AvBuyer Magazine July 2021

FC Rolls Royce July.qxp_FC December 06 24/06/2021 09:23 Page 1

Volume 25 Issue 7 2021

™

ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION

THIS MONTH Jet Comparison: Gulfstream G600 vs Dassault Falcon 8X Market Insights: Steve Varsano, The Jet Business Residual Values – The Hidden Cost of Business Jets See pages 2 - 4 & 9 MRO flip section for further details

Fli M pO RO ve In r to du R st ea ry d Gu ou id r e

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Editor Welcome.qxp_JMesingerNov06 23/06/2021 10:16 Page 1

Guest Editor’s VIEWPOINT Rollie Vincent JETNET iQ

Mid-2021 Waypoint Check

M

oving past the mid-point of 2021, it seems appropriate to assess our position as an industry; as organizations within the industry; and as individual contributors.

Industry

As an industry, there are many tangible reasons to celebrate our recovery from the depths of the COVID-19 induced crisis.

Pre-owned business aircraft sales volumes were at all-time highs in Q4 2020, as we somehow managed to satisfy customer demand despite limited – then shrinking – levels of inventory.

In the new aircraft market, shipment volumes to customers ended the year down by about 20%, Year-Over-Year (YOY). In context, that’s a rather strong performance given factory furloughs, supply chain disruptions, and unprecedented logistical challenges that inhibited or denied in-person meetings, wreaking havoc on pre-purchase inspections, contract negotiations, specification meetings, and that allimportant ‘signatures and exchange of keys’ meeting at the point of delivery.

Order backlogs at the ‘Big Five’ business aircraft OEMs fell about 18% in value in 2020, YOY, which was a disappointment after the decade-awaited gains that were seen in 2019. But the backlogs still represent about 1.5 years of total production at 2020 delivery output levels.

To put things into perspective, US business jet cycles (take-offs and landings) were down 23%, YOY, on a consolidated basis, but down 33% YOY for international operations.

In the commercial airline industry, Airbus deliveries were off 34% in 2020 versus 2019 as the airline industry felt the full brunt of COVID-19 travel disruptions. The International Air Transport Association (IATA) reported that commercial airline industry demand, as measured by revenue passenger kilometers (RPKs), fell by 66% in 2020, and 76% for international passenger traffic. IATA referred to 2020 as a “catastrophe”.

To summarize: while Business and General Aviation (B&GA) was subjected to COVID-19’s hurricane gale, the sector fared much better than the commercial airline industry in weathering the worst disruptions in 2020.

In fact, our latest indications from the Q2 2021 JETNET iQ Survey suggest that the overall sentiment of business aircraft owners/operators has now fully recovered from the nadir of Q2 2020 and is at the highest level we have yet measured.

This bodes well for industry activity and demand in H2 2021 and beyond. With multiple metrics that JETNET iQ monitors now clearly “in the green”, we have recently increased our 10-year outlook for new business jet deliveries, particularly in the latter half of the outlook period.

Tempering the near-term outlook are lingering challenges with international vaccine distribution; air travel restrictions; trans-border quarantine requirements; and consumer and business sentiment that are reflections of the reality of our global and interconnected industry.

While we are bullish about an industry that has recovered so well already, we are mindful that not all industry sectors, segments, and regions are experiencing the benefits of our climb-out from the COVID-19 black swan, and the associated economic recessions.

Organizations

Whether large or small, organizations have had to make major adjustments to the way they operate and interact with their customers, suppliers, and employees. In a very short period of time, organizations had to adapt to a very harsh reality of COVID-19 protocols that changed everything, almost overnight.

The wise amongst them have not “wasted a good crisis” and almost immediately seized the opportunity to reimagine the way they operate and interact with their key stakeholders. While some activities are in-person almost by definition, other roles are now seen more clearly as potential “work from anywhere” activities that are actually being performed at lower total costs, with higher quality and productivity.

While the jury is still out regarding whether these organizational benefits are sustainable in the longer-term (virtual team building, anyone?), in the short-term they are unexpected, nice-to-have benefits to the bottom line to take out at least some of the COVID sting.

Individuals

As individuals, I am convinced that in-person relationships give meaning to our work and are at the core of our professional and personal development.

While I have great respect for the electronic tools that we rely on every day to keep us connected and informed, I am not alone in feeling ‘Zoomed out’; the sooner we get back to in-person meetings, the better for our industry, our organizations, and our people. ❙

Rollie Vincent is the Creator and Director of JETNET iQ. With almost 40 years in the aviation industry, he partnered with JETNET in 2010 to create JETNET iQ. Mr Vincent is also chair of the Transportation Research Board’s Standing Committee on Light Commercial and General Aviation, and is the President of Rolland Vincent & Associates, a consultancy focused on aviation market research, strategy, and forecasting. More information from www.jetnet.com

4 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

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Contents JULY.qxp 23/06/2021 17:11 Page 1

Vol.25 Issue 7

Contents

2021

Guest Editor

Rollie Vincent, JETNET iQ

4

Market Indicators

Trends and Observations from Leading Business Aviation Analysts

12

Market Insights

Interview With Steve Varsano, The Jet Business

34

Buying & Selling Aircraft

What to Know When Buying Repossessed Jets

38

Residual Values: The Hidden Cost of Business Jets

42

Ownership

What are the Hardest Aircraft to Insure Today?

48 52

Privacy Considerations for Aircraft Owners (Part 1)

56

How Private Jet Cabins Impact Your Performance

Aircraft Price Guide

Light Jet Aircraft Values

65

Jet Comparison

Gulfstream G600 vs Dassault Falcon 8X

68

Flight Department Management

How to Plan Resources for a Second Pilot

76

Avionics

80

Avionics 101: How do Avionics interface with the Aircraft’s Systems?

88

OEM News and Industry Appointments

94

Showcases

101

Marketplace

105

Advertisers’ Index

106

Aircraft for Sale Index

Community News

• What’s the Latest on the Beechcraft King Air Markets?

I The Cost vs Benefit Choices of an Overhaul

SPECIAL

I Why and How to Cover Older Jet Engines

INDUSTRY GUIDE

I Three Signs it’s Time for a New Cabin System

JULY 2021

10 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

I How to Select the Right Level of Engine Coverage I What are Your Cockpit Upgrade Priorities?

I Cut Refurbishment Costs Without Cutting Quality I How to Refurbish for the Long Term I Sponsored: Pearl Engine Family - Beautifully Designed, Brilliantly Engineered

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

Emma Davey emma@avbuyer.com

• Flight Panel Retrofit: How to Declutter Your Cockpit

MRO

Editorial Contributor (USA Office) Dave Higdon dave@avbuyer.com

AVBUYER.COM Jayne Jackson jayne@avbuyer.com

Next Month

ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION MRO

EDITORIAL Commissioning Editor Matthew Harris +44 (0) 20 8939 7722 editorial@avbuyer.com

Read our MRO Special Industry Guide starting from the back cover of this edition

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MarketIndicators.qxp_Layout 1 22/06/2021 15:15 Page 1

MARKET INDICATORS

Business Aviation Market Overview Pre-owned aircraft sales aren’t all about North America anymore, says Brian Foley, Editor, Market Insights. orth America has been stealing all the headlines lately regarding pre-owned sales activity. The rest of the world were largely by-standers as North America gobbled up 82% of all recorded pre-owned jet transactions in 2020, according to AMSTAT data.

While there’s been a good run, with momentum expected to continue throughout 2021, there’s now good reason to believe that markets in the rest of the world will begin to make a comeback, becoming more of a force.

One point does not make a trend, but 2021 year-todate (YTD) transaction data indicates the pendulum has begun to swing the other way, with North America accounting for 77% of transactions thus far, down a full five percentage points from 2020.

The decrease could actually be greater, since registrations are picked up and recorded faster in North America than from some of the far-flung emerging markets.

N

12 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

A Short-Term Trend?

There are factors that could support why this is happening, and why they may not just be short-term influences, but rather could be with us for the foreseeable future.

Emerging markets, which had previously been clobbered by declining commodity prices, are now seeing a resurgence. The economies of these countries often depend on natural resources including oil, metals, and agricultural products.

These commodities have been more in demand as the world re-opens, causing prices to rise and resulting in local prosperity, allowing private jet purchases.

There’s certainly pent-up demand in these regions who have waited patiently for things to improve, while North America has already had a couple of years to satisfy the insatiable appetite for pre-owned jets.

The crazy levels of stimulus piped into the US economy has likely already enabled and emboldened

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AVBUYER.com

North American Pre-Owned Transactions %

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.

customers to buy, meaning those with the need and desire for an aircraft may have already done so.

Further, the US Dollar has been falling steadily since the pandemic took hold. Since March 2020 it has fallen close to 15% against foreign currencies, and is at its weakest levels since early 2018. This makes buying a pre-owned jet in foreign markets less expensive since many assets are priced in dollars.

Global Covid Impact: Whereas the US is blessed to have largely turned the corner on the Covid-19 pandemic, there are other areas of the world that are at, or have yet to reach, their peak. At least in the short-term, firsttime buyers seeking to avoid public air travel in these regions could stoke demand, similar to that seen in the US in 2020.

Historical Precedent: Then there’s the matter of common sense and historical precedent. First, it’s not reasonable to expect the North American region, where ‘just’ 66% of the worldwide business jet fleet is based, to continue to account for 82% of all global preowned transactions; there’s just too big of a disconnect there.

Secondly, 82% is outside the range of normalcy, which has averaged 76%

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over the past 15 years.

Then there’s the mid-2000’s when many of the overseas markets, such as China, were just discovering Business Aviation and decreased North America’s share of pre-owned transactions to 63%, almost a full 20% below 2020’s peak.

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/

Don’t Discount North America Yet…

Despite this shift, one should not discount the North American market since it’s still expected to be robust for the foreseeable future – just not as strong as in 2020.

Rather, consideration should be given to positioning oneself in expectation of a pickup in non-North American sales, whether that’s a region you already have a presence in, or where a presence needs to be developed.

There are good tools to boost offshore presence, such as AvBuyer; Business Aviation conventions; an expanded salesforce; partnering with local agents; or other marketextension methods. Whatever the case, now is a good time to strategically plan for a market shift towards more international sales volume.

MI www.brifo.com

“...year-to-date (YTD) transaction data indicates the pendulum has begun to swing the other way.” 

page 16

AVBUYER MAGAZINE Vol 25 Issue 7 2021

13

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2009 OFF MARKET 2009 HAWKER 900XP • Serial Number: HA-0090 • TT: 2,610.5 • Total Landings: 2009 • FDR & CVR • ADS-B Out & RVSM

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MARKET INDICATORS

AVBUYER.com

Global Flight Activity – May 2021 May was a strong recovery month for global aviation activity, according to WINGX, with total fixed wing activity up by 166% Year on Year (YoY), but down by 37% compared to May 2019. Business Aviation activity in May 2021 was less than 1% off May 2019.

For the year so far, almost 2.5 million business jet and turboprop sectors accounted for 23% of all fixed-wing activity, with fixed-wing Business Aviation activity trailing the comparable five-month period of 2019 by less than 5%. In contrast, global airline sectors were still almost 50% down compared to 2019.

United States

Memorial Day weekend saw a substantial increase in Business Aviation flight activity, with 32,000 flights in the Friday to Monday period (compared to just 17,000 in 2020). This year’s holiday even racked up 4,000 more departures than 2019’s Memorial weekend.

The most popular destinations were Nantucket; Martha’s Vineyard; Las Vegas; Saint Simons; Albuquerque; Miami-Opa Locka; and Westhampton Beach.

At the regional level, the US continued to see a very strong recovery in the Southeast, with Florida the busiest global hub. Florida saw almost 50,000 more Business Aviation departures in May than Texas, the next busiest state.

•

• •

•

Business jet and turboprop activity out of airports in Florida was 34% ahead of May 2020, and 18% ahead of May 2019.

New Jersey was the only ‘top ten’ state not to be ahead of 2020 activity this year.

Apart from Florida, both Colorado and Arizona saw more Business Aviation arrivals in May 2021 compared to May 2019.

Part 135 and Part 91K activity were setting new YTD records as of May, being busier than they were in 2019. Private activity is still lagged, though.

Western Europe

The European Business Aviation recovery was proving slower, but in May was starting to pick up pace. Flights

16 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

were up by 30% in May compared to 2020 levels, but were still 17% below 2019.

