to establish that both tasks require the same labor to remove and re-install.

As you prepare for your scheduled maintenance event, review all upcoming inspection tasks, document them, and have the provider prepare a work-scope and financial proposal. The final proposal will then give you the opportunity to understand and discuss the upcoming charges and to negotiate pricing that may arise from additional labor hours.

Remember, you have not committed to anyone yet, and, if you are soliciting quotes from different facilities, this is an opportunity to give a valued maintenance provider a chance to revisit their quote before you accept one.

Armed with the knowledge of the upcoming inspections tasks, you can give your team the

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“You are strongly recommended to have your seasoned Director of Maintenance, or in the absence of one, a freelance maintenance expert, accompany your jet during any inspections.” opportunity to perform a pre-inspection, identifying or predicting the possible findings that may need to be corrected (or better, negotiated before your airplane arrives at the MRO facility for maintenance).

Open to Discussion

As the inspection process begins, findings may be open to discussion. Inspectors identify what they perceive to be a discrepancy, but may not understand what the criteria is for the finding.

During one inspection, the mechanic wrote up several stainless steel rod connectors as being corroded. As we examined the findings, we noticed that what was identified as ‘corrosion’ was a nearly microscopic speck with no metal penetration. We requested that the part be cleaned and re-inspected. Upon re-inspection, the corrosion findings vanished with the speck.

You are strongly recommended to have your

ad re Re Mo

88 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

seasoned Director of Maintenance, or in the absence of one, a freelance maintenance expert, accompany your jet during any inspections. They will have the knowledge and data to question (within reason) any non-clear-cut findings, and understand the criteria and tolerances.

And, never shy away from requesting an engineering assessment – it’s unfair (to everybody) to expect deep knowledge of every detail in a task.

In Summary

We are mandated – both by law and ethical professionalism – to seek only the best when maintaining the aircraft we manage and fly. There is room to balance costs with excellence, but learn to be savvy without being antagonistic, and back yourself up with data and information. Develop strong professional bonds and the respect of everyone working around you. T

ANDRE FODOR ARTICLES

at AVBUYER.com

www.AVBUYER.com

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How to Understand BizAv Maintenance Diagnostics Systems When it comes to maintenance diagnostics in Business Aviation, what’s are the latest tools available to operators, and what are the advantages? Mario Pierobon asks the leading OEMs… n-board maintenance diagnostics systems were introduced several decades ago with the extended use of digital computers connected to a larger number of sensors to monitor and control aircraft systems. How have they evolved today?

Maintenance diagnostics systems began with devices, such as laptops, that could be connected to aircraft computers to retrieve fault codes for each specific system, but in more recent times the technology has developed to enable improved planning of maintenance and more data integration.

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Maintenance Diagnostics Systems on Business Aircraft

Today, on-board diagnostics systems are common on business aircraft, particularly for the flight deck, cabin electronics, engines, and auxiliary power units.

“While these systems have evolved over time, they are still equipped in older models,” Glen Howard, Technical Information Services Director at Gulfstream, says. “For example, the Gulfstream GV’s maintenance data acquisition unit monitored certain parameters and reported back, with several operational checks tied in.

“Beginning with the Gulfstream G450 and G550, www.AVBUYER.com

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the central maintenance computer provided diagnostics, troubleshooting and return-to-service capability. Now, Gulfstream aircraft are equipped with state-of-the-art, full health and trend monitoring systems.”

In the earlier part of the millennium, the EASy avionics suite was introduced on all production Dassault Falcon aircraft, with a Centralized Maintenance Computer (CMC) allowing consolidation of maintenance diagnostics at the aircraft level with information from all systems.

The CMC also records data files allowing more indepth troubleshooting when necessary. “In later years, FalconBroadcast was offered on EASy aircraft, providing the operator on the ground with real-time, in-flight notification of failures, and therefore realtime anticipation of the spares, tools and technicians required to return the aircraft to service,” explains Jean Kayanakis, Dassault Senior Vice President of Worldwide Falcon Customer Service & Service Centre.

All in-production Cessna Citation business jets, meanwhile, incorporate on-board maintenance and diagnostic systems that can transmit data while on the ground or flying.

“In addition, new turboprop models including the Cessna Denali and SkyCourier will incorporate similar on-board maintenance and diagnostics solutions, says Brian Adams, Vice President of Aftermarket Innovation at Textron Aviation.

Diagnostics Solutions for Older Aircraft?

When it comes to older aircraft, however, there is a reliance on built-in-test (BIT) or component/system supplier-provided troubleshooting software programs, Adams says.

“We recently launched an analytics project that will leverage data from our entire fleet so we can anticipate and react to the needs of the fleet long-term.

“The aircraft systems, and maintenance and diagnostic systems, require integration during initial aircraft design to be most effective,” he argues.

“Therefore, there are currently no maintenance and diagnostics retrofit options for older in-service aircraft.”

Nevertheless, Howard points out that there is increasing appreciation and demand for diagnostic capability. “Although a complete nose-to-tail solution is not necessarily practical for an older aircraft,” he says, “elements of diagnostics are included with new systems as the aircraft is updated, which enables operators to reap the benefits.”

For older aircraft that do not have onboard maintenance diagnostics capacity, Dassault offers an onground maintenance diagnostics tool that it refers to as the Computer Aided Troubleshooting System (CATS). www.AVBUYER.com

“We are also developing aftermarket solutions to modernize cockpits, cabin in-flight entertainment (IFE) or to install Satcom systems. These new generation solutions have integrated diagnostics features”, reveals Kayanakis.

Safety and Efficiency of Maintenance Diagnostics

Business aircraft safety relies on systems design, flight manual procedures to cope with failures, and scheduled maintenance.

“Maintenance diagnostics systems improve the efficiency to achieve these safety requirements, providing a better in-depth knowledge and monitoring of the health of each system”, says Kayanakis. “For example, it allows [owners/operators] to decrease the amount of scheduled maintenance that would otherwise be required to achieve this monitoring”.

And health and trend monitoring and diagnostics systems provide benefits in terms of safety and efficiency, as well as improved reliability and aircraft availability, thereby enabling aircraft operators to conduct proactive maintenance.

“The introduction of greater capabilities and performance in aircraft systems has resulted in many more sensors which are able to provide a wider variety of information about the health of the aircraft and its systems,” Howard notes.

In case of failure, these systems directly point to the root cause in about 95% of the cases, avoiding the need for additional tests on aircraft, helping reduce the time for technicians to fix the problem.

“Thanks to these systems, together with the equipment manufacturers, we can also collect and analyze data from a large part of the in-service fleet, using the comprehensive feedback for improving systems reliability, as well as the computer diagnostics algorithms or fault isolation procedures”, Kayanakis says.

“Maintenance diagnostics offer the potential for increased safety by supplementing detailed analysis of component wear and in-service anomalies, leading to better-informed maintenance processes and procedures,” Howard adds, “and that results in fewer failures and safer operations.”

Textron Aviation recently announced LinxUs FDM which allows operators to participate in Flight Data Monitoring (FDM)/Flight Operations Quality Assurance (FOQA) services from authorized providers using data from the on-board maintenance and diagnostic systems.

“The on-board maintenance and diagnostics system identifies both the root cause and corrective action of an issue the first time it happens”, says Adams. “The system makes the discovery portion of service quicker while also identifying trends.

“LinxUs provides the customer maintenance data

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portal with fast fault notifications and expedites unexpected maintenance by isolating important details,” he adds.

The Future of Maintenance Tracking and Diagnostics

Looking to the future, the growing variety of available aircraft system data will enable analysis of fleet data to establish more accurate failure rates of components and, potentially, extend component replacement intervals, says Howard.

“Additionally, the trend toward integrating electronic components has reduced part counts and improved overall reliability, while enabling statistical maintenance data which can help quickly identify the most likely root cause and recommended action”, he says.

“For example, if similar failures have occurred on other aircraft in the fleet, a recommendation can be made from the OEM to help identify the most likely cause. This enables the maintenance technician to more quickly isolate the relevant issue rather than spend time executing a lengthier troubleshooting procedure.

“The trend for certain events can trigger notifications to the maintenance team, which provides advance warning and enables maintenance actions or component replacement to be scheduled

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at a convenient time, rather than waiting for a potential failure to occur,” Howard adds.

As more systems participate in on-board maintenance and diagnostics solutions this will allow maintenance technicians to eliminate most ancillary troubleshooting tools. “With more digital systems participating in on-board tools, the ability to identify both root cause and corrective action at the first occurrence has greatly improved,” Adams notes.

“The robust on-board tools coupled with the ability to transmit relevant data airborne allows us to prepare maintenance actions before the airplane lands,” he adds. “We continue to upgrade and add new customer-facing solutions through LinxUs, our customer data portal.”

With its Falcon 6X, Dassault is introducing a new maintenance diagnostics system branded FalconScan.

“This system features new capacities that include recording of about 100,000 aircraft parameters, smart diagnostics performed by our patented algorithms – providing unique capacity to isolate the faulty equipment – and is ready for the nextgeneration health and trend monitoring program development that include prognostic algorithm integration and ‘big data’ advanced services,” concludes Kayanakis. T

MARIO PIEROBON is a safety management consultant covering both fixed- and rotary-wing operations. He writes broadly on safety-related topics, with expertise of air operations and crew training safety regulations. As a consultant, Mario helps companies improve procedures. His knowledge of safety is valued by several industry-leading publications, including AvBuyer.

More information from: https://www.linkedin.com/in/mario-pierobon-85991319/

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CPDLC Equipage – Yes or No? Controller-Pilot DataLink Communications is gradually transforming the air traffic control and aircraft operational environment. So is it important to make business aircraft CPDLCcapable? It depends, but in many cases it does make sense. Chris Kjelgaard learns more...

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owadays, all professional pilots of business aircraft know exactly what CPDLC is and does.

But the private owners of the aircraft might not have heard of the technology.

It’s important for owners to make sure they understand the role of CPDLC, because it is becoming increasingly important for aircraft operations—particularly on oceanic routes and in upper airspace in congested air traffic environments.

CPDLC, more fully known as controller-pilot data link communications, consists of text messages transmitted between air traffic controllers and the pilots of aircraft in the air and on the ground. Those messages are operational, and communicate departure clearances, flight plan changes, re-routes and weather information, and they help simplify air traffic management tasks.