• • •

Spain was the biggest market to see May 2021 levels surpass 2019.

The bigger markets of France and Germany lagged 2019 activity by 20%.

The UK still trailed 2019 activity by 46%, and was down by 14% compared to 2020, YTD.

Rest of the World

Outside the US and Western Europe, the ‘stand-out’ growth in Business Aviation in Turkey and Russia continued during May, with trends gaining 16% and 32% on 2019, respectively.

Russian domestic flights accounted for 40% of the country’s departures, and these doubled in May 2021 (compared with May 2019). There were even larger increases in connections between Russia and UAE, Kazakhstan, Greece and Serbia.

The UAE has seen consistent growth in activity this year, with May’s activity up

80% on May 2019. The busiest connections from UAE were with India, Russia, Saudi and Bahrain.

Elsewhere, business jet travel was still far behind 2019 levels in Mexico and Canada, although flights from Mexico to the US were up 20% on 2019. And, notably, business jet activity in Saudi Arabia had fully recovered in May, while China’s domestic activity had doubled compared to May 2019.

“The tide is turning as vaccination programs start to release restrictions on all aviation activity, with an emphasis on leisure and domestic trips,” Richard Koe, Managing Director of WINGX, said. “This was demonstrated during Memorial Day in the US. “[In Europe] Business Aviation flight activity during the recent Monaco Grand Prix and UEFA Champions League Final was still pretty modest compared to prepandemic, and this underlines the recovery lag in Europe. Elsewhere there were much stronger rebounds, with the Middle East standing out.”

MI www.wingx-advance.com



page 22

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MARKET INDICATORS

AVBUYER.com

In-Service Aircraft Values & Maintenance Condition

Table A

Fleet Maintenance Condition

5.15

•

J

A

S

G500 G650ER F8X Citation CJ4 525C F2000LXS CL-350 Learjet 75 F7X Citation CJ3+ Global 6000 Pilatus PC-12 F2000S King Air 350i G280 F900LX Citation X+ Boeing BBJ Phenom 300 F900EX EASy Citation Encore + Legacy 650 G150 G450 Citation XLS TBM 850 Caravan 208-675 Citation Sovereign 680 Piper Meridian Global 5000 CL-605 F2000EX EASy Citation CJ3 Learjet 70 Citation CJ2+ 525A F2000EX King Air 350 - Post-2000 Citation Encore G550 F900EX Embraer Legacy 600 Nextant 400XTi Learjet 60XR Global XRS CL-300 Caravan 208 King Air B200 - Post-2000 Hawker 900XP King Air 350 - Pre-2001 GV Citation CJ1+ F900C Learjet 45XR Citation Mustang 510 Learjet 40

Inventory Fleet Maintenance Condition

Steady sales and limited new listings worsened the maintenance quality of aircraft comprising the seriously picked-over inventory.

Not surprisingly, the listed fleet’s Quality Rating and Maintenance Exposure posted the worst figures for the last twelve months.

Specifically: Quality Rating decreased another 0.5% to 5.271. The figure kept the fleet within the ‘Excellent’ range on Asset Insight’s scale of 2.5 to 10. However, this lower Quality figure signifies that assets now available will have to complete more near-term maintenance events.

Maintenance Exposure, defined as the aircraft’s accumulated/embedded maintenance expense, worsened (increased) by 2.0% to $1.515m during May. Therefore, in addition to more near-term maintenance events requiring completion, the events are, on average, anticipated to cost more.

Maintenance Exposure to Ask Price (ETP) Ratio

22 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

J

O

N

D

J

Maintenance Exposure

F

M

A

M

$1.40 $1.35

Quality Rating Trendline

Table B

Large Jets registered a 12-month high Ask Price (through a 5.2% increase), and the group’s average price ended May 5.4% higher YTD and 5.8% higher YoY. Mid-Size Jet pricing increased 4.6%, but the figure was still 5.0% lower YTD and 9.6% lower YoY. Light Jet Ask Price rose 6.4% for May, but was 8.3% down YTD, and 11.8% down YoY. Turboprop Ask Prices fell an insignificant 0.1%, leaving the group’s figure unchanged YTD and 2.0% higher YoY.

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 Q1 2021, assets whose ETP Ratio was 40% or higher were listed for sale 69% longer (on average) than aircraft whose

5.271

Quality Rating

The Average Ask Price for the tracked fleet increased 4.1% during May, equating to a 2.5% rise YTD, and a 4.2% gain year-over-year (YoY). All three jet groups posted an increase in May.

•

$1.50

$1.45 5.25

Aircraft Values

•

$1.52

5.35

For the eleventh consecutive month, strong sales activity and limited new listings helped to decrease the availability of preowned business aircraft, with Asset Insight’s tracked inventory fleet contracting another 4.6%.

Asset Insight’s May 28, 2021 market analysis covering 134 fixedwing models revealed 1,546 aircraft listed for sale, equating to a year-to-date (YTD) decrease of 19.1% for the tracked fleet.

Availability for all four groups decreased, with Large Jets dropping 5.9%, Mid-Size Jets 6.9%, Light Jets 1.8%, and Turboprops 4.4%.

•

$ Million $1.55

5.45



1.9% 2.9% 3.2% 4.1% 7.4% 8.6% 8.9% 10.2% 10.3% 11.3% 11.7% 12.4% 12.4% 12.8% 12.9% 12.9% 13.2% 15.4% 15.6% 16.7% 16.9% 19.1% 19.3% 20.6% 20.6% 20.8% 20.9% 21.8% 22.0% 22.4% 23.4% 24.6% 24.7% 27.3% 27.5% 28.1% 28.9% 29.4% 30.1% 31.0% 31.3% 32.2% 33.1% 33.4% 33.5% 34.2% 34.5% 35.5% 35.6% 36.4% 36.8% 36.8% 37.8% 37.9%

Hawker 4000 Caravan Grand 208B Citation Excel 560XL Piaggio P-180 II Phenom 100 Citation CJ2 F50EX Hawker 850XP Hawker 400XP Learjet 45 w/APU G200 King Air B200 - Pre-2001 Citation V Ultra King Air 300 Citation V 560 CL-604 Hawker 750 Premier 1A Citation CJ1 Global Express TBM 700A Learjet 40XR F2000 Hawker Beechjet 400A Citation VII Premier 1 Hawker 800XP Learjet 45 GIV-SP Hawker 1000A King Air C90 F50 G100 Learjet 60 Piaggio P-180 Learjet 31A GIV CL-601-3R Citation VI F20-5 Hawker Beechjet 400 Citation ISP Learjet 55 Hawker 800A Citation II CL-601-3A Learjet 31 Learjet 36A Hawker 125-700A Citation III Citation Bravo Learjet 35A CL-601-1A GIII

40.9% 41.7% 43.2% 43.3% 44.0% 45.3% 46.4% 47.9% 48.9% 51.8% 52.5% 53.8% 54.7% 56.2% 57.3% 57.8% 60.0% 60.2% 62.2% 62.2% 62.9% 64.3% 64.3% 75.9% 77.1% 79.7% 82.2% 90.7% 97.3% 98.1% 104.0% 106.8% 108.4% 114.5% 116.4% 120.8% 132.0% 133.9% 134.4% 134.7% 137.3% 138.3% 152.3% 153.0% 159.7% 183.6% 192.6% 203.9% 206.2% 234.1% 259.3% 290.9% 327.8% 442.5%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of May 28 2021 page 26

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

www.AVBUYER.com

General Aviation July.qxp_Layout 1 21/06/2021 12:03 Page 1

2010 A109S GRAND S/N 22162 1’805 TT, New Interior & Paint 2018, Single Pilot IFR Approved, Strobe Lights, Aft Cabin Mini Bar, 5+1 Passengers

+41 22 787 08 77 / +1 301 525 4380 TRADING.GENEVA@SPARFELL.AERO TRADING.USA@SPARFELL.AERO WWW.SPARFELL.AERO

Make Offer

CHARTER TRADING SALES & ACQUISITIONS LEASING DESIGN

2007 AGUSTA A109E POWER OFF-MARKET

2014 CHALLENGER 605 OFF-MARKET

2’103 Hours, 4’490 Cycles, EASA, 5+1 Pax, Engines on Aerodynamics Powerplan

2’860 TT, EASA, SmartParts, Engines GE OnPoint, APU MSP Gold, One owner since new, 12 Passengers

Make Offer

Make Offer

DEAL PENDING

2014 CITATION CJ4 OFF-MARKET

1995 CITATION ULTRA S/N 280

3’195 TT, ADS-B Out v2, T-CAS 7.1, Airframe & Engines on Programs,EASA, 9 Pax, WAAS, LPV, One Owner since New.

8’618 Hours, EASA, WAAS/LPV, ADS-B Out

DEAL PENDING

DEAL PENDING

2001 CITATION EXCEL S/N 5605154

2007 LEGACY 600 S/N 995

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

4’960 TT, 144 Mths/LDG OVH/ ADS-B/Cabin Touch-up in 2019, EASA, EEC, RRCC Engines Program, Wi-Fi, 13 Passengers

Make Offer

Deal Pending

Deal Pending

Deal Pending

CHARTER - TRADING - SALES &

ACQUISITIONS - LEASING - DESIGN

JUST SOLD

JUST SOLD File Picture

2008 A109E POWER S/N 11728

2014 LEGACY 650 OFF-MARKET

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

2’600 Hours, EASA, Engines and APU on Programs, 13 Passengers

JUST SOLD

JUST SOLD

Just Sold

Just Sold

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

2011 PHENOM 300 S/N 50500062

2014 LEGACY 650 S/N 1194

3’260 Hours, EASA, Engines on JSSI, Airframe on Embraer Executive Care, FDR/CVR

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 22/06/2021 15:21 Page 5

MARKET INDICATORS

Large Jets

Mid-Size Jets

Ask Price vs. Maintenance Exposure

Ask Price vs. Maintenance Exposure

$ Millions

$3.20

$3.40

$2.80 Apr-21

$1.24

May-21

Feb-21

Mar-21

Jan-21

$1.24 Dec-20

$2.60

Oct-20

$2.90

$1.26 $2.96

$3.00

Nov-20

$3.00

$3.20

Sep-20

May-21

Apr-21

Mar-21

Jan-21

Feb-21

Dec-20

Oct-20

Nov-20

Sep-20

Aug-20

Jul-20

Jun-20

$3.20

$1.28

Aug-20

$3.10

$11.7 $11.2

$3.60

Jul-20

$12.2

$3.30

Jun-20

$12.3

$ Millions

Asset Quality Rating

Asset Quality Rating

Scale -2.500 to 10.000

Scale -2.500 to 10.000

5.800 5.400

5.346

5.700

5.300

May-21

Apr-21

Mar-21

Feb-21

Jan-21

Dec-20

Nov-20

Oct-20

Sep-20

Aug-20

5.200 Jul-20

May-21

Apr-21

Mar-21

Feb-21

Jan-21

Dec-20

Nov-20

Oct-20

Sep-20

Aug-20

Jun-20

5.500

Jul-20

5.600

Jun-20

5.572

Ratio was below 40% (285 versus 482 Days on Market). May’s market review revealed that 50% of our tracked models, and over 61% of our tracked fleet, posted an ETP Ratio greater than 40%.

While Ask Prices were up as we closed out May, Maintenance Exposure increased sufficiently to raise the inventory fleet’s ETP Ratio to 76.3%, a record high (worst) figure.

With the possible exception of Mid-Size Jets, sellers are the ones dictating transaction terms at the moment, with our tracked fleet’s inventory sitting at around 8.0% of the active fleet.

• Turboprops continue to offer the lowest selection at 5.8% • Large Jets are at 5.9% • Light Jet availability – as incredible as this may seem – is only 6.7%, while • 10.3% of the tracked Mid-Size Jet fleet is listed for sale.

•

Large Jets: Inventory is 14.6% lower YTD equating to a 63-unit decrease. Although still in ‘Outstanding’ territory, the group’s Quality Rating decreased to a 12-month low 5.572 in May, while Maintenance Exposure rose 2.2% to a 12-month high (worst) Asset Insight analytics (www.assetinsight.com) figure, equating to a 4.9% increase in embedded maintenance expense YoY. Average Ask Price did rise, exemplifying the lack of availability, but only time will tell if the increase will be realized, whether buyers are even willing to purchase what is listed for sale, or if they will elect to pursue unlisted assets that could, potentially, generate even higher values.