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In many cases they eliminate the need for voice communications between controllers and pilots, says Conrad Theisen, Director of Avionics Sales for Elliott Aviation. Thus, CPDLC messages reduce voice radiofrequency congestion and eliminate potential human error in the form of pilot or controller voice misreads, he adds.

Additionally, by providing a written record of an instruction, either in the form of a paper print out or a readable log file recorded in the flight management system, CPDLC messages give pilots a way to verify after transmissions the ATC instructions they have received.

“This helps reduce pilot workload and improves flight safety,” says Christian Renneissen, Product Manager for Flight Deck Connectivity at Collins Aerospace.

Another benefit of equipping an aircraft with CPDLC capability—in this case digital rather than analogue—is www.AVBUYER.com

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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.

“Aircraft equipped with CPDLC benefit from being moved more quickly by ATC. The equipped aircraft can be moved at a higher volume than those not equipped.”

that, by using the ‘Push to Load’ function offered by flight management systems in modern integrated flight decks, pilots can enter into the Flight Management System (FMS) the ATC instructions they receive (after checking them for accuracy), with a single press of a button, according to Adrian Chene, Senior Avionics Sales Representative for Duncan Aviation.

The FMS will then automatically fly the aircraft in compliance with those instructions, reducing pilot workload, and again potentially improving the flight’s margin of safety.

Flight Time Reductions

However, Theisen, Chene and Melissa Raddatz, Regional Sales Manager for Flying Colours Corp., all say the biggest direct cost benefit that owners of business aircraft (rather than pilots) will recognize from giving their aircraft CPDLC capability is the flight-time saving that comes as a result.

“Equipping a business jet with CPDLC will allow the owner or operator to maximize their time, with faster departure clearances (seconds versus minutes), fuel and operational costs savings, all while making the aircraft safer,” says Raddatz.

“The FAA currently has 62 CPDLC departure clearance operational airports—mostly international airports—and continues to grow this list,” she says. “If you are flying at one of these busy international airports you want to receive departure clearance as soon as possible. www.AVBUYER.com

“No-one likes sitting on the ground any longer than they have to. Aircraft equipped with CPDLC benefit from being moved more quickly by ATC. The equipped aircraft can be moved at a higher volume than those not equipped.”

For instance, says Chene, late on a typical Friday afternoon there might be a line of 20 business aircraft waiting to depart from Teterboro Airport near New York City.

If for any reason the FAA then announces an upcoming Teterboro departure hold, ATC might well prioritize the CPDLC-equipped aircraft with digitally transmitted text clearance instructions for departure before those whose pilots need to read back voice-transmitted clearances, particularly if the voice frequencies are congested and read-back errors are occurring.

The Three CPDLC Types

According to Renneissen, there are three basic kinds of CPDLC: • The earliest and most basic form of CPDLC is the longestablished ACARS capability, by which controllers or companies which operate aircraft can communicate with the aircraft (and vice versa) by sending analogue text messages. These are sent via VHF Digital Link (VDL) Mode A (also called ‘Mode 0’) transceivers mainly used for analogue operations, or VDL Mode 2 digital transceivers used for all-digital operations, but which can also handle ACARS texting.

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With digital CPDLC messaging becoming very important, the most widely recognized method internationally is achieved using equipment conforming to ICAO’s FANS 1/A+ standard. While the original Future Air Navigation System (FANS) 1/A navigation-and-communications standard adopted by ICAO for operations worldwide was analogue-based, the later FANS 1/A+ standard subsequently adopted

by ICAO uses all-digital communication.

FANS 1/A+ equipage for CPDLC requires VDL Mode A or VDL Mode 2 capability, and (for oceanic operations) HF Data Link capability or satcom transceiver-androuter packages that are able to receive from – and transmit to – Iridium, Inmarsat or MTSAT communications satellites. Nowadays many FANS 1/A+ compliant long-haul aircraft are equipped for all three types of communication, says Chene.

The third type of CPDLC messaging, also digital, is the protocol developed for the Aeronautical Communications Network (ATN) 1-Broadcast (1B) standard by Eurocontrol under its Link 2000+ initiative.

The ATN 1B CPDLC technical protocol is different from that used by FANS 1/A+, but operates similarly, says Renneissen.

Where CPDLC Equipage is Mandatory

While CPDLC equipage is not mandatory in most areas of the world, it is now mandatory for operations in two very highly used areas of upper airspace. Here, the CPDLC equipage must be digital, but the two mandated areas require different digital protocols, according to Renneissen.

One of the areas is the entire volume of airspace between flight levels 290 and 410 (all of the mostpreferred cruise altitudes) in the North Atlantic Mandate Area. This area includes almost all North Atlantic airspace 96 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

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south of Iceland and Greenland.

Aircraft flying at any mandated cruise level in the area must be equipped for CPDLC to the FANS 1/A+ standard.

The two air navigation service providers managing that airspace, Nav Canada and the UK’s NATS, previously allowed aircraft not equipped for CPDLC to cruise through the North Atlantic Mandate Area at altitudes above flight level 410.

However, the problem of managing those aircraft as they climb and descend through the flight levels between FL290 and FL410 is now making controllers insist the aircraft are equipped for CPDLC, says Chene.

According to Chene, the North Atlantic mandate effectively means that all aircraft not equipped with CPDLC can only fly through North Atlantic airspace at altitudes which are generally sub-optimal for fuelefficiency (and may have a higher chance of encountering bad weather), or else on longer transatlantic routings which are generally to the north of the mandate area, over Iceland and Greenland.

Those routes include the various ‘Blue Spruce’ routes designated by ATC to allow aircraft which aren’t FANS 1/A+-equipped to cross the Atlantic.

For non-equipped aircraft, particularly those flying westbound through the jetstream headwinds, the difference in routing distance could well make an intermediate fuel stop necessary, adding more time to the flight itinerary, says Chene.

The second very important area of airspace in which CPDLC equipage is mandatory is all airspace above flight level 285 in the Eurocontrol area. That represents all of the upper airspace above western Europe, including all of the airways transiting between western and southern Europe and western and eastern Europe.

Since all flights between western Europe and Asia and western Europe and Africa also route via airways in the

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“The FAA isn’t likely to make CPDLC equipage mandatory for business aircraft flying in US airspace...”

mandated area, those flights must be CPDLC-equipped too, unless they fly at sub-optimal cruise altitudes below 28,500 feet.

The EU allows some exceptions to the mandatory equipage, but most modern business jets are not excepted. What is mandatory, however, is that all aircraft equipped to the ATN-1B standard use VDL Mode 2 radios to receive and transmit CPDLC messages, says Renneissen.

CPDLC use in the United States

While CPDLC equipage isn’t mandatory in any other areas of airspace yet, that doesn’t mean it isn’t in wide use by ATC elsewhere to improve the efficiency of flight operations and airspace usage.

For instance, notes Renneissen, the FAA offers departure clearances at 62 major US airports via two types of CPDLC, one – the digital-CPDLC method – offering rather more operational flexibility than the older, analogue method.

That older method is called FAA Pre-Departure Clearance (PDC), transmitted to either the operator of the aircraft (which then prints out the clearance for the pilots), or directly to the flight deck, via an ACARS message or by means of an e-mail or text delivered to a PED through a dispatch-subscription service such as Jeppesen/Boeing’s ForeFlight service or Garmin’s Fltplan.com.

While very useful, PDC is relatively inflexible in that the FAA cannot deliver any subsequent revision of the departure clearance by text again to the same aircraft at the same airport within a 12-18 hour period. Any subsequent revisions are transmitted by voice.

The FAA’s newer, digital departure clearance method is known as CPDLC Departure Clearance, or DCL. The FAA offers the service to aircraft equipped to the FANS 1/A+ CPDLC standard and using either VDL Mode A or VDL Mode 2 rather than satcom transmission, according to Renneissen.

DCL text clearances can easily be obtained by pilots by logging on via FANS to KUSA and requesting the service.

A big advantage DCL has over PDC (which it does not replace) is that controllers can transmit revisions to the original DLC clearance digitally to the flightdeck via an updated DCL, any time before the flight departs.

Slightly confusingly, there is also another text-based departure clearance service, also known as DCL, available at 120 airports throughout the world, notes Renneissen.

Unlike the FAA’s digital DCL service, however, global DCL is transmitted by ACARS or AFIS only to aircraft equipped 98 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

to the analogue ARINC 623 ACARS aeronautical operational control standard.

Pilots must request these clearances on their multifunction display units.

The FAA isn’t likely to make CPDLC equipage mandatory for business aircraft flying in US airspace, Chene reckons, not least because thousands of smaller business aircraft remain unequipped and may never need the technology if they don’t fly in upper airspace.

However, the FAA offers another CPDLC service specifically to VDL Mode 2-equipped aircraft: en route CPDLC, a service which offers flexible updating of flight plans, re-routes and weather updates.

Renneissen says that, under its ‘Waterfall’ plan, the FAA planned to complete rolling out en route CPDLC at all its Air Route Traffic Control Centers (ARTCCs) by the end of 2020, but the onset of the Covid-19 pandemic hindered the roll-out greatly.

For now, the FAA is offering en route CPDLC at its Washington DC, Indianapolis and Kansas City ARTCCs, which allows a contiguous corridor of en route CPDLC capability across approximately half the area of the midAtlantic and mid-western US.

CPDLC Availability Grows Worldwide

While the FAA hasn’t yet been able to roll out en route CPDLC at all of its ARTCCs – and thus provide nationwide coverage for the service – Renneissen says Nav Canada’s Enroute CPDLC service for FANS 1/A+-equipped aircraft using VDL Mode 2 radios already covers all of Canada’s domestic airspace. www.AVBUYER.com

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“The increasing coverage of CPDLC service worldwide for important air traffic control functions...makes CPDLC equipage worth considering...” and piston-powered business aircraft flying in domestic US airspace, which neither regularly operate to any of the 62 airports at which the FAA offers its DCL service, nor fly in oceanic or European upper airspace.

It might never make much sense to equip many of those aircraft for CPDLC capability, particularly if—as Theisen suggests—their legacy avionics installations could make installation of the incremental capability very expensive.

What CPDLC Equipage Costs

Like the FAA, however, Nav Canada has not made CPDLC equipage mandatory for flights in Canadian domestic airspace, except for those which are also routing through the North Atlantic Mandate Area at flight levels between 290 and 410.

Elsewhere in the Americas, another huge area of busy domestic airspace might soon also see en route CPDLC coverage. Renneissen says Brazil is planning to implement domestic en route CPDLC for VDL Mode 2-equipped aircraft in the fairly near future, under its ‘Landell Project’.

Additionally, while CPDLC equipage isn’t mandatory anywhere else in the world, the capability is widely used

by FANS 1/A+-equipped aircraft flying in major areas of oceanic airspace such as the Oakland FIR, which controls most Pacific airspace and which Renneissen says is completely covered for en route CPDLC service.

The increasing coverage of CPDLC service worldwide for important air traffic control functions – such as en route real-time updating of flight plans and push-to-load reroutes – makes CPDLC equipage worth considering for owners of business aircraft who fly in areas of oceanic and upper airspace, as well as from airports which offer textbased departure clearances.

However, there are just as clearly other cases where installing CPDLC capability might not make so much sense.

For instance, there remain thousands of jet, turboprop t ad re ou Re Mo Ab

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AVIONICS

As a rule of thumb, CPDLC equipage is likely to be much cheaper in aircraft which already have modern integrated flight decks such as those in Collins’ Fusion or Proline ranges, or in Garmin’s G5000 range, says Theisen.

They either already have optional CPDLC capability built in (CPDLC can be activated simply by purchasing a software upgrade or an encrypted activation code) or any additional hardware and software required can be installed relatively cheaply.

The total cost to the owner of CPDLC equipage in such aircraft could be as low as $50k-$100k, according to Theisen. However, an older aircraft with a legacy avionics suite might require a much more customized, extensive avionics update to enjoy CPDLC capability, with costs soaring to as much as $600k or $700k, Theisen and Renneissen estimate.

Another factor bearing on an owner’s decision whether or not to invest in CPDLC capability is whether the owner wants to maximize the chances of the aircraft selling quickly, and for a premium price, says Chene. Aircraft not equipped may well take much longer to sell.

Ultimately, Raddatz and Chene argue, much depends on where, and how often, the owner wants to operate the aircraft, and the flight profiles it will typically fly.

If resale considerations and expedited clearances aren’t important, then CPDLC equipage may well make less sense.

What does make sense is for owners to discuss their plans and requirements with their trusted avionics sales representative, including their envisaged resale strategies. “Having a well-maintained aircraft with updated avionics is rarely a drawback in terms of selling,” concludes Raddatz. ❙

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AVBUYER MAGAZINE Vol 25 Issue 4 2021

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How to Build Maintenance Relationships (OEM and MRO) Ken Elliott continues his look at the relationships existing within aircraft service centers. While focused on third-party MROs, much of the interactions portrayed are similar at the aircraft OEM, especially at the service-end of that business…

ast month, we considered the relationships between MROs and their customers. Here we go behind the scenes to provide insight into how the MROs function internally.

Understanding this can be very useful to aircraft owners and managers of flight departments.

Of course, all shops are different, and compete aggressively for your loyalty. They strive for differentiators and excellence in what they do. This is all good, and a huge benefit to the operator.

However, some of those differences – who does what, when, how and why – can be subtle, and occasionally it can be glaringly obvious. When you understand that the workforce, and especially middle management and above, will regularly job search between MROs, a tendency for similar processes to migrate from one MRO to another becomes clear.

Let’s look at some of the dynamics that play out within the hangar, offices and back shops…

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MRO Internal Dynamics

Many aviation employees in the US began their career in the military and staunchly defend their marine, air force or other military branch. Other employees learned their 100 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

skills at great Universities, such as Embry Riddle, or the University of North Dakota, or from technical colleges and schools that specialize in aircraft skills.

This experience, and learning provides for a general sense of comradery on the hangar floor. Team-building and a sense of self responsibility are natural to this community. The same mindset equally creates a sense of unity within each aircraft team. In some facilities, for example, there is a deep loyalty that can be perceived by the customers, who truly appreciate it.

Apart from the people, including those who lead, the dynamics of a company’s structure and processes can make all the difference, with some companies operating like a tight ship and others less so.

Over the years I’ve noticed that, in general, departments are largely self-managed, reporting to performance metrics. As long as these metrics include customer service and training, there is a good chance of success.

Sadly, metrics are often skewed toward ‘the numbers’ and, after that, departments are on their own. For customers observing the internal dynamics of an aircraft maintenance facility, the consequences of performance metrics are in plain view. www.AVBUYER.com

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Another dynamic that is very internal is how a company communicates within. However painful it may be for late-risers, early morning meetings attended by representatives of all departments can be very beneficial.

It is during these that the complexities and fallout of scheduling truly come to light. This is the occasion for leads to speak-up and make sure everyone knows that the aircraft, now in the back of a full hangar and still on jacks, needs to be outside by a set time.

Successful companies hold such general meetings and encourage each department to hold its own such meeting, however busy they may be. In a sense, the company is level-setting for the day and ensuring each employee knows their priority for each hour.

In this age of cell phones and messaging, the tools are right at hand to enable effective communication.

Higher-level and strategic goal-setting meetings are as important as daily hangar meetings. However, companies need to ensure the messaging from these is broadcast to all employees, in a meaningful way.

That is a challenge, but it is effective. Some of those www.AVBUYER.com

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strategic messages need to propagate outside, to the customer base, so they too may feel cared about.

Companies that are ethical, and who empower their employees through adequate training, tend to be the most successful. Those that permit micromanagement and do not deal with ‘control’ leaders, tend to attract the most internal issues. These issues will be evident to customers.

MRO Internal Structure

There is nothing quite like the aircraft MRO structure in other industries. With such an expensive, yet small piece of real estate as a business jet, a lot of care and attention to detail is necessary.

Unsurprisingly, there is an emphasis on experience and qualification, at each touch point during a hangar visit. This requires tightly organized trade shops with beefed-up quality assurance (QA) and environmental health & safety (EHS) oversight.

There is very little wasted space on an aircraft. In every nook and cranny one will find something that requires service, can fail, or needing to be moved for access. Because of the complexity, and maximum

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FIGURE 1 : Departmental Mind Map of a Typical Large BizAv MRO Structure

use of space, there is significant interdependency across different skillsets.

Most MROs start with at least six departments: • • • • • •

Engines Airframe Avionics Procurement Inspection, QA & EHS Administration

From there they will grow. Below is a typical list of the departments or areas an MRO may expand into: • • • • • • • • • •

Paint Interior Electrical Window Repair Accessories Engineering Certification Ramp Services Sales & Marketing Customer Service

All departments, in turn, may further expand into separate teams, as shown in Figure 2 (overleaf).

At a higher level, some major MROs have separate business units which even keep their names and branding from before it was purchased. However, it is safe to assume that separated business units will conduct the equivalent of in-house services.

Another practice of MROs is to operate satellite facilities. The satellites are typically small and nimble, with employees who are able to multi-task, thinking on their feet. These satellites will also offer close-at-hand ‘aircraft on ground’ (AOG) services.

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Mobile Repair Teams (MRTs) that engine companies like to call ‘on-wing’. They provide a rapid response for AOG and other customer on-site requested support.

What aircraft owners need to look out for when selecting an MRO and reviewing its internal structure, is the extent of its in-house capability. So many facilities offer the veneer and not the full service. When issues and delays occur, it is often a result of what a company cannot control.

Sub-contracted or consultant services are at the mercy of the vendor providing them. As with equipment and parts, the origination process is very different up to arrival at the hangar. The other company has its own schedule, issues and ways of doing business. This is why so many MROs and OEMs acquire other businesses to fill their void of skills.

Additional Internal Dynamics

Interestingly, as companies expand, they become difficult to manage. Whatever the number of staff is, however, the dynamics can shift after a certain point, and while each team is watching their ‘store’, there may be nobody effectively ‘managing the store’.

Large MROs with different sites tend to have site leaders, and the MRO will make an effort to free that leader up to keep a close eye. The larger facilities will also have maintenance coordinators and rely heavily on Customer Service Representatives (CSRs) to take the burden of genuine customer interest and enquiry, away from the aircraft crews.

From an internal perspective, the Aircraft Leads carry a lot of responsibility, not only coordinating the work and their teams, but keeping a keen eye on the aircraft and procurement schedule, and anything that can drive delay or compromise safety.

When new employees arrive at the doorstep, wellorganized MROs require initial training, before they can so much as turn a wrench, or operate their keyboards.

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FIGURE 2 : Service Center Departments May Further Expand into Separate Teams This is another sign of an MRO functioning as it should.

That’s because the training involves ethics, safety and guidance in making responsible decisions. Often this training is targeted toward the specifics of the MRO that is hiring.

All MROs are repair stations that are approved to operate under the guidance of their respective Airworthiness Authority. As a result, the facilities will have operations manuals, outlining how they function internally and, especially, how they inspect and ensure quality.

Periodically, they are required to verify that they conduct business in the manner prescribed by their manuals. For aircraft operators it is useful to know that airworthiness authorities are more interested in MROs doing what they say they will do than following any specific government advice.

That being said, their operations manuals are written around the rules and guidance provided by the same authorities. So, maintenance standards compliance should be assured, if they follow the approved manuals of their own creation.

MRO Dynamics and Processes

Aircraft owners or operators can gain further insight into internal MRO dynamics by observing some of the MRO processes. Starting with aircraft arrival, progressing through aircraft in-work, and finishing up with delivery, you should look for consistency, accountability, and team structure.

While everyone should be prepared to ‘jump in’ as needed, well-oiled facilities have a team structure that defines roles and outlines expectations. At each stage of the work effort, the right people are in place and ready to answer to the customer for any questions, issues or concerns.

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A customer who takes advantage of a facility customer room will have a distinct advantage of daily insight into processes, and will have in-person contact to the CSRs. They will get to know the aircraft team and, in turn, will be primed to report back the immediate status of the inspection, repair or modification to their superiors and aircraft owners.