• • •

Turboprops yet again recorded the best (lowest) ETP Ratio, and the 43.9% represented an improvement over April’s 44.4%.

Large Jets came in at 63.6% – worse (higher) than the 61.1% posted in April, but still only marginally worse (higher) than the group’s 12-month average.

Mid-Size Jets improved to 68.6% from April’s 72.2%, and the figure also equated to the group’s 12-month best (lowest) Ratio.

At the far end of the spectrum, Light Jets posted their fourth consecutive record-high (worst ever) figure, increasing from April’s 113.8% to 118.4%.

Market Summary

A rise in Ask Prices while the Quality Rating, Maintenance Exposure, and the ETP Ratio all worsen can only be attributed to a serious lack of inventory. Furthermore, considering the average age of aircraft listed for sale, existing owners of younger, lowertime aircraft not seeking to sell their asset should not be surprised to receive unsolicited offers.

26 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

Mid-Size Jets: Remaining within the ‘Excellent’ range by improving 0.3%, the group raised its Quality Rating to 5.346, a figure that was also better than the group’s 12-month average.

Maintenance Exposure dropped 1.0% to post the second consecutive 12-month low (best) figure, as well as a 2.55% decrease YoY. Inventory is favoring neither buyer nor seller by hovering at around 10.3%, although sales have been strong with inventory www.AVBUYER.com

MarketIndicators.qxp_Layout 1 22/06/2021 15:24 Page 6

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Light Jets

Turboprops

Ask Price vs. Maintenance Exposure

Ask Price vs. Maintenance Exposure

$ Millions

$2.00

$ Millions

$1.09

$1.90 $1.80

$1.65

$1.05

$1.60

$0.60 $1.60 $0.55

$0.50

May-21

Apr-21

Mar-21

Jan-21

Feb-21

Dec-20

Nov-20

$1.50

Oct-20

$0.85

$0.56 Sep-20

$1.55

Jul-20

$0.95

Aug-20

Apr-21

Feb-21

Mar-21

Jan-21

Dec-20

Nov-20

Oct-20

Sep-20

Jul-20

Aug-20

Jun-20

May-21

$1.61

$1.60

Jun-20

$1.70 $1.50

$1.15

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

5.200

5.200

5.101

5.100

5.078

5.000

5.100

4.900

Asset Insight analytics (www.assetinsight.com) Asset Insight analytics (www.assetinsight.com)

Turboprops: Inventory decreased by 4.4% in May (18 units) following April’s six-unit increase. That brings total inventory

May-21

Apr-21

Mar-21

Feb-21

Jan-21

Dec-20

Nov-20

Oct-20

Sep-20

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 4.500 4.749

down by 15.7% YTD and 29.1% since the June 2020 peak. The Quality Rating improved 1.0% to 5.101, moving Turboprops further into ‘Very Good’ territory, but Maintenance Exposure rose (worsened) 0.5% during May and 1.8% YoY. With only 5.8% of the active fleet listed for sale, Asset Insight believes sellers will continue to hold the upper hand, and the group’s ETP Ratio decrease (improvement) should help create additional opportunities for value-based transactions.

MI www.assetinsight.com

TONY KIOUSSIS is President & CEO of Asset Insight, providing valuations, audits, analytics and consulting services, and a uniform methodology for grading an aircraft’s maintenance condition. Previously he worked with GE Capital’s Corporate Aircraft Finance group; Jet Aviation; and JSSI, developing the “Tip-to-Tail” airframe maintenance program. https://www.linkedin.com/in/tony-kioussis-a366b28/

www.AVBUYER.com

Aug-20

Asset Quality Rating Key

decreasing by 120 assets YTD, or 23.0%. Asset Insight continues Insight analytics (www.assetinsight.com) to believe that theAsset statistics provide buyers and sellers with sufficient room to structure mutually-beneficial transaction values.

Light Jets: While the average Light Jet Ask Price once again managed to rise above that of Turboprops, the group’s Price is about half way between the 12-month average and low figures.

Additionally, the Quality Rating fell 1.5% to post a 12-month low, but maintained the group within the ‘Very Good’ range at 5.078.

Maintenance Exposure increased 7.8% to post the group’s 12month highest (worst) figure, which was also 22.4% worse YoY. With all these negative statistical changes, Asset Insight was unsurprised to see the group post its seventh consecutive ETP Ratio increase that, at 118.4%, also represented another record high (worst) figure.

Surprisingly, sales continue to close with inventory decreasing by 10 more units in May to lower YTD availability by 119 units (21.5%).

Jul-20

Jun-20

May-21

Apr-21

Mar-21

Feb-21

Jan-21

Dec-20

Nov-20

Oct-20

Sep-20

Aug-20

Jun-20

Jul-20

4.800

5.000



page 30

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AVBUYER MAGAZINE Vol 25 Issue 7 2021

27

Freestream 1 May.qxp 21/04/2021 11:31 Page 1

2011 Falcon 7X S/N: 132. Airframe Total Time: 4144.6 hours. Aircraft Total Cycles: 1060

2009 Falcon 7X S/N: 046. Airframe Total Time: 6504.8 hours. Aircraft Total Cycles: 1639

2012 Global 6000 S/N: 9432. Airframe Total time: 5,129 hours. Aircraft Total Cycles: 1100 FREESTREAM AIRCRAFT LIMITED

London +44 207 584 3800 sales@freestream.com

FREESTREAM AIRCRAFT (H.K.) LIMITED

Hong Kong +852 2724 5620 info@freestreamhongkong.com

Freestream 2 May.qxp 21/04/2021 11:31 Page 1

2015 in Service 2017 Boeing 787-8 VIP

Airframe Total Time: Delivery Hours Aircraft Total Cycles: Delivery

2001 BBJ

S/N: 29972 YG073 Airframe Total time: 8901.7 hours Aircraft Total Cycles: 3612

2007 in Service 2010 BBJ S/N: 36090 Airframe Total Time: 2,451 hours Aircraft Total Cycles: 724

2014 Gulfstream G650

Airframe Total Time: 2339.1 hours Aircraft Total Cycles: 642

FREESTREAM AIRCRAFT LIMITED

London +44 207 584 3800 sales@freestream.com

FREESTREAM AIRCRAFT (H.K.) LIMITED

Hong Kong +852 2724 5620 info@freestreamhongkong.com

MarketIndicators.qxp_Layout 1 22/06/2021 15:25 Page 7

MARKET INDICATORS

GAMA Q1 2021 New Airplane Shipment Analysis The General Aviation Manufacturers Association released its Q1 shipment report in May and it appears that things are starting to get better in the business aircraft market. Mike Potts reports…

Total airplane deliveries were 432 units, up 6.9% from the 404 reported in Q1 2020. Billings totaled $3.93bn, up 18.1% from the $3.33bn recorded in 2020. The gain in billings, which far outpaced the increase in unit deliveries, reflected growing strength in the upper end of the jet market.

Total jet deliveries were flat at 113 units (versus 114 in Q1 2020). Turboprops showed the strongest improvement, with GAMA reporting 84 units in Q1 2021, versus 71 a year ago (+18.3%). In addition, turboprops also featured a surprise new market leader along with the demise of one very long-time product.

Piston deliveries improved 7.3% at 235 units, up from 219 in Q1 2020.

GAMA President & CEO Pete Bunce said it was “encouraging to see manufacturers begin to bounce back from the impacts of the pandemic,” but noted “we are not yet in the clear,” citing supply chain issues and pandemic-related restrictions as continuing impediments.

Jet Market Specifics

Looking at the specifics of the jet market, we see the usual suspects vying for the lead, but with positions shifting from this year to last. Among the ten jet OEMs that report to GAMA, four enjoyed improved results over Q1 2020, four were down, one was even, and one (Dassault) doesn’t report in Q1 or Q3.

Gulfstream and Textron’s Cessna unit tied for the lead in Q1 2021, each with 28 units. A year ago both 30 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

made 23 deliveries, so each is up by 21.74%, although the market distribution of their gains was quite different…

All of Gulfstream’s increase came in its Large Jet models. By contrast, the Cessna jet model with the biggest gain over the past year was the Citation M2 Light Jet, which was up 75% from four units to seven.

All of the other Cessna models were within a unit or two of their Q1 2020 total; some were up, some down.

Bombardier captured third place in the jet market with 26 units, narrowly behind the two leaders and matching its Q1 2020 result. The difference was that in Q1 2020, Bombardier’s total was enough to put it in first place.

Like Gulfstream, the bulk of Bombardier’s deliveries were in its high-end products with 16 Global deliveries compared to nine Challenger shipments, and just one from its Learjet line. A year ago the highest percentage of Bombardier deliveries was in its Challenger series.

Collective jet deliveries among the three leaders, Gulfstream, Textron Cessna and Bombardier totaled 82 units (72.5% of the total business jet market). The preponderance of Large Jet sales at Gulfstream and Bombardier was mostly responsible for the 18.1% gain in billings in Q1 2021 versus Q1 2020.

Finishing a distant fourth in jet deliveries was Embraer with 13 units, up from nine in Q1 2020; a gain of 44.44%. Nine of Embraer’s 13 deliveries were Phenom 300E models. www.AVBUYER.com

MarketIndicators.qxp_Layout 1 22/06/2021 15:29 Page 8

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Softness at the lighter end of the jet market conspired to hold Cirrus in fifth place, delivering seven units in Q1 2021, down from 18 in Q1 2020. Sixth place went to Honda with five units, down from seven last year. And Pilatus was seventh, delivering just three units in Q1 2021, down from seven a year ago.

Dassault builds larger jets which appear to be the sweet part of the current jet market - so it is likely that the overall market is actually a little bigger than current figures suggest…

Finally in the jet market we have the airliner-based products of Airbus and Boeing. Both are up over last year with Airbus reporting two deliveries and Boeing one for Q1 2021, each one unit ahead of the year before.

With economies improving and Covid-19 apparently largely behind us in most of the regions that are big consumers of business jets, we may well see jet sales begin to accelerate as we move further into 2021.

Turboprop Market Specifics

The Turboprop market was up 18.3% as listed in GAMA’s latest report, far exceeding the jet or piston results. As it has for a number of years, GAMA continues to include agricultural aircraft with the business turboprops. In fact, the largest maker of turboprops in this GAMA report is Air Tractor, with 37 units.

With agricultural airplanes deleted, then, the total www.AVBUYER.com

of business turboprops delivered in Q1 2021 was 40 aircraft, including 33 single-engine turboprops and seven twins. This compared with 35 traditional business turboprops in Q1 2020, so the actual business turboprop market is, in fact, up by 14.29%, still ahead of the other segments.

Unfortunately, not all the business turboprop manufacturers are sharing in the prosperity. Of the nine that typically report, only six had any deliveries in Q1 2021. Of these, three reported gains, two lost ground, and one was even. So, while the market was up, only one-third of the companies had any gains at all. Of the companies that did have gains, though, some were spectacular.

First of all, there was a new leader – and one we haven’t seen in top place before. Daher didn’t just slip into the lead. It reported 12 deliveries, which put them almost 71.43% ahead of the companies (there were actually three) that vied for second place.

Daher’s 12 Q1 2021 deliveries represented a gain of fully 200% over its Q1 2020 total of four. Seven units were from its traditional TBM line, while the remaining five were Kodiaks. Daher reported no Q1 2020 Kodiaks deliveries.

The French OEM has enjoyed an interesting climb through the turboprop ranks. A year ago it occupied fourth place in turboprop sales. By the end of 2020 it had climbed into third – but was nine units or about 14.62% behind second place Textron Beechcraft. And now, Daher has climbed past Textron Beechcraft as



AVBUYER MAGAZINE Vol 25 Issue 7 2021

31

MarketIndicators.qxp_Layout 1 22/06/2021 15:30 Page 9

MARKET INDICATORS

well as last year’s market leader Pilatus.

Second place in the turboprop race was crowded: Pilatus, Textron Beechcraft and Textron Cessna all reported seven deliveries each. In Q1 2020, Pilatus and Beechcraft had been tied for first place with eleven deliveries. Cessna had been third with five, one ahead of Daher.

Piper reported six deliveries, trailing the second place trio by just a single unit on the strength of a 100% gain over the three deliveries it reported in Q1 2020. It hardly seems fair that such a strong performance should only be good for fifth place, but that’s the way it is. Sixth place went to Epic with a single delivery, matching its Q1 2020 total.

Several companies were notably absent, including Avic, Pacific Aerospace, and Piaggio which have consistently reported turboprops in prior years but none in Q1 2021.

A Sad Milestone

The oldest turboprop model is no more. Without fanfare, Textron Beechcraft discontinued production of its King Air C90GTx at the end of 2020.

The C90GTx was the lineal descendant of the first 90series King Air which was initially delivered by then Beech Aircraft Corporation in 1964, beginning with serial number LJ-1. The final unit bears serial number LJ-2179, ending almost 57 years of continuous production, one of the

AVBUYER.com

longest manufacturing runs in the history of Business Aviation.

A Note on Piston Sales

Of the 17 companies that are currently reporting singleengine piston deliveries, nine reported better results than a year ago while four were even and only four were behind last year’s totals. This suggests a market that is healthier than either the jet or turboprop segments.

Historically, gains in the piston segment have foreshadowed improvement in the other two segments, particularly in jets, so this could be a very positive sign.

In recent years piston twin production has exceeded the rest of the market but not this year. 28 piston twins were delivered in Q1 2021, compared with 31 a year ago, a drop of 9.68%.

2021 Forecast: As we move away from the pandemic and economies pick up speed again, I would anticipate that business aircraft sales will pick up steadily throughout the coming year.

Based on the signals we’re seeing from the piston single market, I think jet sales should start to gain traction and by this time next year we could reasonably expect the Business Aviation manufacturing industry to be booming on all cylinders.

MI www.gama.aero T

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

32 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

MAKE MORE INFORMED BUYING DECISIONS with AvBUYER.com

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S N 416 5

SN 93

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146 4

S N 92 2 5

GULFSTREAM G200

GULFSTREAM G150

FALCON 8X S N

FALCON 7X

S N 192

FALCON 2000

GLOBAL XRS

S N 2 03

S N 2 61

406

SN 172

CITATION SOVEREIGN

S N 146

SN 31

INFO@AVPROJETS.COM WWW.AVPROJETS.COM l Annapolis, MD 21401 l (410) 573-1515

900 Bestgate Road, Suite 412

Market Insights 1 JULY21.qxp_MARKET INSIGHTS 22/06/2021 11:42 Page 1

MARKET INSIGHTS

Market Insights: Steve Varsano, The Jet Business Past mid-way in 2021, how is the pre-owned business jet market looking? Steve Varsano, founder of The Jet Business, shares his perspectives with Matt Harris…

ith its headquarters located on Park Lane in London’s West End, The Jet Business is an aircraft brokerage with a difference, being the world’s first streetlevel showroom for the marketing and purchase of business jets.

Though it specializes in the Super Mid-Size, Large, Ultra-Long-Range Jet and VVIP Airliner markets, The Jet Business will – on special request – look at smaller aircraft for customers, since it keeps on top of all market segments.

The company represents its clients at every stage of the acquisition or sale process, priding itself on providing the most up-to-date product information, global market data, and world-class expertise. For this, it relies on its extensive industry relationships.

The company was founded by Steve Varsano in 2011 at a time new markets for business jets were emerging around the world, with less growth being seen in the United States.

“This made it more difficult to financially and logistically visit potential clients face-to-face – so I decided to try a new concept, and get some potential clients to come and see me,” he recalls.

Steve’s involvement in aviation goes back to when he was 14 years old and he started learning to fly in

W

34 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

a Grumman Tiger at Teterboro Airport. “At that age it was a bit overwhelming being told by approach that you are number 18 for landing behind a Learjet.”

Eventually, after internships at the American Association of Airport Executives and the St. Petersburg Clearwater International Airport, he went to Embry Riddle Aeronautical University and graduated with a BS in Aeronautical Studies, and with commercial/instrument ratings.

Initially Steve worked at the General Aviation Manufacturers Association (GAMA) in Washington D.C. as a Special Assistant to the President, and he headed up the Statistical Forecasting and Airport and Airways Committees. By the time he was in his early 20s, he had moved into aircraft brokerage.

After selling a few jets to a private equity billionaire, he was asked to join their team to look after a flight department consisting of several jets and a helicopter. Rising through the ranks there, he become a Senior Vice President of the firm and other private equity corporate acquisition positions – but the corporate jet trading bug had already bitten…

Realizing he wanted to be back in the corporate jet trading business, the stage was set for Steve to found the first street-front showroom of The Jet www.AVBUYER.com

w

Market Insights 1 JULY21.qxp_MARKET INSIGHTS 22/06/2021 11:42 Page 2

AVBUYER.com

Business. “It was quite a ridiculous idea at the time, and I was told more than a few times that I should seek medical help for thinking of such an idea. But ten years later, here we are,” he smiles as he takes time to share some market insights with AvBuyer.

100% tax depreciation allowance could be repealed under a Biden Administration), and the markets getting more comfortable the world is not going to end with the Covid pandemic. There was light at the end of the tunnel in that regard.

AvBuyer: Moving past the mid-point of 2021, what are your main ‘takeaways’ on the first half of the year for pre-owned business jet sales?

AvBuyer: Is there a particular market that’s surprised you this year? If so, why?

AvBuyer: So sales have exceeded your expectations...

SV: I think a lot of the markets have shown strength, across the board. This also made a larger number of potential US buyers and sellers take a more serious look at non-US based or registered aircraft.

It has also made buyers consider some slightly older aircraft, which has put a huge demand on the MRO facilities for pre-buy inspections, upgrades, and refurbishments.

However, there will come a point where aircraft for clients seeking nearly-new jets are just not available, which I expect will positively affect the OEMs, helping them to sell more new aircraft.

SV: For sure. It was an unexpected market surge; a combination of Trump losing the Presidential Election (the US market became concerned that the

AvBuyer: What are your hopes for the coming months in pre-owned aircraft sales – and what needs to happen to see those hopes realized?

SV: I think most of us in the industry were taken by surprise that the increased demand – which started in July 2020 and peaked in December – actually stayed fairly strong for what is traditionally a slower first quarter.

The inventories in a number of aircraft have really been reduced and we have seen prices actually rise for certain aircraft models, due to the increased demand and gradual reduction in supply.

www.AVBUYER.com

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“Savvy buyers aren’t waiting, even with a thin inventory.“

SV: I don’t think the corporate flight departments have been fully re-engaged, yet. There are a lot of companies still having their people work from home and using videoconferencing, for example.

This is starting to change, though. Some of the bigger companies are instructing employees to start returning to the office. I expect this will put an additional layer of demand on the aircraft sales markets, and we will probably see a further reduction in inventory of pre-owned jets.

We’ve heard much about demand in the jet card market hitting record sales, too, but the most positive news is the statistic that almost half of these clients had never chartered a corporate jet before.

This is great news for Business Aviation if we can hold their interest after Covid-19 becomes a memory.

AvBuyer: As you’ve alluded to a couple of times, the market has been threadbare for a while now, with very little new inventory available. Are there any signs of hope for owners of older aircraft of a positive knock on effect?

SV: In short, yes. However, buyers should be aware of the increased maintenance costs and upgrades that eventually get difficult to justify when owning

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/

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and operating an older jet.

As the cost of money is still so reasonable, it makes more sense for many buyers to finance a little more and get a newer aircraft. This may cost more in interest-carrying costs, but in the long-run it morethan makes up for the savings you can make in maintaining a very old aircraft, and the associated lower dispatch reliability.

AvBuyer: Finally, what one piece of advice would you offer to a) prospective buyers, and b) sellers trying to extract value from today’s pre-owned aircraft sales market?

SV: I hate to say it because it sounds so self-serving, but the truth of the matter is that the markets are incredibly active, so if you’re a seller get your airplane out there right away. After all, “no tree grows to the sky”, as the saying goes...

As a buyer, if you need an airplane, you need an airplane. To wait for the right market conditions to find the exact jet that you want, hope that inflation doesn’t kick, and hope interest rates don’t go up... well good luck with waiting for that moment!

Savvy buyers aren’t waiting, even with a thin inventory. T More information from www.thejetbusiness.com

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Buying&Selling 1.qxp_Finance 22/06/2021 11:11 Page 1

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

What to Know When Buying Repossessed Jets Is buying a repossessed jet

any different to buying a

regular aircraft on the

pre-owned market? Dave

Higdon considers the matter

of aircraft repossession,

sharing pointers for those

considering the purchase of an aircraft that was seized

from its previous owner.

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ometimes, aircraft owners or operators run into issues with repaying their lender for the aircraft they purchased, occasionally leading to a repossession.

Other times, the operator may choose to pre-empt a possible repossession by voluntarily surrendering their asset.

In both cases, a unique opportunity presents itself to a buyer shopping the pre-owned market to obtain a bargain… providing they are careful and avoid taking any shortcuts in the process.

S

The Airplane Repo Effect

First, let’s examine and resolve some of the questions that arise out of common stories, and also the reality television program Airplane Repo, which follows a team of so-called repossession men and women tasked with locating, securing, and flying away in an aircraft that is subject to repossession.

While the show is no longer in-production, Airplane Repo still airs as re-runs on its original cable-television network. And it’s some of the activity portrayed on the program that mistakenly leads viewers to question the legality of such repossessions.

In the interest of full disclosure, one of the cast members is a long-time acquaintance of mine. We both belong to the same pilot fraternity; we’ve www.AVBUYER.com

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crossed paths many times at the Sun ‘n Fun and AirVenture Oshkosh; we’ve traded pilot stories and enjoyed beers together on some of those occasions.

The Legality of a Repossession

To resolve the recurring question of legality sometimes raised after one or more of the repo team members surreptitiously entered an airport or hangar to gain access to the target aircraft, such actions require the repo person to carry the paperwork authorizing the repossession.

For the record, in the US repossessing an airplane is legal under the Uniform Commercial Code (UCC), a set of laws concerning commercial transactions, such as the sale of goods. It also covers secured transactions, where a lender gains the right to foreclose on a borrower’s collateral should the borrower default on the loan.

When a debtor defaults on a loan or promissory note, the secured party may take possession of the collateral, or foreclose the debtor’s rights to the collateral. And under the UCC, a secured party may repossess an aircraft – if it can do so without breaching the peace.

We are not talking about someone stealing an aircraft without the legal authority to possess it.

This article addresses a legal action, the potential for which the debtor was made aware of during the www.AVBUYER.com

buying and closing process of the original aircraft transaction. The action is backed up by a court order authorizing the repossession people to legally seize and remove the aircraft in question.

Indeed, the paperwork will be a significant factor in any transaction involving the aircraft that follows the repossession. So, if you are considering purchasing a repossessed aircraft, the paperwork is critical.

Generally, all the steps involved in a normal preowned jet transaction apply when the aircraft is purchased at a repossession action – from a prepurchase inspection, to closing, and ensuring it has a clear title with no outstanding or unresolved liens, and no court orders in effect. Attention must be paid to all Airworthiness Directives having being complied with, via a current annual inspection.

And the financing process is much the same, whether the aircraft was repossessed, voluntarily returned, or abandoned.

It’s all About the Paperwork

According to Jeremy Cox, a Senior Certified Aircraft Appraiser and President of Jet ValuesJeremy (https://jetvaluesjeremy.com), “The single biggest issue is a clear title. In some cases that requires a court order.”

FAA Form 8050-4 is a certificate of repossession

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“...the operator may choose to pre-empt a possible repossession by voluntarily surrendering their asset.”

required to document that the repossession is a legal action. FAA Form 8050-2, conversely, is the bill of sale – a document showing that the airplane was legally purchased.

“The paperwork shows that the aircraft has been legally seized, and this will unlock the way to the clear title,” Cox explains. That clear title is needed by the new owners, and whether the purchase is subject to a finance agreement by the financing institution too.

“The second issue to watch for is the logbooks – or a computer-generated maintenance tracking program,” Cox adds. “It’s the only way to ensure an aircraft has an airworthiness certificate.”

FAA Advisory Circular AC 43.9c covers the need and format for maintenance records, offering advice about handling an aircraft lacking maintenance records in compliance with 43.9c.

The state of the maintenance records is critical to establishing that the airworthiness certificate is valid. Problems will occur when the repossessed aircraft either lacks all of its maintenance records, or has gaps in them. The buyer of a repossessed aircraft needs these records to accomplish a smooth transfer of ownership. “This may involve a record of all the Airworthiness Directives (ADs) and their compliance,” Cox explains.

There are even pitfalls to avoid when a consensual return takes place. “In this case, the paperwork must cover the terms of the return as they are negotiated, and include all the records on condition – new paint or interior – and the physical work done on the repossessed aircraft,” Cox highlights.