One process that is not under the control of any facility is ‘procurement’. This is because procurement is reliant upon vendors, and in a world where stock inventory is maintained to a minimum, throughout the procurement pipeline, it is easy for an unexpected delay to occur. It may be wise to discuss with your MRO how they deal with procurement, especially when the vendor cannot fulfill an obligation.

Another aspect of process is how a facility prioritizes its work. Every customer wants to assume their aircraft is getting all the attention, but the reality is far different.

More than anything, this is an area where communication and transparency are both crucial.

Customers hate surprises, and although they may not be delighted, they will be far more forgiving if informed, immediately, why nobody is currently working on their aircraft.

Customers should pay close attention to how facilities store parts of an aircraft that are removed for access or for other reasons. Space is always at a premium and the more aircraft are in a hangar, the more potential monthly revenue for the MRO. However, there should be no compromise on how expensive portions of an aircraft are identified, protected and stored.

Some MROs go to great lengths in creating storage ‘bins’ and shelves, identified by aircraft registration, because it can be very labor intensive to be searching

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“Some MROs go to great lengths in creating storage ‘bins’ and shelves, identified by aircraft registration, because it can be very labor intensive to be searching for a missing panel...” for a missing panel or very expensive to replace a damaged component.

Lastly, and in some ways the most important, is how facilities treat their employees and how they approach the need for overtime. As with pilots, where safety is key and lives may be at risk, aircraft maintenance employees and those that support them, should limit their hours and have frequent breaks.

Today, instead of dayshift technicians working 12 hours, MROs will work multiple shifts. They will allow for a ‘hand-off’ between shifts by overlapping start and finish times.

The motto of ‘who is working on my aircraft’ holds a lot of weight, and has significant meaning to aircraft owners. Each owner would like to know that technicians on their projects are well trained, healthy, refreshed and happy to be there. Red-eyed, cranky technicians are very apparent to those customers who walk the hangar floors and adjacent offices.

In Summary

When you acquire and own an aircraft you also enter into a relationship with at least one facility to help you take care of it. That relationship can make or break your ability to operate the aircraft effectively.

The MRO you decide to deal with is just as reliant on your partnership as you are on theirs. When there is a mutual partnership between an MRO and each of its customers, there will be greater efficiency, less downtime and less contested billing.

Operators who communicate, showing understanding, will find success in their relationship, while MROs who are transparent, ethical and have effective structure will find the same.

We have journeyed the internal dynamics of an MRO with the hope you will foster a better understanding between the partners, while providing an insight to the complexity of, at least, the larger MROs that business jets and turboprops frequent. T

KEN ELLIOTT is an industry 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 systems, 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.

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ACTIONABLE INTELLIGENCE FOR CABIN ELECTRONICS

G IN M N O O C SO

CABIN

I Planning a Cabin Electronics Upgrade? Where to Start

SPECIAL

I In-Flight Entertainment: Get the Best for Your Budget

INDUSTRY GUIDE

I CMS Upgrades: The Decisions that Drive the Cost

ELECTRONICS

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I In-Flight Connectivity: The Lynchpin of Your Cabin Upgrade

I Cabin Lighting: How to Optimize Work, Rest and Play I Arriving Fresh – The Best Air Filtration Systems for Retrofit

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MAINTENANCE

What’s The Value of Digitized Maintenance Records?

There are many advantages to having an aircraft's maintenance records in digital form, even if only as a back up, explains David Wyndham. raditionally aircraft maintenance records have been kept in paper form. In the US, the Federal Aviation Regulations (FARs) specify what information must be kept, and they stipulate who the authority must be to verify that the work has been done in accordance with the regulations and maintenance requirements.

All civil aviation authorities specify similar standards and requirements, so having detailed and accurate records is essential to verifying the airworthiness of an aircraft.

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For the airframe and attached components, the logbooks are a ‘cradle-to-grave’ record of the aircraft’s life.

For the engines, there is typically one logbook for each engine. Many overhaul facilities will retire the engine logbook at overhaul when they certify the engine as being returned to a like-new status. A new logbook then accompanies the overhauled engine.

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These records are a legal verification as to the airworthiness status of the aircraft, engines, and all installed components. The very best-maintained aircraft, if missing its maintenance logbooks, is not legally airworthy, and cannot be operated until its maintenance status is re-verified.

Most operators keep their maintenance logbooks in a secure location, such as a locked firesafe.

However, they cannot always be kept there – when the aircraft is getting ready for a major maintenance event, a modification, a repair, or an alteration, the records would typically be placed aboard the aircraft, since they need to accompany it to the maintenance facility.

The Need for Back-up Maintenance Records

Some operators do not secure their logbooks as well as they should, and there have been cases of logbooks being lost between leaving for maintenance and returning to its home base.

Essentially, you need a backup… www.AVBUYER.com

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Maintenance2.qxp_Finance 23/03/2021 15:44 Page 2

AVBUYER.com

The FAA has said that a simple photocopy or scan is inadequate to replace the original logs. If the aircraft is relatively young and has been maintained by a single facility that keeps perfect records, it could be possible to have that facility recreate and sign-off all the work they did.

For older aircraft, however, you may not be able to find the aviation technician who did the original work, or the facility may not keep records indefinitely. The bottom line is that a lack of complete and proper maintenance records has a significant impact on an aircraft’s value.

According to Barb Spoor, Asset Insight’s Executive Vice President & Senior ASA-Accredited Appraiser, and John Spoor, Chairman of Asset Insight, depending on the make and model of the aircraft, the loss of value could be anywhere between 10% and 50% of the full aircraft’s value.

In one instance, a high-performance single-engine piston aircraft lost 45% of its value by having missing records. A business jet may see 10-20% loss in value, www.AVBUYER.com

M

which is a significant sum. In the most extreme case, Barb and John Spoor explain, that aircraft could be at salvage value if there are no records, and you are unable to recreate the missing records and establish legal airworthiness.

To help alleviate the worry to your operation, the availability of electronic records is a relatively inexpensive and effective way to have a backup (or primary) copy. However, while a lot of people think that their electronic maintenance tracking records will suffice for the FAA as a full back-up copy of the logs, this is not entirely correct.

Maintenance Tracking vs Maintenance Record Keeping

According to Stuart Illian, Co-founder and President of Bluetail Inc., many maintenance tracking companies “basically do content creation”. He explains that they generate work cards, track life limited parts and calendar items, and forecast maintenance – but a records company like Bluetail is AVBUYER MAGAZINE Vol 25 Issue 4 2021

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MAINTENANCE

AVBUYER.com

“...the loss of value could be anywhere between 10% and 50% of the full aircraft’s value”. more of a content curator, providing a “‘back to birth’ history of the aircraft”.

The FAA has specific guidance on what qualifies for digitized maintenance records, and addresses digital signatures, electronic records and manuals, security, compliance, and verification (as found in FAA Advisory Circular AC 120-78A).

Companies which provide electronic maintenance records need to be compliant with all of these requirements if they are to provide a suitable legal digitized record back-up in the event of the original documents being damaged, lost or stolen.

More than a Back-Up

In addition to creating a fail-safe record copy, digitized maintenance records can also pay-off in other areas.

The aircraft’s owner or director of maintenance can use tags, keywords, descriptions and Optical Character Recognition (OCR) technology in order to find things faster with advanced search functionality.

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 co-founder of Conklin & de Decker. He is also Vice President, Asset Insight Consulting Services. https://www.linkedin.com/in/davidwyndham/

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Third parties can also be allowed safe and secure access to the maintenance records. Prior to starting a major maintenance event, repair, or overhaul, a maintenance facility can be given secure access to the maintenance records without needing to ship the paper logbooks.

At the time of an aircraft’s sale, the broker gets a full copy of the records for their review. And, when performing a pre-purchase inspection, the buyer can also access the records to verify the maintenance status of the aircraft.

Setting up a legal digital maintenance record can take anywhere from a few days to a few weeks, depending on the number of records to include. The costs start at a few dollars per day, and in return the aircraft owner has peace of mind. Viewed in this way, digital maintenance records could essentially be seen as “aircraft records insurance”, protecting the maintenance records, and the future value, of the aircraft. T

MAKE MORE INFORMED MAINTENANCE CHOICES with AvBUYER.com

www.AVBUYER.com

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Community News.qxp_Layout 1 23/03/2021 14:02 Page 1

COMMUNITY

AVBUYER.com

OEM Bites

C

Aerion reports that NetJets has obtained purchase rights for 20 of its AS2 business jets. Powered by engineered synthetic fuel and able to reach supersonic speeds of up to Mach 1.4, production of the jets will begin in 2023 with 300 AS2 aircraft planned for the first decade of production. https://aerionsupersonic.com

Falcon 6X Makes First Flight on Schedule Dassault’s widebody Falcon 6X has successfully completed its first flight, as planned, in the first quarter of 2021, demonstrating the maturity of the program and opening the test campaign for certification…

E

ric Trappier, Dassault Aviation Chairman and CEO, said the flight was another milestone in Dassault history, “made all the more satisfying by the remarkable efforts of the entire Dassault organization and its partners over what has been a challenging past year.

“We dedicate [this] achievement to Olivier Dassault, who died tragically recently,” he added. “Olivier was a Falcon pilot who perfectly embodied his family’s boundless passion for aviation.”

With test pilots Bruno Ferry and Fabrice Valette at the controls, aircraft s/n 01 lifted off from Dassault Aviation’s Mérignac plant near Bordeaux for an approximately, two hour and thirty minute maiden flight, which was executed per the test plan. The pilots tested handling qualities, engine

112 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

response and the behavior of key aircraft systems.

The aircraft topped out at 40,000ft and reached a speed of Mach 0.8. “The 6X flew exactly as predicted by our models. From a pilot’s perspective, it flies like a Falcon, which is to say with perfect precise handling in all phases of flight,” Ferry said afterwards.

Following the first flight, serial number 01 was scheduled to combine test activities with a hop to Istres, near Marseille, where the Dassault flight test center is located and the bulk of the testing program will take place. Falcon 6X s/n 02 and 03 are scheduled to join it in the air during the coming months.

More information from www.dassaultfalcon.com

Daher announced the French Ministry of Defense will acquire four Daher TBM 940 aircraft for use by the country’s flight test centers. Delivery of the TBM 940 fleet will begin in the summer of 2021, replacing TBM 700 versions that have been used since 1992 by the Flight Test division of the French Defense Ministry’s DGA procurement agency. www.tbm.aero

Embraer recently delivered a Praetor 500 to an undisclosed customer in Brazil, marking the first delivery of the aircraft type in the country. The Praetor 500, with an intercontinental range of 3,340 nautical miles, is the only Mid-size Jet with full fly-by-wire flight controls. https://executive.embraer.com



www.AVBUYER.com

1

JetNet April.qxp_Layout 1 24/03/2021 10:26 Page 1

TAKE A TEST FLIGHT OF THE WORLD’S PREMIER BUSINESS AVIATION RESEARCH. A JETNET subscription will provide you with original, extensive and continuous research on jets, turboprops, pistons and helicopters. Our products and services are tailored to your needs, giving you relevant results, daily. When you know more, and know it sooner, you’ll be ahead of the competition every time.

If you’re ready to take the next step, we’re here to help your business grow. Request a demo today at JETNET.com.

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Community News.qxp_Layout 1 23/03/2021 14:04 Page 2

COMMUNITY

AVBUYER.com

OEM Bites

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Gulfstream Aerospace reports that the Federal Aviation Administration (FAA) has confirmed that the Super Mid-size Gulfstream G280 meets the certifying organization’s recently tightened noise standards. Known as Stage 5, the standard lowers the noise limit for subsonic aircraft. www.gulfstream.com

King Air 260 Awarded Type Certificate Textron Aviation has achieved FAA Type Certification for its newly upgraded Beechcraft King Air 260 twin turboprop aircraft, paving the way for customer deliveries to commence in the coming weeks. nnounced in December 2020, the King Air 260 features the latest technological advancements to the cockpit and improvements to the cabin, reflecting the company’s continued commitment to making substantial investments to its current industry-leading products.

“The continual conversations we have with our customers play an integral role in the decisions we make about the design of new aircraft, as well as enhancements to our existing fleet,” said Chris Hearne, senior vice president, Engineering and Programs.

“With the King Air 260, we utilized that valuable feedback and truly elevated the flying experience for both pilots and passengers. And now, with certification complete, we are looking forward to getting the King Air 260 into the hands of so many eager customers.”

With an occupancy of up to nine, and a maximum range of 1,720 nautical

A

114 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

miles, the King Air 260 can achieve a top cruise speed of 310ktas.

King Air C90GTx/Citation Sovereign+ Production Ends

In other Textron news, the company will end production of the King Air C90GTx and Cessna Citation Sovereign+. Now that both the Citation Latitude and Longitude are certified and delivering, the withdrawal of the Sovereign+ will help “minimize overlap within this customer segment”, Textron said.

Demand for both the King Air C90GTx and Citation Sovereign+ have waned recently, and Textron Aviation says its action is based on a continuous alignment of product offerings with current and future market demand.

Textron moved to assure existing owners of the two aircraft that the models will continue to be supported by Textron Aviation’s service centers and parts operation.

More information: https://txtav.com

Leonardo delivered an AW109 Trekker light twin to FlyKomala of Indonesia, recently, marking the entrance of the type into the country’s helicopter market. The aircraft will be used by the operator to carry out a range of missions including passenger transport, utility transport, disaster relief, and emergency support duties. www.leonardocompany.com

Piaggio Aerospace says four entities replied positively to the invitation to file non-binding offers for the acquisition of the business complexes of Piaggio Aero Industries and Piaggio Aviation, the two companies in extraordinary administration operating under the Piaggio Aerospace brand. www.piaggioaerospace.it



www.AVBUYER.com

1

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COMMUNITY

AVBUYER.com

Community

Appointments Steve Hubble

Olaf Christoph joins MRO service provider SR Technics on its Business Development team. Christoph spent nearly twenty years as Sales Director for new engines and engine services at GE Aviation.

Steve Hubble recently joined the Engine Assurance Program (EAP) team as Director of Technical Engine Solutions, responsible for sales of the company’s engine programs, serving as technical liaison between customers and MROs, and delivering EAP’s signature customer service. Hubble will help expand EAP’s business into all markets, including internationally.

Cobi Lane is the new Director of Production Operations at Duncan Aviation’s Provo, Utah facility. Lane will be

Cobi Lane

Ozires Silva

responsible for leading the Airframe, Engine and Modifications production areas at Duncan Aviation’s newest full-service facility.

Matt McGinn has been announced by Duncan Aviation as a Bombardier Service Sales Representative. In this position, McGinn will assist Bombardier operators in planning for maintenance events, and providing quotes for these workscopes.

Ozires Silva, one of the founders of Embraer, has become the first Brazilian to win the Daniel Guggenheim Medal, one of the world’s most significant international awards for aeronautical engineering. T

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April 2021

116 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

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Dassault Falcon 7X April.qxp 24/03/2021 12:08 Page 1

S H O W C A S E

2013 Dassault Falcon 7X One Fortune 100 Owner Since New Serial Number: Airframe: Landings:

211 2690 1872

Engines #1 Engine PCE-CH0667: 2693 Cycles: 1873 #2 Engine PCE-CH0657: 2693 Cycles: 1873 #3 Engine PCE-CH0666: 2693 Cycles: 1873 APU s/n P-324: Honeywell GTCP36-150(FN) - Enrolled on MSP Gold Engine Type Pratt & Whitney Canada PW307A - Enrolled on ESP Platinum Maintenance Inspections Due: 12 Month/800FH Dec. 2021 & 24 Month/1600FH Dec. 2022; 1B/2B at 4683 hours; 1C November 2021. FalconCare (Parts Only) coverage. Contract Expires November 1, 2021 Exterior Overall White with Orange, Medium Blue and Green custom accent stripes (Original) Interior Beige leather seats, Beige lower sidewall, Pale Beige Ultra-leather headliner, 24K Gold Dark Aged plating (Antique), Olive Longwood Ash veneer with custom stain / high gloss (Original) Seating 13 passengers: 4-place forward club, 4-place mid-cabin dining group with opposing credenza, aft 3-place divan and opposing 2-place club, forward and aft lavatories

Avionics (EASy II Cert 4 with SB’s 301, 302, 303, 304, 305, 306, 308, 309, 310, 552, 553) Flight Management Systems (FMS) triple Honeywell EASy Central Maintenance Computer Honeywell EASy VHF Communications & VHF Data Radio – “VDR” triple Honeywell TR-866B VOR/ILS/Marker/GPS dual Honeywell DME Systems dual Honeywell DM-855 ADF Systems dual Honeywell DF-855 Mode S Transponder Systems dual Honeywell Color Weather Radar System Honeywell Primus 880 TCAS II System ACSS TCAS 3000 (w/ Change 7.1) Radar Altimeter System dual Honeywell KRA-405B Enhanced GPWS with Windshear Honeywell EASY Head-Up Guidance System (HGS) Rockwell Collins HGS-5860 Enhanced Flight Vision System (EFVS) Rockwell Collins EFVS-5860 High Frequency Communication Systems dual Honeywell KHF-1050 Additional Equipment Honeywell: triple AV-900 Flightdeck Audio Systems, SELCAL, Attitude Heading Reference System, Standby Instrument Display, SmartRunway RAAS, LSS-860 Lightning

www.dassaultfalcon.com

118 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

Sensor System. Honeywell EASy: Modular Avionics Unit (MAU), Communications Management Function (CMF). Rockwell Collins FCMS HD+: 3D Interactive Map, two (2) 22 inch HD LED monitors, 10.6 inch Plug-in HD LED monitor and receptacles, dual Blu-Ray player. Goodrich Air Data SmartProbes, Goodrich Ice Detectors Asking Price: MAKE OFFER Dassault Falcon Pre-Owned Department USA Tel: + (1) (201) 541-4556 FR Tel: + 33 1 47 11 60 71 E-mail: andrew.stark@dassaultfalcon.com

www.AVBUYER.com

Jetsense Aviation January.qxp_Empyrean 24/03/2021 12:10 Page 1

S H O W C A S E

1997 Beechcraft King Air 350 Serial Number: Registration: Airframe TT: Landings:

FL-175 SE-LLU 6670 6159

 ADS-B Out Compliant  RaisbeckNacelle Wing Lockers  FrakesExhaust Stacks  TCAS II  EU OPS 1  UNS 1E FMS  11 Passenger Interior  Basic Empty Weight: 9908 lbs  Rosen Passenger Audio and Video Entertainment –Incl Moving Map & Briefing System  Gill Lead Acid Battery STC  Enrolled on CAMP Engines Description: S/N: THSN: TCSN: THS OHI:

Left engine PT6A-60A PCE-PK0075 6545 Hours 5765 Cycles 2379 Cycles

Props Description: HC-B4MP-3 TSOH: Left: 828. Right: 828

Right engine PT6A-60A PCE-PK0072 6597 Hours 6007 Cycles 2500 Cycles

Avionics & Connectivity ADS-B Out Compliant EFIS System 1 Collins Pro Line II EFIS 85 3 Tube VHF Communication 2 Collins VHF-22C VHF Navigation 2 Collins VIR-32A FMS/GPS 1 UNS-1E Flight Director 1 EFIS 85 Autopilot 1 Collins APS-65 ELT 1 Artex ELT C406N Automatic Direction Finder 1 Collins ADF-60A Distance Measuring Equipment 2 Collins DME 42 Multi-Function Display 1 Universal MFD-640 Radio Altimeter 1 Collins ALT 50A HF Radio 1 King KHF 950 (Provisions) Cockpit Voice Recorder 1 Fairchild S-100 Traffic Collision Avoidance System 1 Collins TCAS 4000 Version 7.1 Flight Data Recorder 1 Fairchild F1000 SSFDR Transponders 2 Collins TDR-94D EGPWS 1 Honeywell Mark VIII (Class A) RVSM 1 Elliott STC SA2264CH Compliant Weather Radar 1 TWR-850 Color Radar Interior & Entertainment Year Refurbished: March 2015 at Elliott Aviation w/ new Headliner and EMTEQ Lighting Installed Number of Passengers: Eleven (11) including Belted Lav and Dual Aft Foldup Seats Lav Location: Aft (Belted) Exterior Painted at Elliott Aviation March 2015 Base Color: Matterhorn White. Accent and Stripe Colors: Flight Red and Taxiway Yellow Call for Pricing

Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 1 Golfview Rd, 2nd Floor, Lake Zurich, Illinois 60047 www.AVBUYER.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com

AVBUYER MAGAZINE Vol 25 Issue 4 2021

119

SMS 2005 Bombardier Global Express April.qxp_Heeren Cit Ultra sep 25/03/2021 12:35 Page 1

S H O W C A S E

MAKE OFFER 2005 Bombardier Global Express Serial Number: 9148 Registration: VH-LBU Airframe TT: 3,930.6 Landings: 1240  SUBSTANTIAL PRICE REDUCTION, PLEASE CALL FOR DETAILS  BATCH 3.3 AVIONICS UPGRADE COMPLETED  ENROLLED ON ROLLS-ROYCE CORPORATECARE, HONEYWELL MSP, AND SMART PARTS PLUS  EXTERIOR REPAINT AND INTERIOR REFURBISHMENT COMPLETED NOVEMBER-2015  INCREASED MTOW TO 98,000 LBS. (SB 700-11-016)  CREW FORCE MEASURING SYSTEM (SB 700-31-020)  AUTOPILOT EMERGENCY DECENT MODE (SB 700-22-003) 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) 6-Tube 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 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 Exterior BASE PAINT COLOR(S) Matterhorn White STRIPE COLOR(S) Anthrocite Grey/Silver Grey LAST PAINTED DATE November-2015 Serial number 9148 is an excellent 2 owner from new, fully programmed, up to date on all AD’s / SB’s, well cared for aircraft, in excellent condition with no known damage history.

Currently the latest model lowest time Classic GLEX available for sale.

Official ask is “Make Offer” Including 180 Month inspection, Phase 1 Ovation CMS install, and 6 months projected forward maintenance recently completed at Execujet MRO Sydney in December 2020

SMS Aircraft Suite 1108, Level 11 St Kilda Road Towers 1 Queens Road, Melbourne Victoria, 3004, Australia

120 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

Tel: +613 9863 9550 Cell: +61 417 727 727 E-mail: gsvensen@smsaircraft.com www.smsaircraft.com

www.AVBUYER.com

Mesotis April.qxp 24/03/2021 12:14 Page 1

S H O W C A S E

2006 Learjet 60 Serial Number: Registration: Airframe TT: Landings:

60-302 ES-PVP 6295 3625

• EU-OPS 1 Compliant • ESP Gold • On CAMP • Airshow 400 • 15.1“ &amp; 10,4“ TV Monitors • DVD &amp; CD Player • Microwave oven • Irridium Phone System Maintenance Aircraft on CAMP

Engines

Model TT: Cycles:

Engine #1 PW305A 6143 3531

Engine #2 PW305A 6143 3531

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 • 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 Extraordinary cabin design Eight (7+1) seats: • Fwd 2 place seating • RH 3 place divan • 2 place club seating • 1 belted toilet seat USD $1,800,000 Price Reduced

1994 Bombardier Challenger 601-3R Serial Number: Registration: Airframe TT: Landings:

5148 N580KR 10.589 7365

• ADSB out • FMS 6.1 • GE On Point (Engines) • MSP Gold (APU) Engines Engine 1: 10.515 hours / 7309 cycles Engine 2: 10.449 hours / 7220 cycles APU 7899 Hours

Avionics ADF: Dual Collins ADF-462 AFIS: Global/Wulfsberg Autopilot: Sperry SPZ-8000 IFCS Avionics Package: Collins Pro Line II Communication Radios: Dual Collins VHF-22D w/8.33 kHz spacing CVR: Fairchild A100A DME: Dual Collins DME-42 EFIS: Honeywell EDZ-815 5-tube FDR: Fairchild F1000 Flight Director: Sperry SPZ-8000 IFCS Flight Phone: MagnaStar C-2000 FMS: Dual Honeywell NZ-2000 GPS: Dual Hi Frequency: Dual Collins HF-9000 w/SELCAL IRS: Dual Honeywell LASEREF II

Mesotis Jets Thomas Thums Fleischmarkt 7/3 1010 Vienna Austria

www.AVBUYER.com

Navigation Radios: Dual Collins VIR-32 w/FM immunity Radar Altimeter: Honeywell RT-300 SATCOM: Iridium TAWS: AlliedSignal Mark V EGPWS TCAS: TCAS-II w/change 7.1 Transponder: Dual Collins TDR-94D Weather Radar: Honeywell Primus 870 Make offer

Mob: +43-67-6590-0082 Tel: +43-1-533-757216 E-mail: tthums@mesotisjets.com www.mesotisjets.com

AVBUYER MAGAZINE R Vol 25 Issue 4 2021 R

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Clip Group 2020 Bell 505 Jet Ranger X March.qxp_Heeren Cit Ultra sep 24/03/2021 12:15 Page 1

S H O W C A S E

2020 Bell 505 Jet Ranger X Serial Number: Registration: Airframe TT:

65253 SP-MRW 16

GPS / WAAS receiver VHF COM transceiver VHF NAV and glideslope receivers

 As owner, we are proud to present this BRAND NEW Bell 505  Price from Bell in this configuration  (including ferry to EU) was $1,85 m

Exterior Painted 2020 Metallic Black with Dynamic White Bell 505 logo

Airframe Delivery hours: 16 hours Dual Pilot Controls Wire Strike protection

Interior 2020 Premium interior with black leather seats Floor protectors: Baggage bay, Cockpit & Cabin A20 Bose headsets w/Bluetooth Air-Conditioning

Engine Dual-channel FADEC engine control system Auxiliary Control Unit (backup for HMU) Automatic startup Surge and flame-out protection Engine parameter recording for maintenance (BOOST compatible) Automatic cycle and flight hour counting

Location Swarzędz Gmina, Greater Poland, Poland $1,795,950 Contact: Agnieszka Hips

Avionics ADS-B Equipped Garmin G1000H™ avionics suite Integrated on PFD / MFD Traffic Information System (TIS) Moving Map Fuel and NAV range HTAWS, and Synthetic Vision System ADS-B

STS Centrum Dystrybucji Samochodów Sp. z o.o.

Swarzedz, Poland

122 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

Tel: +48 663 792 802 E-mail: agnieszka.hips@clip-group.com

www.AVBUYER.com

Marbale Universal December.qxp_Empyrean 24/03/2021 12:37 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

Location: Europe, Russian Federation

Email: KOKOLOFF@gmail.com

www.AVBUYER.com

Vasily

UK Mobile: +44 7500 5549 57 Russian Mobile +7 915 294 74 55 WhatsApp Only: +1 765 705 01 14

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M A R K E T P L A C E

Dassault Falcon 900LX

The Ritchie Group Price:

Please call

Year:

2010

S/N:

244

Reg:

-

TTAF:

3,685.1

Location: USA & Canada

Tel: +1 (314) 409-4791 E-mail: sales@jet-transactions.com REDUCED PRICE! LOW HOURS, IMMACULATE U.S. FORTUNE-500 OWNED. Heavily Optioned — 2020 Compliant with Fresh Engine MPI’s. EASy II w/ADS-B Out/FANS 1A/CPDLC and Honeywell EASy II Cert 4 Upgrade. Seller Paid PreBuy Completed At DFJ Little Rock. GoGo L5 Avance. Fully Programmed. TLSN: 1,995. Maintenance Tracking CAMP. 2016 Interior by WestStar Aviation. Passengers 14. Galley Location Forward. Forward Cabin Configuration Four (4) place executive club setting with foldout tables. ELT. Electronic Jeppesen Charts.

Uplink Weather Capability. Telescopic Tow Bar.

www.jet-transactions.com

Piaggio P-180 Avanti II

ConnectSkies Price:

USD $2,250,000

Year:

2008

S/N:

1176

Reg:

M-ONTE

TTAF:

2888

Location: United Kingdom

Eclipse 500

Eclipse Jet Price:

Please call

Year:

2007

S/N:

0000102

Reg:

N77G

TTAF:

1060

Location: USA & Canada

Beechcraft King Air 350

Peter J Norris Price:

Make offer

Year:

2001

S/N:

FL-316

Reg:

RP-C1719

TTAF:

4150

Location: Philippines

Bell 429

Kuhn Aviation Price:

Please call

Year:

2010

S/N:

57023

Reg:

-

TTAF:

1,530.8

Location: USA

126 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

Tel: +44 (0)795 892 5295 E-mail: alex@connectioskies.com ConnectSkies are proud to exclusively represent this beautiful, low timed and very well maintained. Piaggio P180 Avanti II with only 2888 Hrs since new. Since being registered on the Isle of Man registry, M-ONTE has been maintained under a single MRO. Contract with Thurston Aviation. All its history/logs are thereby easily accessible for review. M-ONTE. is currently based in Nice (LFMN). The cabin has also been very well cared for with a refurbishment approximately 2 years ago. With little utilisation, it feels like new. A visual inspection of the cockpit and the airframe will quickly show that its crew have been particularly caring for her with no signs of age at all.

She comes with no accidents and fully fitted with an up to date Rockwell Colins IFIS 5000 and ProLine 21 Avionic Suite, with LNAV-VNAV capability.

Tel: +1 (619) 630 7153 E-mail: aircharter2063@gmail.com LX Edition with Diablo Interior. Exterior Paint: White with Burgundy and Silver striping. Version 2.08 IFMS Software. Dual Pilot Package and 135 Quick Don Mask. PPG Glass Windshields. 40 Cubic Foot Oxygen Tank. RAS High Capacity Batteries. TAS Skywatch System (Traffic Avoidance). TAWS (Terrain Avoidance). Color Weather Radar. Iridium Satellite Phone. Flown by ATP Pilot/Owner since new. Eclipse Factory / Service Center Professionally Maintained. Fresh 48 Month Inspection, next due May 2024

Tel: +61 412 874 263 E-mail: aircraftfinder@hotmail.com Immculate 2001 King Air 350. RP-C1719.Total Time Since New: 4115 Hours. Engines: P&W PT6A-60A 1050 SHP (3,600 Hour Overhaul Intervals) 500/500 SMOH by DAM. Avionics: Garmin Avionics installed new at American Aviation - Completed June 2018. Pilot Screen: Garmin 10” Nxi. Copilot Screen: Garmin 10” Nxi. MFD: Garmin 15” Nxi. Autopilot: Garmin GFC 700 3 axis.