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Another complicating matter arises with aircraft abandonment, where the owner locks the airplane in the hangar and simply walks away.

The Antidote to Paperwork Problems

As when virtually any aircraft changes hands, the expertise of pilots, inspectors, maintenance technicians and lenders is the best hedge against possible problems.

Plenty of experts exist who are able to guide prospective buyers through the process of acquiring a business aircraft out of repossession.

Among the more active in the field are those at AIC Title Service in Oklahoma City, Oklahoma, where Suzanne Pruitt serves as executive administrator and escrow agent for AIC’s clientele.

Pruitt deals regularly with repossessed aircraft and helping both parties clear the tangles produced by a repossession, returned or abandoned aircraft. Operators, dealers and brokers in need of proven expertise in abandoned or repossessed aircraft can reach her through the company at www.aictitle.com. T

MAKE MORE INFORMED OWNERSHIP DECISIONS with AvBUYER.com

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Buying&Selling 2.qxp_Finance 22/06/2021 11:20 Page 1

BUYING & SELLING AIRCRAFT

Residual Values: The Hidden Cost of Business Jets Is it possible to predict the value of your business jet a few years from now? René Armas Maes provides an insight into residual values, and explains how a good understanding of these will optimize a flight operation from a cash perspective… hrough many consulting engagements, I have seen the impact of residual values on a business aircraft, and on its overall bottom line contribution (or not) to a client’s cash-flow.

The purchase price of a factory-new or preowned business jet is just the tip of the iceberg.

Supply versus demand; OEM product strategy (i.e. production rates and product support); and how well the aircraft is maintained by its owner all play their part in an aircraft’s residual value.

Over the years I’ve noticed that ‘concept buyers’ (those who are new to the market), and sometimes other naïve buyers, spend far too little time doing their due diligence regarding an aircraft’s residual value.

While a lower asking price may incentivize some buyers to close a deal, a higher asking price might actually hold better value to the buyer, because it reflects a favorable combination of the above residual value-drivers.

Simply put, a well-maintained aircraft that comes to the market at the right time (i.e. when less than 10% of its make/model is available for sale) is able to retain more residual value compared to other aircraft of similar age and size,

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commanding a premium price.

It could also ensure its new owners enjoy a lower cost of ownership, since it may also attract better financing terms and conditions. Residual value is a key part of the evaluation process for lessors and financing entities, as it will be a core component of the profit model throughout the term of the loan.

However, forecasting and predicting residual values is not a simple science. For example, in the case of an in-production model, it’s necessary to try to predict when the manufacturer might choose to discontinue production for the aircraft type. Let’s consider an example: By reviewing Aircraft A’s production rate over the past 10 years, and the percentage of its active fleet for sale, a comparison for this data should be made with its key market competitor (Aircraft B).

Now imagine that Aircraft B has been the bestselling product in its cabin segment for the past five years, and keeps a steady level of inventory on the pre-owned market, while Aircraft A has seen a gradual decrease in new deliveries and a steady increase in pre-owned inventory. It would be safe to assume Aircraft A has a finite time remaining before the OEM seeks to upgrade it to something www.AVBUYER.com

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more attractive/capable to meet the current market needs.

The above illustration shows how even a simple analysis can help to provide advance insights, even for inexperienced buyers.

But how can actual residual value be predicted three-to-five years from now? Although it’s hard to be exact, the following steps should provide potential buyers with key insights to make an educated guess of how the residual value might trend…

1.

FIGURE A: Typical Mid-size Jet Fleet Analysis Data

For in-production aircraft, review production rates over the past five-to-ten years, paying particular attention to how Q4 sales have been trending during that time. Have Q4 sales consistently exceeded 40% of total annual aircraft sales for the model? This may imply that sales incentives and aggressive discounting strategies are being used to artificially drive sales, which could impact aircraft residual value further down the line.

Interrogate the motive for such incentivized selling. Is the OEM simply pushing unit sales on a market that hasn’t been able to absorb its product unless it’s deeply discounted?

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BUYING & SELLING AIRCRAFT

2.

3.

4.

5.

Check the number of discontinued aircraft that are in operation: lower fleet numbers equal lower product support and less market interest, both of which will negatively impact the residual value of the model.

OEM product upgrades may also impact residual values. For example, Embraer has evolved its popular Phenom 100 and is today producing the Phenom 100EV. This features a new avionics suite and modified engines to provide more speed and superior hot-andhigh performance. How will the imminent likelihood of an upgrade to a current production model impact its residual value on the pre-owned market in the near- and medium-term?

Don’t forget that OEMs sporadically introduce a clean-sheet product replacing an older platform, since these, too, will have an impact on residual values of the older aircraft. Check what is currently in development and certification at the manufacturer, and assess where the highest likelihood for a new model is, based on the OEM’s existing product line and market demand. As an example (and in my opinion), Bombardier may announce a new platform within the 4,000-plus nautical mile range, within the next eighteen months, replacing its Challenger 600 platform which is now 40 years old. Read more in my article Business Jet OEMs: Where are the Product Gaps (AvBuyer, June edition, p36).

How long are aircraft of the make/model taking to sell, what are the reasons for any changes, and what does this say about the market demand for the type? In a regular, balanced market it may take less than nine months to sell an appropriately-priced, wellequipped, and well maintained business jet.

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6.

7.

(Lower time and younger aircraft will sell faster than older aircraft.)

Likewise, a strong economy can help strengthen aircraft values (and even – rarely – cause asset appreciation) when demand is higher than normal. Business Aviation tends to be a cyclical industry, so the state of the economy can play a significant role for both new market potential and the resale market. A weaker, slower GDP growth economy can put significant downward price pressure on new and pre-owned values, especially when supply exceeds demand. New product pricing will struggle to firm-up when a higher number of the same make/model are available for sale in the pre-owned market.

Aircraft availability and pricing.

A Solid Foundation

By looking at the above points, potential aircraft buyers and financiers will have a solid foundation to make an initial aircraft value assessment.

Going a step further, a number of datasets can be used to predict aircraft residual values. including Aircraft Bluebook, AMSTAT, Asset Insight’s reports, Conklin & de Decker’s Aircraft Cost Evaluator, JETNET’s fleet evolution database, VREF, secondary research data (including GAMA’s quarterly shipment reports, and Honeywell’s Global Business Aviation Outlook), and more.

Future Aircraft Value Curves

Forecasting future aircraft value curves tends to require other, more in-depth analysis including (among other things): •

Historical pricing data for an aircraft type, including product upgrade potential (avionics, cabin amenities etc.). Consider,

 www.AVBUYER.com

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AVBUYER.com

BUYING & SELLING AIRCRAFT CHART A: Example Residual Value Impact 10 yr. Average

•

too, the overall strength and demand of the aircraft’s market segment.

The OEM production rate and total number of units expected to be built through a platform’s lifetime.

•

•

Macro-economic KPIs including incentives that may push brand-new aircraft sales, accelerating depreciation of existing models.

Other KPIs may include inflation rate and fuel costs.

Other metrics will include aircraft utilization, age, avionics suite, and cabin layout, among others.

In Summary…

By looking at residual values, operators and buyers can save money, and optimize an operation from a cost perspective. To do so, it is vital to understand when an aircraft needs to be replaced and upgraded to optimize the residual value to the owner. The impact on the operation’s cash flow should also be analyzed over a set timeline for the ownership period.

And if sellers are able to demonstrate through cash flow and sound assumptions to a potential buyer how the aircraft’s residual value may hold stronger in the future compared to other jets, they will have a stronger case to sell their aircraft at an attractive price.

Next time, we will discuss how buyers can minimize ‘residual value anxiety’, whether they’re buying a fractional share or an entire new aircraft.

Stay tuned! T

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. https://www.linkedin.com/in/ren%C3%A9-armas-maes-4935b842/

46 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

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& SELLING DECISIONS with AvBUYER.com

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Ownership 1.qxp_Finance 22/06/2021 15:53 Page 1

OWNERSHIP

What are the Hardest Aircraft to Insure Today?

With a hardening aviation insurance market, which are the harder aircraft to insure, and what can owners and would-be buyers do to improve their chances of getting a better deal? Insurance broker Ben Peterson explores… t was hard not to notice the premium rate increases across the board when aircraft owners and operators started receiving their 2021 insurance renewals. For many, this marked the second or even third year of consecutive rate increases ranging between 10% and 100%.

What we’re seeing is the hardening of a market that has been battered by consecutive years of shortfalls in ‘collected premiums’ versus ‘claims losses’.

For about 12 years preceding 2018, excess capital and competition among aviation underwriters had been driving premiums down to levels significantly lower than they were 15 years ago. At the same time, claims expenses have dramatically increased due to higher repair costs, increased legal fees, and greater judgments on liability cases.

It’s no longer uncommon to read about a court awarding upwards of $100 million to a single plaintiff. And in aviation, there is rarely a single plaintiff since many accidents impact multiple people.

I

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For example, the total cost of the Boeing 737 MAX crashes and grounding losses is estimated to exceed $2 billion, which is more than the entire global aviation insurance industry collects in premiums in any given year (and in 2020 the industry collected far less in premiums due to the number of airliners grounded during the Covid-19 pandemic).

Helicopters Are Getting Harder to Insure

As aviation insurance underwriters seek to replace their losses and return to profitability, they have essentially lost their appetite for high-risk, highliability operations. One such category is single-ship rotorcraft operators who offer flights to the public in single-engine helicopters with more than six seats.

Operations perceived as risky — such as heliskiing, hog hunting, aerial application (crop dusting) — and operators who have a loss history may find they have no other option than to renew at dramatically higher rates (assuming they are not dropped by their insurance company). www.AVBUYER.com

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• • • • •

Currently ‘Hard to Insure’ Helicopter Examples: Airbus (Eurocopter) EC155 (twin-engine, single pilot + 12 passengers) Airbus (Eurocopter) EC135 (twin-engine, single pilot + 7 passengers) Bell 212/412 (twin-engine, single pilot + 14 passengers) Bell 214 (single-engine, dual pilot + 14 passengers) Bell 407 (single-engine, single pilot + 6 passengers)

Single-Pilot High Hull Value Aircraft

Single-pilot turbine aircraft with high hull values of nearly $10m are also increasingly difficult to insure as many underwriters want to see two pilots in these aircraft. For example, the premium on a new Phenom 300 with a $9.4 million hull coverage and $50 million liability limit can run as high as $100,000 per year.

For some of these operators, no one insurance company wants to carry the risk, so insurance brokers must find two or more companies willing to www.AVBUYER.com

O

share the risk (known as quota-sharing).

Currently ‘Hard-to-Insure’ Single-pilot Turbine Examples: • Cessna Citation CJ3+/CJ4 • Embraer Phenom 300 • Pilatus PC-24

Aircraft Age

Age of the aircraft can also be a factor. As it becomes harder to source components and find knowledgeable technicians for these aircraft, maintenance costs increase. Depending on the airframe and engine models, aircraft built before ~1995 may receive additional scrutiny upon renewal.

Currently ‘Hard to Insure’ Older Aircraft Examples: • Cessna Citation 500/501/550/560/650 (built between 1971 and 1994) • Learjet 23/24/25/28/29/35/36/55 (built between 1962 and 1990) • Grumman Gulfstream GI/GII (built between 1959 and 1980)

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OWNERSHIP

AVBUYER.com

“If you operate, or are considering buying, an aircraft belonging to one of the three aforementioned “hard to insure” groups, don’t despair!”

• • •

Gulfstream Aerospace GIII (built 1979 to 1986) Mitsubishi MU-2 (built 1963 to 1986) Mitsubishi MU-3 Diamond/Beechjet 400/Hawker 400 (built 1978 to 1990)

How to get the Best Rates Possible

First, be sure to talk to your insurance broker about your operation and what you’re doing to mitigate risk factors.

• Are you sending your pilots periodically to simulator or upset recovery training?

• Are you implementing a safety management system?

• Are you using factory-authorized service centers, or factory-trained technicians for your aircraft maintenance?

The more your broker knows about your operation, the more coverage options they will be able to find.

If you’re operating one of those “hard to insure” aircraft with a single pilot, consider adding a second pilot and conducting some crew resource management training.

There’s little argument that two professional

pilots are safer than one — even in a small jet or turboprop — and depending on the aircraft, the insurance premium savings may pay for a significant part of the second pilot’s salary.