Weather Radar: Garmin GWX 70. Int: Immaculate New 2018. Ext: Immaculate New 2018. Raisbeck Dual Aft Strakes, and Wing Lockers. Remarks: Very nice tidy aircraft. Heaps of time on the engines, TCAS II & FDR for EU Ops

Tel: +1 (703) 665 3000 Email: info@kuhnaviation.com 100% JSSI on Engines, Airframe, Avionics & Parts. MAG VVIP “SILENS” Interior. SIL 4 Noise Reduction. Dual Pilot IFR. 4th Axis Autopilot. Dual Evaporator Air Conditioning. Inlet Barrier Filter. Airframe: Total Landings Since New 3,251. Entry Into Service Date Dec. 27th, 2010. Home Base KJYO - Leesburg, VA. Maintenance Tracking CAMP. Certification Part 91.

Avionics: Dual Pilot IFR. 4th Axis Autopilot. Garmin GNS 530 NAV/COMM/GPS. HTAWS. 3rd Display. ELT (C406-N HM).

Radar Altimeter (KRA 405B). ADF (Honeywell KR 87)

www.AVBUYER.com

P126-129.qxp 25/03/2021 11:24 Page 2

Bombardier Learjet 36A

Leonard Price: Year: S/N:

M A R K E Tel: +1 (806) 662 5823 T Hudson Drilling Email: ronfernuik@hotmail.com P L USD $695,000 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

Would consider trade for KingAir 200/300 Price Reduced

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

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

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

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

McDonnell Douglas 902 Explorer

DynamicPitch Ltd Price:

Please email

Year:

2002

S/N:

900-00103

Reg:

G-CIOS

TTAF:

2900

Location: United Kingdom

McDonnell Douglas 902 Explorer

DynamicPitch Ltd Price:

Please email

Year:

2007

S/N:

900-00121

Reg:

G-HMDX

TTAF:

3600

Location: United Kingdom

www.AVBUYER.com

Tel: +44 (0)794 359 1121 Email: bobby@dynamicpitch.net A well specified MD902 Explorer helicopter in excellent condition.

PWC PW207E Engines. Category A, Single Pilot. IFR Certified.

NVIS Certified. EMS/Multirole Configuration. The aircaft can be specified, painted or modified to the new owners exact specification. A Spares package and ongoing maintenance/spares support also available.The MD902 Explorer posseses No Tail Rotor (NOTAR) Technology, an ultra smooth rotor system with plenty of ground clearance, spacious cabin, and powerful Pratt & Whitney engines. All resulting in a supremely capable and cost effective helicopter. The true definition of a multi-role helicopter, this MD902 Explorer is a worthy addition to your helicopter fleet

Tel: +44 (0)794 359 1121 Email: bobby@dynamicpitch.net This distinctive looking, later serial number MD902 Explorer helicopter is in excellent condition and ready to fly. The aircaft can be specified, painted or modified to the new owners exact specification. A Spares package and ongoing maintenance/spares support is also available.

PWC PW207E Engines. Single Pilot, Category A IFR Certified. NVIS Certified. Utility / Air Medical Interior. The MD902 Explorer posseses No Tail Rotor (NOTAR) Technology, an ultra smooth rotor system with plenty of ground clearance, spacious cabin, and powerful Pratt & Whitney engines. All resulting in a supremely capable and cost effective helicopter. The true definition of a multi-role helicopter, this MD902 Explorer is a worthy addition to your helicopter fleet.

AVBUYER MAGAZINE R Vol 25 Issue 4 2021 R

127

P126-129.qxp 25/03/2021 11:24 Page 3

M A R K E T P L A C E

Tel: +1 516 658 1847

Bristell LSA

Bristell LSA 915 Turbo 141 HP 1500 FPM Climb - 160 KTS True Airspeed at 18,000 feet Call Lou www.sportflyingusa.com

Airbus/Eurocopter AS 365N-2

Price:

€550,000

Year:

1995

S/N:

6494

Reg:

I-CGFE

TTAF:

7757

Location: Italy

Airbus/Eurocopter AS 350B-2

Tel: +39 (0) 856 922 725 E-mail: angelo.rinaldi@hoverflysam.it

Angelo Rinaldi

CERTIFICATIONS: I.F.R. Single Pilot – CAT”A”. EQUIPMENTS: Emergency Floatation Gear Fixed Parts + Removable Parts (SLL Reached).

OPTIONALS: Air Conditioning System. LAST MAIN INSP. PERFORMED (at EASA Part 145 Approved Maintenance Organization) • 600FH/24M Inspection (Airframe) April 2017 at 7435 FH • 1200FH/48M April 2017 at 7435 FH • 72 M (Airframe) April 2017 • 600FH Engine_1 at 7157FH• 600FH Engine_2 at 6963FH. BASIC CONFIGURATION Standard cabin configuration Helicopter powered by 2 Turbomeca Arriel 1C2 engine BASIC ADDITIONAL EQUIPMENTS - Pilot/Copilot Headphone Set - Magnetic Particle detector System - Portable Extinguisher - First Aid Kit - Pilot and Copilot seats with 3 point Restraint/Harness. PRICE REDUCED

Tel: +44 (0)151 448 0388 E-mail: mtonks@helicentre.com

Helicentre Liverpool Price:

Please call

Year:

1999

S/N:

3187

Reg:

G-OGUN

TTAF:

2905

A well appointed AS350B2 operated on AOC. 4 rear seat configuration with dark blue leather interior. Night light.

Radalt. HSI. SFIM autopilot 2 axis. 2 x 8.33 nav/comm.

ELT. Skymap IIIC. Dual wipers. Date of refurbishment 2016.

Float hardpoints fitted

Location: United Kingdom

Airbus/Eurocopter BO 105

Tel: +49 (0) 291 952 7570 E-mail: info@klassen-aviation.com

KLASSEN AVIATION Price:

€99,000

Year:

1974

S/N:

S-121

Reg:

-

TTAF:

16408

The helicopter is without engines and tandem hydraulic. The offered retail price is offered without the engines. The engines are offered separately.

Location: Germany

Beech Premier IA

AUGSBURG AIR SERVICE

Tel: +49 821 7003 143 E-mail: sales@aas-augsburg.de

Price: Year:

2011

S/N: Reg: TTAF:

EU-Reg, Engine TSOH 1500 hrs / 500 hrs, Pro Line 21, 2x TDR94-D XPDR, ADS-B, Single Point Refueling, Ground Aux Heating, Engines on TAP Blue, Avionics on CASP!

4200

Location:

128 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

www.AVBUYER.com

P126-129.qxp 25/03/2021 13:53 Page 4

Asaph at

Bell 206 L1/C30P

Price: Year: S/N:

M A R K E Tel: +1 (604) 767 8411 T AMF Holdings E-mail: afipke@mac.com P L $695,000 Nicest Longranger on the planet! Perfect executive private A aircraft. New 250-C30 Turbine and Van horn tail rotor with very C 1980 low component hours. Log books from new. Beautiful paint with E custom leather throughout. New restraint harnesses and newly 45448

Reg:

C-FFVA

TTAF:

10500

Location: Canada

Aircraft Spare Parts

Wheels, Starters, Brakes, etc.

Outright and Exchange

plated door, buckles and vent hardware throughout. New cockpit, leather dash, console with new radios, Garmin GPS and TCAS anti-collision installed. . All new windows, wire-strike, high skids, LED lighting,bear paws, dual controls, snow defectors, long line hook. and ground wheels

Par Avion Ltd

Cessna, Learjet, Hawker, Westwind, Falcon, Gulfstream, Global Express

FALCONS • HAWKERS • LEARS

Tire Inflation Cage, Hydraulic Wheel Dolly, Lav Cart Brake Bleed Kits, O2 & N2 Single Bottle Carts, Socket Kits Mobile A/C Cart, Oxygen Fill Adapter, Jack Adapters

www.paravionltd.com

Manufacturer of Select GSE & Speciality Tooling Preowned GSE also available

www.AlberthAviation.com

Buy * Sell * Trade

SALES • ACQUISITIONS • CONSULTING

832-934-0055

The best aircraft for sale search anywhere, everywhere - on pc, smartphone and tablet Advertiser’s Index 1st Source Bank.................................................. 73

Duncan Aviation ......................................... 26 - 27

Jet Sense Aviation ............................................ 119

Action Aviation ..................................................... 53

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Jet Values .............................................................. 57

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ElliottJets .............................................................. 49

Leading Edge Aviation Solutions..................... 77

Aircraft Blue Book............................................... 73

Engine Assurance Program .............................. 21

Lone Mountain Aircraft Sales........................... 39

Airline Transport Professional........................... 57

Freestream Aircraft..................................... 22 - 23

Marbale Universal ............................................. 123

Aradian Aviation .................................................. 67

General Aviation Services ................................. 17

Mesotis Jets ....................................................... 121

Avpro ..................................................................... 55

Global Jet Capital ............................................... 71

OGARAJETS ....................................................... 35

Bose ...................................................................... 89

Global Jet Monaco .......................................... 5 - 7

Pratt & Witney ................................................... 105

Eagle Aviation ...................................................... 33

Gogo Business Aviation .................................... 97

San Marino Aircraft Registry............... 1, 58 - 59

Central Business Jets ..................................... 131

Hatt & Associates.................................................. 9

SMS Aircraft ...................................................... 120

Clip Aviation ...................................................... 122

Jetbrokers.............................................................. 45

Sparfell & Partners ..................................... 14 - 15

Concorde Battery .............................................. 93

Jetcraft Corporation ......................... 18 - 19, 132

Stevens Aerospace.......................................... 103

Dubai Airshow .................................................. 117

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The Jet Business......................................... 10 - 11

Dassault Falcon Pre-Owned ........................ 1 - 3

JETNET ............................................................... 113

The Private Jet Company................................... 79

Dassault Falcon ............................................... 118

Jet Management Group .................................. 111

The Registry of Aruba ....................................... 63

PROUD MEMBERS OF

British Business & General Aviation Assoc. • British Helicopter Assoc.• European Business Aviation Assoc. • International Aircraft Dealers Assoc. • National Aircraft Finance Assoc. • National Business Aviation Assoc.