Operators of aging aircraft may consider upgrading to a similar aircraft built less than 25 years ago. While this will undoubtedly incur some initial acquisition costs, factoring in lower insurance, maintenance and perhaps fuel costs (due to more fuel-efficient, newer engine technologies) may make a newer aircraft a more economical choice in the long run.

In Conclusion…

The aviation industry tends to be cyclical, and aviation insurance is no different. While we are experiencing a hardening of the market right now, it will very likely soften sometime in the future.

If you operate, or are considering buying, an aircraft belonging to one of the three aforementioned “hard to insure” groups, don’t despair! You may still have some options.

For more information, call Sunset Aviation Insurance on +1 310 453 3355 or email team@sunsetais.com. T

BEN PETERSON has been a commercial pilot and flight instructor for over 15-Years. In 2012, Ben started Sunset Aviation to help aviation clients around the world with their insurance needs. https://www.linkedin.com/in/ben-peterson-64505720/

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Ownership 2.qxp_Finance 23/06/2021 10:05 Page 1

OWNERSHIP

Privacy Considerations for Aircraft Owners (Part 1) Aircraft owners must be proactive to protect their aircraft ownership and operating information from public disclosure. James Janaitis, Counsel with Crowell & Moring’s Aviation Group, shares insights in this three-part series… here are many companies and individuals that regularly monitor all publicly available aircraft ownership and operating information for purposes of selling or otherwise divulging that information to others.

The persons who are interested in obtaining this information include vendors who are developing market intelligence, journalists looking for a juicy news story, or competitors seeking aircraft-related data that might evidence a major business transaction.

Fortunately, there are multiple scalable solutions to protect the identity of the owner of an aircraft from public disclosure and prevent the public tracking of aircraft movements. An aircraft owner must take intentional action to obtain this protection, and must weigh the cost to implement these solutions against the desired level of privacy.

This month we will discuss various ways that individuals and organizations can obtain information about an aircraft owner and flights of an aircraft. In Part two, we will discuss various mitigation measures and steps an owner can take to protect the privacy of such information, and in Part three we will discuss protecting the disclosure of an aircraft’s movements through various flight tracking software products.

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Aircraft Ownership

All non-governmental aircraft must be registered with the Federal Aviation Administration’s (FAA) Civil Aircraft Registry (the FAA Registry). As part of the aircraft registration application an aircraft owner must provide the FAA with both its full legal name and an address where correspondence and notifications from the FAA can be received by the owner.

All of the information provided to the FAA on the aircraft registration application is uploaded to the FAA’s publicly available aircraft registration information database located at https://registry.faa.gov/aircraftinquiry/.

With a few keystrokes anyone can search this database and find the name and address of any aircraft owner using the aircraft registration number or other aircraft related data, such as its serial number.

Since the aircraft registration number is painted in large lettering on the tail of an aircraft and may also be provided by flight tracking software, even an unsophisticated party is able to quickly and easily identify the owner of an aircraft.

Publicly Available Information on Aircraft Owners

In addition to the aircraft registration, depending on the aircraft ownership, operation, and financing www.AVBUYER.com

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structure, the FAA may require that additional documents be filed with the FAA Registry.

Below is a list of these documents, along with a brief description of when they would need to be filed and the information contained in each: Leases: In certain instances, particularly when using a financing lease or a long-term lease between unrelated parties, the lessor and lessee may elect to record the lease as a public document with the FAA Registry to provide a record of each party’s interests in the aircraft.

Although the parties may redact certain commercially-sensitive information (i.e. payment amounts, insurance limits, early termination payments, delivery and return conditions, etc.), this doesn’t apply to the parties’ names or other identifying information, including the parties’ contact information and the aircraft hangar location.

In certain circumstances owners of larger aircraft (greater than 12,500 lbs. maximum certificated takeoff weight) may be required to file a lease with the FAA Registry’s ‘Technical Section’ to comply with the FAA’s truth in leasing requirements under 14 C.F.R. §91.23. However, for this type of filing, the FAA only retains basic information about the lease terms that is not available to the public. www.AVBUYER.com

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LLC Statement: If the aircraft owner is an LLC, the FAA requires that the owner file a ‘Statement in Support of Registration of U.S. Civil Aircraft in the Name of an LLC’ (LLC Statement).

This form requires general information about the LLC, the name and US citizenship status of each member of the LLC, and the name, title, and US citizenship status of each manager or officer of the LLC. If the LLC is owned by one or more LLCs, separate LLC Statements must be filed for each LLC in the chain of ownership.

Security Agreement: In order to perfect a lender’s security interest in an aircraft, the parties must file the aircraft security agreement with the FAA. Similar to a lease, the FAA permits the redaction of certain commercially-sensitive information, but at a minimum an aircraft security agreement will include the parties’ names and contact information.

Trust Documents: In certain circumstances, particularly ownership of aircraft by non-US citizens or by a lender financing the purchase of the aircraft, the parties may transfer ownership of the aircraft to a trust.

All substantive documents related to the trust must be recorded with the FAA Registry as a public document, including the trust agreement and any aircraft lease or operating agreement transferring

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“...the owner can prevent their information from being easily accessible.” possession of the aircraft to a lessee or an operator.

At a minimum these documents will include the name of the trustee (a third party that maintains the trust), trustor (the party that directs the trustee and generally controls the trust), and their respective contact information.

Available Quickly and Cheaply

While the above documents are not accessible via an internet search like aircraft registration information, they are publicly available and easily obtained.

A member of the public can obtain copies of these documents by requesting them from the FAA Registry directly or through the use one of the many law firms, title companies or other vendors that will obtain any publicly available document filed with the FAA Registry within hours and for a minimal fee.

In addition to the FAA Registry, if the aircraft has eight or more seats (including crew), aircraft owners will generally register the purchase of the aircraft and any lease or security interests with the International Registry of Mobile Assets (International Registry) established pursuant to the Cape Town Convention. The International Registry doesn’t require the submission of documents like the FAA Registry, but does require the names of the parties and the type of interest

being registered.

The information on the International Registry is available through a website search tied to the aircraft serial number. As is the case with public documents, numerous law firms and vendors such as aircraft title companies will perform these searches and provide near immediate results for a minimal fee.

Protecting an Aircraft Owner’s Information

Fortunately for aircraft owners concerned about the privacy of information regarding their aircraft ownership and operations, there are a number of solutions to mitigate those concerns.

With respect to aircraft ownership information, the owner can prevent their information from being easily accessible by maintaining the ownership of the aircraft in an entity that doesn’t include their name, which in most cases would be possible by utilizing a special purpose entity (SPE) or a trust.

Having outlined the information that is publicly available, next time we will discuss the strategies owners can take to prevent their information from being easily accessed, including an SPE and more.

Stay tuned!

More information from www.crowell.com/practices/aviation T

JIM JANAITIS is a counsel with Crowell & Moring’s Aviation practice group. He focuses on helping Business Aviation clients navigate transactions and the complex regulatory challenges that come with owning, operating, and chartering aircraft. He has extensive experience in the sale, purchase, leasing, and financing of aircraft, and implementing ownership and operational structures tailored to each individual client’s goals.

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How Private Jet Cabins Impact Your Performance Are you underestimating the role of your aircraft’s cabin in helping you to perform at the top of your game, whether in-flight or upon arrival at that all-important meeting? Fabrizio Poli shares some key items for you to consider… s well as being an innovator’s tool (see my article on p42 of the May edition) a private jet also helps passengers peak-perform. Ask any of the world's top golfers and they will tell you they could never win as much as they do without private jet travel.

One of the key factors about a private jet leading its users to peak performance is the cabin environment. As Steven Kotler put it in his recent bestseller, The Art of Impossible: A Peak Performance Primer…

“Peak performance is nothing more or nothing less than getting our biology to work FOR us rather than working AGAINST us.”

So, let’s explore how your private jet cabin can work with you to achieve peak results in business.

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Cabin Pressure

The first thing to consider is the cabin altitude and the quality of the air. Oxygen is the fuel that powers our body.

In fact, one of the key elements causing jetlag isn’t necessarily the time zone changes but the cabin altitude (mostly 8,000 feet on airliners). Air becomes less dense as the altitude increases. On the ground at 8,710ft people become more easily fatigued, golf balls travel 10% farther, and even food preparation requires adjustment because the air is thinner.

Business aircraft are designed to cruise at very high altitudes, above airline traffic, in calmer air. This allows the engines to operate more efficiently, enables the aircraft to reach higher speeds, and helps provide passengers with a 56 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

smoother ride above most of the weather.

The cabin altitude of most private jets is at 6,000ft or below, enabling an improved passenger experience.

The Gulfstream G600 offers an even lower cabin altitude of 3,800ft at a 45,000ft cruising altitude. Because the G600 can cruise 13 hours or more, maintaining a lower cabin altitude means passengers arrive at their destination feeling better rested, more alert, and less fatigued than they would on any other aircraft, because the heart and lungs do not need to work overtime to oxygenate the blood.

Cabin Air

As airline travel starts to recover after the COVID-19 lockdowns, there is a renewed interest in air quality aboard aircraft. Viruses and diseases can easily circulate in a confined cabin, so offering a safe environment for passengers has long been a priority. On most aircraft, this is achieved in one of two ways: • Recirculated and filtered air systems, or • Fresh air systems.

Larger commercial aircraft will usually make use of filtration systems. But a private jet could use either of these methods.

Recirculated & Filtered Air Systems: The key is the use of HEPA (High Efficiency Particulate Air) filters to clean the air before re-introduction to the cabin. The system will filter the current cabin air and mix it with some re-introduced www.AVBUYER.com

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fresh air before passing it back into the cabin. This can result in the entire cabin air being filtered and replaced 20 to 30 times per hour. You won’t get even close to that on the ground!

HEPA filters are highly effective, and today manufacturers claim they can remove 99.97% of viruses, bacteria, and other harmful particles from the air.

Fresh Air Systems: The alternative to filtering and recycling the air is to use fresh, outside air. Fresh air systems introduce air continuously through the engines.

This is cooled, sterilized, and compressed before passing into the cabin. Old cabin air is vented out. Such a system can entirely replace the cabin air on most aircraft in around two minutes.

The continual re-introduction of fresh air ensures a clean and virus-free cabin, so there is no need with such a system to use HEPA filters.

Which Systems are Used by Which Jets?

Most jets use just one of these methods, but some may offer a choice of either. Some users may have a preference for one method. It is generally easier to control temperature and humidity with a recirculated system.

Some aircraft that use HEPA filters include the Dassault Falcon 7X and 8X (Dassault is currently looking at making them available for the Falcon 900 and 2000 models), the Citation Latitude and Longitude, Embraer Praetor 500 and 600, and Bombardier Global models.

All Gulfstream aircraft use fresh air systems, meanwhile, www.AVBUYER.com

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as do some Bombardier models and Citation jets (excluding the Latitude and Longitude).

Moreover, Gulfstream offers a plasma ionization purification system as an upgrade for several models. This further treats the incoming air supply to remove viruses and bacteria.

Gulfstream’s plasma ionization system, which operates whenever the aircraft environmental control system is active, works by emitting positive and negative oxygen ions that actively seek out and deactivate harmful molecules in the air and on surfaces. This process neutralizes particulate matter — not just bacteria and viruses, but also unpleasant odors from organic material.

The plasma ionization system is available for retrofit on the Gulfstream G650 and G650ER, G550, G450 and GV models, with additional installation options pending foreign certification. The system is provided as standard equipment on N-registered G650, G650ER, G500, G600 and the soon-to-be-certified G700.

Using Essential Oils

Being married to an herbalist/aromatherapist, my wife introduced me to this fascinating world. Here I discovered that diffusing essential oils in the cabin of your private jet can have numerous benefits for your overall wellbeing and performance.

The pressurized air that is recycled through an airplane cabin can often feel stale and dry, intensifying any feelings of airsickness that may arise. To help counteract these effects, try using a small spray bottle with water and a few

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drops of peppermint oil to mist the air around you.

Ginger, peppermint, and lavender essential oils can be effective at counteracting the feelings of motion sickness that can arise on flights when one or more are applied to the feet, temples, and wrists. Inhaling the scent of peppermint oil from a diffuser in the cabin can be of great benefit too.

Sitting in a confined place for a long time can be trying for some people. If this is your experience, you can use an oil made with 15 drops of chamomile in 2 tablespoons of a carrier oil, massaging a small amount on the legs and feet. Other oils that are good for calming include lavender, Roman chamomile, Focus Blend, ylang ylang, and Calming Blend.

The cost of putting 2-3 essential oil diffusers in your private jet cabin is minimal, and the result noticeable.

Learn more about being a healthy flyer in Health4Flyers: A Flyer’s Guide to Healthy Living, written by my wife and me.

Cabin Management Systems (CMS)

If you are buying a new private jet, it will have all the latest and greatest in CMS technology. However, if you're upgrading your existing jet’s CMS/IFE system to new technology, be sure to consider the following: 1.

2.

Is your aircraft a productivity tool for your business, used for family travel, or a bit of both?

Write a list of what you would like in the cabin, and understand what you need to meet your operational requirements. Most CMS/IFE system retrofits allow a wide range with respect to customization of equipment and look and feel. While some of this type of equipment seems ‘cool’, be careful. The rules governing what you can install in your aircraft are far

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3.

4.

5.

6.

7.

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different than the options available for your home.

If you're refreshing your interior, this is the ideal time to replace old and obsolete equipment.

Side-ledge woodwork is very expensive to modify or replace when adapting controllers and various media docks in the cabin. Consider all alternative options, including wireless controllers, unless the interior is due for a complete refresh.

Consider a partial refresh if the existing system meets most of your current needs.

Prioritize your needs and wants, and see what your budget will support.

How long the upgrade will take is also key. Can you add a CMS/IFE refurbishment in coordination with other scheduled maintenance? Or would you consider bringing your airplane down for the sole purpose of a CMS/IFE installation?

It is always best to fly the airplane for a few months before spending money on the interior. You may find that certain ideas weren’t that good after all. Realizing this after spending money is never a good thing.

If you only have limited time available to upgrade your existing system, consider a provider that can perform a phased installation, thereby getting you back in the air as soon as possible, by enhancing your system one or two steps at a time.

A complete CMS package upgrade can take 8-12 weeks to do. You also need to include 8-12 weeks of leadtime to allow for planning, ordering parts and integration considerations.

The most common time to upgrade the CMS is when the cabin interior is also being replaced. A full CMS replacement will involve touching the woodwork and the panels, so it makes a lot of economic sense to do this as

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“One of the key factors about a private jet leading its users to peak performance is the cabin environment.” part of a wider cabin upgrade. If you opt for an HD overlay and cabin refresh this is less invasive and does not affect the interior as much (so doesn't need to be done with a cabin upgrade).

Finally, comparing the cost to the value of the aircraft is a wise thing to do, as you don't want to over-upgrade your aircraft.

Buying a Used Aircraft? If you're buying a used aircraft with an existing CMS, it is important to evaluate the overall condition and suitability of the installed system to meet your needs.

Problems with in-service equipment can be significant, and expensive if appropriate due diligence is not performed before closing the deal. CMS/IFE equipment can be a huge source of owner dissatisfaction – to the point that the aircraft is disposed of.

Make sure the CMS/IFE provider has a robust system, and worldwide technical support. Look at the age of the CMS and assess whether you can refresh it or will you need to replace it.

Internet Connection

Without Wi-Fi access, a passenger cannot schedule appointments, sign documents, or do any remote work until the jet reaches its destination, potentially creating stress and frustration. That means it is worth having internet access on your private jet.

On-board Wi-Fi also helps simplify the process of in60 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

flight entertainment. Instead of looking for things like inflight movies, you can simply stream your favourite shows and movies for the duration of the flight. However, you will want to download most of these if you wish to avoid an expensive movie ticket…

Many business airplane owners might find that the connectivity they want is constrained by the size of their aircraft (not enough room for equipment inside and antennas outside); the cost of the equipment; its installation and upkeep; and the subscription fees charged by the provider.

The most important thing to the user is having a consistent internet signal. Understanding the limitations of the various systems is an important element of that. How many systems can be installed within the constraints of the aircraft? How many antennas can be put in the radome on the tail? Can antennas be fitted on the fuselage?

You can even install more than one connectivity systems into aircraft to accommodate worldwide coverage as much as possible, using the air-to-ground-based Gogo Business Aviation system, a Ku-band satellite system, and DirectTV. But even satellites cannot provide the desired connectivity all of the time. If you are flying into an area where there are ships and yachts also drawing from a Kuband signal, you will be competing for that connectivity. If you usually have two or three passengers on your airplane

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and then bring 10 more aboard, each with their carry-on devices, then that aggregate gets challenged. This is not something people tend to think about initially.

Gogo Business Aviation is the most popular for USbased domestic operators, and is inexpensive compared with the other satellite-based Internet systems. However, Gogo isn’t available until the airplane is 10,000ft above ground level, and it works only over the continental US, parts of Alaska and southern Canada, and a thin strip of the Canadian west coast. To obtain Internet coverage outside these areas one needs to use satellite-based systems.

Gulfstream’s Ku-band, BroadBand MultiLink (BBML), which costs about $800,000 per system, is very fast, has high download speeds, and can work on VPNs for corporate networks. While it doesn’t have global coverage, it does cover areas outside the US. Meanwhile, the Honeywell Swift Broadband system works off Inmarsat’s satellites. It’s not nearly as fast as BBML, but you do get global coverage. Most US-based Gulfstream operators would have an HD710 or BBML system for international use and Gogo for domestic travel.

DirectTV is another option, but quite pricy, starting at $500k for installation. Moreover, technology has changed so that people can stream TV, use Apple TV, or put a

server on the airplane and download hundreds of movies.

This reduces the demand from many users for live television. However, there are still some customers requiring DirectTV. While connectivity is a must for larger corporate and private jets, it is also becoming more important for smaller jets and turboprops. Wi-Fi is an expensive installation, though – especially for an older aircraft. Gogo is the most popular for small jet operations, and a subscription is usually several thousand dollars per month for the data, with installation being between $50,000 and $100,000.

In Summary

While many people talk about private jets as being time machines, they should instead be looked at as peak performance tools. This is why your jet’s cabin is so important. You want to get into and out of a meeting quickly, but also be at the top of your game at the meeting (not feeling drowsy after an eight-hour flight).

Sometimes the solution can be an older pre-owned jet with a few cabin upgrades that gives you the edge you need to peak performance, leading you to win more business… T More information from www.orvilleaviation.com

FABRIZIO POLI is Chairman and Co-CEO of Kaizen Aerospace LLC. He is also an Airline Transport Pilot. Mr. Poli has over 35 years experience in the aerospace sector, both as an aviator and in business. Fabrizio is also founder of popular YouTube channel, Biz Jet TV. Visit Biz Jet TV at www.youtube.com/channel/UCavizueJievdH4TwxiSlX3g

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VALUES - VERY LIGHT & LIGHT JETS

Business Aircraft Values: Very Light & Light Jets Where performance and value are dominant factors for a mission need, remember this: there’s nothing lightweight about the value and flexibility of the Very Light & Light Jets. s business jets increase in size from Very Light & Light jets to the low end of the Large Cabin models, six to eight seats generally remains the standard configuration across size-category lines. And while cabins increase in volume generally (enabling more productive workspace for those traveling longer distances), full-fuel payload doesn’t seem to grow proportionally in most cases.

As jets get bigger and heavier their runway needs increase, with no appreciable gain in how many people or equipment can fly – and thus we touch upon the key advantages of the Very Light & Light jet category - the value and flexibility offered to those who typically fly shorter legs.

Fully-fuelled, an Very Light or Light jet can often barely carry the typical passenger load of three persons, unless one or two of them doubles as a crew member. Nevertheless, with the average mission length below 750 miles and the nominal maximum-range of Light jets around 1,200 miles, the crew enjoys the option of flying lighter and saving fuel. Fueling for the mission with NBAA reserves allows larger cabin loads, making three or four - plus crew - possible.

The time difference between Very Light & Light jets and Large jets to fly a typical 750nm mission is small (about 10 to 12 minutes, overall) and is not a large time-saving for costs that may be considerably higher for the larger aircraft. Further, beyond these speed-range-payload operational

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basics, the Light jet crew will have the option of far more airports, often closer, more convenient and less expensive than what’s needed for the Medium and Large jets. Thus, it’s hard to escape the heavyweight value of the Very Light & Light jet.

So what exactly is a Light jet? Today we consider a jet “light” when its MTOW falls between 10,000 and 20,000 pounds. About a decade ago the Light segment represented the bottom rung of the business jet ladder. That was before the Very Light Jets entered the market, differentiated by weights below almost everything ever built at less than 10,000 pounds.

Very Light & Light Jet Price Guide The following Very Light & Light Jets Retail Price Guide represents current average values published in The Aircraft Bluebook – Price Digest. The study spans a twenty year period, from 2002 through Summer 2021, and covers 28 models. Values reported are in US$m, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the HondaJet average value reported in the Summer 2021 edition of Bluebook shows $2.7 million for a 2017 model, $2.4 million for a 2016 model and so forth.

Note: We have included 28 aircraft models in the following Very Light & Light Jets average price guide.

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VALUES - VERY LIGHT & LIGHT JETS

Very Light & Light Jets: 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

2012 US$M

MODEL BEECHCRAFT PREMIER IA

1.9

BEECHCRAFT PREMIER I BOMBARDIER LEARJET 31A CESSNA CITATION ENCORE+ CESSNA CITATION V ENCORE CESSNA CITATION BRAVO CESSNA CITATION CJ4

10.75

9.0

7.5

7.0

6.3

6.0

5.7

5.4

5.1

4.8

CESSNA CITATION CJ3+

9.44

7.5

6.7

6.0

5.5

5.3

5.2

5.1

CESSNA CITATION CJ3

5.0

4.8

4.6

4.4

CESSNA CITATION CJ2+

4.2

4.0

3.8

3.6

CESSNA CITATION CJ2 CESSNA CITATION CJ1+ CESSNA CITATION CJ1 CESSNA CITATION M2

5.575

4.3

3.7

3.5

CESSNA CITATION MUSTANG CIRRUS VISIONJET SF50

2.85

2.6

2.2

1.85

3.3

3.1

3.0

2.8

2.6

2.4

2.2

2.0

1.8

1.7

1.6

1.8

1.7 1.4

1.3 1.2

1.1

5.8

5.4

2.0

1.9

2.0

1.6

ECLIPSE 550 ECLIPSE 500 EMBRAER PHENOM 300E

9.65

EMBRAER PHENOM 300 EMBRAER PHENOM 100EV

4.25

9.0

8.5

8.0

8.0

7.5

7.3

7.1

3.8

3.6

3.4

3.2

EMBRAER PHENOM 100E

3.0

6.9

6.5

6.3

2.8

2.5

2.3

EMBRAER PHENOM 100 HAWKER 400XP HAWKER BEECHJET 400A HONDAJET HA-420

5.48

4.9

3.8

3.1

NEXTANT 400XT/XTi

2.7

2.4 3.1

PILATUS PC-24

11.246

10.5

9.5

2.9

2.5

9.0

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

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What your money buys today

Summer 2021 2011 US$M

1.8

2010 US$M

2009 US$M

2008 US$M

1.7

1.6

1.5

2007 US$M

1.4

2006 US$M

2005 US$M

4.6

3.2

2003 US$M

2002 US$M

1.2

MODEL YEAR $ MODEL BEECHCRAFT PREMIER IA

1.0

3.5

2004 US$M

0.95

0.9

0.85

BEECHCRAFT PREMIER I

1.15

1.10

BOMBARDIER LEARJET 31A

2.9

CESSNA CITATION ENCORE+ 2.6

2.4

2.2

1.9

1.8

CESSNA CITATION V ENCORE

1.55

1.45

1.35

1.25

1.15

CESSNA CITATION BRAVO

4.4

CESSNA CITATION CJ4 CESSNA CITATION CJ3+

4.2

4.0

3.8

3.6

3.3

3.2

3.1

3.4

3.3

3.1

2.9

2.7

2.5

2.4

2.35

2.25

1.9

1.8

2.4

2.3

2.2

2.1

2.0

1.7

3.0

CESSNA CITATION CJ3 CESSNA CITATION CJ2+

2.15

2.05

1.95

CESSNA CITATION CJ2 CESSNA CITATION CJ1+

1.6

1.5

1.4

CESSNA CITATION CJ1 CESSNA CITATION M2

1.5

1.4

1.3

1.2

1.1

1.0

CESSNA CITATION MUSTANG CIRRUS VISIONJET SF50 ECLIPSE 550

1.0

-

-

0.9

0.7

0.5

ECLIPSE 500 EMBRAER PHENOM 300E

5.2

5.0

4.8

EMBRAER PHENOM 300 EMBRAER PHENOM 100EV EMBRAER PHENOM 100E

1.7

1.5

1.4

1.2

1.6

1.5

1.4

EMBRAER PHENOM 100 1.3

1.2

1.1

1.0

HAWKER 400XP 1.1

1.05

HAWKER BEECHJET 400A HONDAJET HA-420

1.4

NEXTANT 400XT/XTi PILATUS PC-24 AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM

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AVBUYER MAGAZINE Vol 25 Issue 7 2021

67

AirCompAnalysis.qxp_ACAn 23/06/2021 15:14 Page 1

JET COMPARISON

GULFSTREAM G600

DASSAULT FALCON 8X

Jet Comparison:

Gulfstream G600 vs Dassault Falcon 8X How do the Gulfstream G600 and Dassault Falcon 8X compare side-by-side? What are the advantages offered by each model? Mike Chase analyses the performance and productivity parameters. ver the following paragraphs we’ll consider key productivity parameters for the Gulfstream G600 and Dassault Falcon 8X (including payload, range, speed, and cabin size) to establish which aircraft provides the better value towards the top end of the Large Jet market.