AvBuyer (USPS 014-911), January 2021, Vol 25 Issue No 1, 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 25 Issue 4 2021 R

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Aircraft For Sale • AIRCRAFT • HELICOPTERS

PAGE

AIRCRAFT

AIRCRAFT

AIRBUS

CESSNA Citation

A318 Elite . . . . . 5 A319 VIP . . . . . . 5

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 22 BBJ3 . . . . . . . . . 18 787-8 VIP . . . . . . 22 787-9 . . . . . . . . . 132

BOMBARDIER Global 5000 . . . . 18, 19, 55, 132 Global 6000 . . . . 5, 6, 11, 18, 19, 77, . . . . . . . . . . . . . . . 132 Global 6500. . . . 5 Global Express . 120 Global Express XRS. 5, 7, 10, 11, 19, . . . . . . . . . . . . . . . 55, 132

X . . . . . . . . . . . . . 31, 123 XLS . . . . . . . . . . . . 49 XLS+ . . . . . . . . . . . 33, 67 CJ1. . . . . . . . . . . . . .43 CJ2+ . . . . . . . . . . . .15 CJ4. . . . . . . . . . . . 15 Encore . . . . . . . . 27 Excel . . . . . . . . . . 15, 17 Grand Caravan EX. 19 Sovereign. . . . . . 17, 33, 49 Sovereign+ . . . . 49 Ultra . . . . . . . . . . . 14, 55 340A RAM VI . . . 33

CIRRUS SF50 . . . . . . . . . . 39 SF50G2 . . . . . . . 39

DASSAULT FALCON

Challenger 300 . . . . . . . . . . . 17, 132 601 3A/ER. . . . . 45 601 3R . . . . . . . . 121 604 . . . . . . . . . . . 18, 77 605 . . . . . . . . . . . 10, 19, 27, 132 650 . . . . . . . . . . . 18 850 . . . . . . . . . . . 5

Learjet 31 . . . . . . . . . . . . 31 31A . . . . . . . . . . . 27, 45 36A . . . . . . . . . . . 127 40XR . . . . . . . . . . 35 45 . . . . . . . . . . . . 55 45XR . . . . . . . . . . 9, 26, 27, 31 60 . . . . . . . . . . . . 19, 121 60SE . . . . . . . . . . 123 75. . . . . . . . . . . . . 19, 55, 132

BRISTELL LSA 915 Turbo . 128

PAGE

6X . . . . . . . . . . . . 43 7X . . . . . . . . . . . . 2, 3, 5, 19, 23, 43, . . . . . . . . . . . . . . . 55, 118, 123, 132 8 X. . . . . . . . . . . . 3 20F-5BR . . . . . . . 49 900B . . . . . . . . . . 19 900EX EASy . . . 2, 55 900LX . . . . . . . . . 10, 19, 126, 132 2000 . . . . . . . . . . 17, 26 2000EX. . . . . . . . 123 2000EX EASy . . 26 2000LXS. . . . . . . 2 2000LX . . . . . . . 19, 33, 132

ECLIPSE 500 . . . . . . . . . . . 126

EMBRAER Legacy 500 . . . . 79 Legacy 600 . . . . 14, 19, 132 Legacy 650 . . . . 14, 15

AIRCRAFT

PAGE

Lineage 1000 . . 14, 123 Phenom 100 . . . 49 Phenom 100E . . 43 Phenom 300 . . . 14, 17, 26, 49, 53, . . . . . . . . . . . . . . . 67

GULFSTREAM III . . . . . . . . . . . . . 77 IV . . . . . . . . . . . . . 15 IVSP . . . . . . . . . . 9, 55, 67 V. . . . . . . . . . . . . . 67, 77 150 . . . . . . . . . . . 45 200 . . . . . . . . . . . 19, 55, 77 280 . . . . . . . . . . . 49, 123 450 . . . . . . . . . . . 5, 23, 43, 55, 67, 77, . . . . . . . . . . . . . . . 131 500 . . . . . . . . . . . 123 550 . . . . . . . . . . . 5, 11, 19, 55, 67, . . . . . . . . . . . . . . . 132 650 . . . . . . . . . . . 5, 14, 23, 132

HAWKER BEECHCRAFT King Air 200XPR . . . . . . . 45 350 . . . . . . . . . . . 33, 67, 119, 126 350i . . . . . . . . . . . 9 B200 . . . . . . . . . . 67 C90GTi . . . . . . . . 67 E90 . . . . . . . . . . . 33

Beechcraft 1900D . . . . . . . . . 43 Premier IA . . . . . 128

AIRCRAFT

PAGE

PIAGGO P180 Avanti EVO. . .43, 126

PILATUS PC12 NG . . . . . . 77 PC12/47E. . . . . . 19

SOCATA TBM 700B . . . . . 33, 39 TBM 850 Elite . . 39

HELICOPTERS AIRBUS/ EUROCOPTER AS 350B-2 . . . . . 55, 128 AS 365N-2 . . . . . 128 EC BO 105. . . . . 128 EC 120B . . . . . . . 67 EC135T2 . . . . . . 67

AGUSTAWESTLAND AW109E Power . 15 AW109S Grand. .15 AW109SP. . . . . . 19, 132

Hawker 400A . . . . . . . . . . 31, 45 800A . . . . . . . . . . 45 800XP . . . . . . . . . 15, 27, 31, 49, 67 850XP. . . . . . . . . 79 900XP . . . . . . . . . 67 4000 . . . . . . . . . . 9, 79

BELL 206 L1/C30P. . . 129 212 . . . . . . . . . . . 127 412EMS . . . . . . . 127 412EP . . . . . . . . . 67 429 . . . . . . . . . . . 126 505 . . . . . . . . . . . 122

NEXTANT 400XT . . . . . . . . . 19, 132 400XTi . . . . . . . . 3,

MD 902 . . . . . . . . . . . 127

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

Copy date for the May 2021 Issue - Wednesday 14th April 2021

130 Vol 25 Issue 4 2021 AVBUYER MAGAZINE

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CBJ April.qxp_CBJ November06 24/03/2021 10:18 Page 1

General Offices

Germany Office

Minneapolis / St. Paul TEL: (952) 894-8559

TEL: +49 151 15295243

E-MAIL: julian@cbjets.com

FAX: (952) 894-8569 EMAIL: INFO@CBJETS.COM

2012 Gulfstream G450 SN4263

2014 Gulfstream G280 SN2039

Gulfstream Maintained – 8C Heavy Check 07/20, RRCC, HAPP, ASC 912C – PlaneView software update, ASC 037B – Synthetic Vision System 2.0, Near Perfect Paint & Interior, GOGO Wi-Fi, HD710 High Speed Data, 8 Monitors with DVD & Blu Ray

Single owner since new, Enrolled in all Programs (Honeywell MSP Gold & Gulfstream Planeparts), 1744 Hours, 568 Landings, 4 Year Heavy Check completed at Gulfstream Appleton, FANS/CPDLC, ADS-B, WAAS/LPV, Well maintained, 9 place interior

Embraer Lineage 1000E SN190-00611

2015 Falcon 7X SN267

Only 1324 Hours and 562 Cycles Since New; Preferred 19 Passenger Interior, World Wide Ready, Transferrable Warranty and Maintenance Programs

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 / Etc…

D L SO 2003 Falcon 2000EX SN14

2004 Falcon 900C SN199

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)

Primus 2000XP Avionics Suite, Triple IRS, Aircell ATG 4000, Honeywell SATCOM, FANS-1A/CPDLC, WAAS/LPV, ADS-B Out

Citation X SN281

2005 Lear 60SE SN282

Honeywell Primus Elite DU-875 LCD Displays, Engines on Rolls Royce Corporate Care, Winglets, WAAS (Wide Area Augmentation Service), ADS-B Out, XM Weather, Airshow 4000, AGT-4000 GoGo with Talk & Text, Aircell Axxess II Iridium Satcom System

Artex 406 ELT w/ Nav Interface, WX 1000E Stormscope, Lightning Detection System, Ice Detection System, Extended baggage space, WAAS/LPV, Collins ADS-B Out

www.cbjets.com

The smoothest connection to your next aircraft.

2015 BOMBARDIER LEARJET 75 S/N 45-527 • 909 Hours; 686 Landings • Garmin G5000 Avionics Suite • Iridium with ATG 5000 Broadband

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.

2014 DASSAULT FALCON 900LX S/N 276 • 2,316 Hours; 1,111 Landings • Fully Enrolled on Maintenance Programs • Fresh C-Check at DAS, Le Bourget

2008 BOMBARDIER CHALLENGER 300 S/N 20218

2011 GULFSTREAM G550 S/N 5344

• 4,847 Hours; 2,473 Landings •E ngines & APU on Honeywell MSP Gold •A DS-B Out V2 & Link 2000+ Equipped

• 2,296 Hours; 558 Landings • A irframe & APU Enrolled on Programs • Enhanced Navigation

2012 BOMBARDIER GLOBAL 5000 S/N 9449

2011 AGUSTA AW109SP 2015 BOEING 787-9 2011 CHALLENGER 605 2013 GLOBAL 5000 2013 GLOBAL 5000 2017 GLOBAL 6000 2008 GLOBAL XRS 1997 FALCON 900B

2010 FALCON 900LX 2008 FALCON 2000LX 2016 FALCON 7X 1995 LEARJET 60 2012 GULFSTREAM G550 2008 LEGACY 600 2014 LEGACY 600 2012 NEXTANT 400XT

2015 BOMBARDIER GLOBAL 6000 S/N 9603 • 3,461 Hours; 786 Landings • On Airframe, Engine & APU Programs • Delivered with US CofA

ALSO AVAILABLE

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

• 1,839 Hours; 1,099 Landings • Engines & APU Enrolled on JSSI • Crew Force Measurement System

ALSO AVAI L ABL E

I N FO @ JETC RAF T. CO M

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JETCRAFT HAS ONE OF THE LARGEST INVENTORIES IN THE INDUSTRY. Use the QR code or visit Jetcraft.com/Inventory to view our full list of available aircraft.

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