Do speed and range drive a decision to buy a jet, or are lower operating costs (variable cost per hour and cost per mile) more desirable? It is hoped that the following jet comparison will help clarify.

O

Gulfstream G600

The Gulfstream G600 is a new business jet on the market, having entered service in 2019 when it replaced the Gulfstream G550. Powered by a pair of Pratt & Whitney PW815GA engines, each producing 15,680 pounds of thrust (lbst), the G600 can reach a maximum altitude of 51,000 feet. It needs 5,900 feet to take-off when fully loaded, but can stop in 2,550 feet.

Alongside the Gulfstream G650ER, G650 and the all-new Gulfstream G500, the G600 shares a maximum operating speed of Mach 0.925.

The advanced ventilation system installed in the cabin of the G600 is capable of replacing the air with 100% fresh air in just

68 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

two minutes, helping reduce the effects of jetlag.

Meanwhile, in the cockpit the jet is equipped with the ‘flyby-wire’ flight system that provides calibrated flight controls, autothrottles and autobrakes to ensure peak engine performance and smoother, safer landings. The EVS is linked to a head-up display that projects the EVS view onto a transparent screen in the pilot’s forward field of vision.

As of this writing, there were 39 Gulfstream G600 business jets wholly-owned, and one in shared ownership, giving a total of 40 jets in operation worldwide. The majority of the fleet was based in the United States.

Dassault Falcon 8X

Unveiled in May 2014, the most recent Falcon to enter the market within a growing business jet family entered into service in October 2016, after receiving both EASA and FAA certification.

The aircraft has a range of 6,450 nautical miles (with eight passengers and three crew, at Mach 0.8), which is 715nm more than the Falcon 7X. The extra range comes courtesy of an additional center-fuselage fuel tank, and a lighter, redesigned wing. The reworked wing also keeps the Falcon 8X competitive on short runways: It needs 5,880 feet to take-off when fully loaded, but can stop in 2,220 feet. www.AVBUYER.com

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GULFSTREAM

DASSAULT

G600

(Produced 2019 to Present)

16

$58.5 Million (2021 Model)

Falcon 8X

vs.

(Produced 2016 to Present)

HOW MANY

EXECUTIVE

14

SEATS

$60.0 Million (2021 Model)

WHICH OF THESE LARGE JETS WILL COME OUT ON TOP?

HOW FAR

PAYLOAD CAN WE TAKE?

8 Pax with Available Fuel 6,518nm

Gulfstream G600

6,450nm

Dassault Falcon 8X

WHAT’S THE

HOW MUCH

CAN WE GO?

Gulfstream G600 Dassault Falcon 8X

(Lbs) 5,970

4,900

HOW MANY

HOW MANY

OPERATION?

EACH MONTH?

UNITS IN 40 70

NEW/USED SOLD

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CRUISING SPEED?

(Knots)

Gulfstream G600 Dassault Falcon 8X

488 459

WHAT’S THE

COST PER HOUR?

1 (4.3%) 3 (2.5%)

12-Month Average Figure Sources used: JETNET, B&CA, Aircraft Bluebook and Chase & Associates.

LONG RANGE

(% = Global Fleet For Sale)

Gulfstream G600 Falcon 8X

$4,775 $3,806

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AirCompAnalysis.qxp_ACAn 23/06/2021 17:02 Page 3

JET COMPARISON

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Table A - Payload & Range Comparison

The three Pratt & Whitney Canada PW307D engines have been optimized to offer 6,722lbst each. The Falcon 8X also has a service ceiling of 51,000 feet. The cockpit features the new EASy III glass-panel digital avionics, which are built around the Honeywell Primus Epic System and the Elbit head-up display, combining enhanced and synthetic vision.

Since deliveries began there were 70 Dassault Falcon 8X business jets that are wholly owned, with 15 of the fleet being based in the United States.

Gulfstream G600 Dassault Falcon 8X

41,730 35,141

94,600 73,000

Max Fuel (lb)

MTOW (lb)

5,970

4,900

Max Payload (lb)

Source: OEMs, B&CA

1,800

1,959

Avail Payload w/Max Fuel (lb)

5,609

J

5,655

Max Payload w/Avail Fuel IFR Range (nm)

1,312

Payload & Range Comparison

When comparing business jets, an important area for potential operators to focus on is payload capability, and especially the ‘Available Payload with Maximum Fuel’.

Table A (top, left) shows the Gulfstream G600’s ‘Available Payload with Maximum Fuel’ to be 1,800lbs, which is less than the 1,959lbs offered by the Falcon 8X.

Chart A - Cabin Comparison

6.20 ft

Dassault Falcon 8X

6.20 ft

Gulfstream G600

7.60 ft

7.70 ft

Source: UPCAST JETBOOK

Chart B - Range Comparison Gulfstream G600 Dassault Falcon 8X

6,518 (nm) 6,450 (nm)

8 Pax w/avail fuel 8 Pax w/avail fuel

Cabin Comparison

As shown in Chart A (left), the cabin height is the same for both aircraft at 6.2ft. However, the Dassault Falcon 8X cabin width is slightly greater than the G600 (7.7ft vs 7.6ft).

The Gulfstream G600 has a longer cabin than the Dassault Falcon 8X (45.2ft vs 42.7ft), and provides more overall cabin volume (1,884cu.ft versus 1,695cu.ft). These cabin volume measurements represent the net main seating areas, excluding the lavatory.

In addition, the G600 provides more internal luggage volume than the Falcon 8X (175cu.ft versus 140cu.ft). Neither jet offers external luggage space.

The Gulfstream G600 provides room for up to sixteen seats with four crew, while the Falcon 8X accommodates twelve seats with three crew in typical executive seating, and 14 in a high-density seating.

Range Comparison

Using Little Rock, Arkansas, as the start point, Chart B (left) shows the Gulfstream G600 has a range of 6,518nm with eight passengers and available fuel, compared to 6,450nm for the Dassault Falcon 8X. Note: For business jets, ‘Eight Pax Range’ represents the maximum IFR range of the aircraft at long range cruise. The NBAA IFR fuel reserve calculation is for a 200nm alternate. This range does not include winds aloft or any other weather-related obstacles.

Powerplant Details Source: Chase & Associates

70 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

As mentioned, the Gulfstream G600 has two Pratt & Whitney PW815GA engines, providing 15,680lbst each. These burn 421 gallons of fuel/hour (gal/hr). By comparison,

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7

Leading Edge 5 to view July.qxp_Layout 1 21/06/2021 12:36 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

2013 Sikorsky S-76D s/n 761025

G550 s/n 5114

One Owner Since New, 2015 Entry Into Service, Deluxe VIP Executive Interior, Gearboxes Enrolled on Sikorsky Powertrain Assurance Program, Iridium Phone, System, Emergency Flotation System

Renovation Completed Jan. 2017, Total Work Package Cost Approximately $8M, One of the Most Upgraded G550’s, 14 Pax Fwd Galley & Fwd Crew Rest, Honeywell Jet ConneX Ka-Band & Gogo Biz® AVANCE L5 High-Speed Broad-Band Data System & Wi-Fi System.

Not Another Aircraft like This Available

WANTED G450, G550, Global 6000 & Citation Ultra Aft or Fwd Galley, On Programs

Leading Edge Aviation Solutions is one of the world’s premier private aviation brokers/dealers with 900+ 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.qxp_ACAn 23/06/2021 15:16 Page 4

JET COMPARISON

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Chart C – Cost Per Mile Comparison

J

Dassault’s Falcon 8X has three Pratt & Whitney PW307D engines producing 6,722lbst each, and burning less fuel at 377gal/hr.

Cost per Mile Comparison Gulfstream G600

Chart C (left) details ‘Cost per Mile’, factoring direct costs and with both aircraft flying a 6,000nm mission with a 1,600lbs (eight passengers) payload. The Falcon 8X has the lowest cost per nautical mile, at $9.95. This is 21.4% less than the Gulfstream G600 ($12.08 per nautical mile).

$12.08

Falcon 8X

$9.95 $5.00

$0

$10.00

$15.00

US $ per nautical mile

Variable Cost Comparison

Source: JETNET * Based on a 6,000nm mission

The ‘Variable Cost’, illustrated in Chart D (middle, left), is defined as the estimated cost of fuel, maintenance labor, scheduled parts, and miscellaneous trip expenses (e.g., 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 Gulfstream G600 ($4,775/hr) has a higher variable cost than the Dassault Falcon 8X ($3,806/hr) – a difference of $969 (25.5%).

Chart D – Variable Cost Comparison $4,775

Gulfstream G600 Falcon 8X

Market Comparison Table

$3,806 $0

$1,500

$3,000

$4,500

Table B (left) contains the new prices (per B&CA) for the Gulfstream G600 and the Dassault Falcon 8X. These were $58.5m and $60.0m, respectively, at the time of writing.

Also listed are the long-range cruise speed and range numbers (per Aircraft Bluebook), while the number of aircraft in-operation, the fleet percentage for sale, and average sold are from JETNET. At the time of writing, the Gulfstream G600 had one aircraft ‘for sale’ on the used aircraft market (representing 2.5% of the fleet). By comparison, there were three Falcon 8X jets ‘for sale’ (4.3% of the fleet).

The average number of new/used transactions (units sold) per month over the previous 12 months was three for the Gulfstream G600 and one for the Falcon 8X.

$6,000

US $ per hour

Source: JETNET

Table B - Market Comparison Table

Gulfstream G600 Dassault Falcon 8X

Depreciation Schedule 488

459

Long Range Cruise Speed (Kts)

1,884 1,695

6,518 6,450

$58.5

Cabin Volume Cu Ft

8 Pax w/Avail Fuel IFR Range (nm)

New Price (2021 Model) $USm

$60.0

*Average Full Sale Transactions in the past 12 months, as of April 2021; Source: JETNET Data courtesy of Aircraft Bluebook, B&CA ; JETNET

72 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

40

70

In Operation

2.5% 4.3% % For Sale

0%

32

1

New/Used Average Sold per Month*

Aircraft that are owned and operated by businesses are often (in the U.S.) 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

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7

2006 GULFSTREAM G150, S/N 209 - Asking $3,250,000

1996 BEECHJET 400A w/ G5000, S/N RK-110 Asking $1,100,000

1996 CHALLENGER 601-3R, S/N 5194 Asking $2,795,000

1991 HAWKER 800A, S/N 258203 Make Offer

1992 LEARJET 31A, S/N 048 Asking $595,000

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AirCompAnalysis.qxp_ACAn 23/06/2021 15:16 Page 5

JET COMPARISON

Table C - Gulfstream G600 MACRS Depreciation Schedule 2021 Gulfstream G600 - Private (Part 91) Full Retail Price - Million $58.5m Year

1

Rate (%)

2

20.0%

32.0%

3

19.2%

Depreciation ($M)

$11.700

$18.720

$11.232

Cum. Depreciation ($M)

$11.700

$30.420

$41.652

Depreciation Value ($M)

$46.800

$28.080

$16.848

4

5

11.5%

11.5%

6

5.8%

$6.739

$6.739

$3.370

$48.391

$55.130

$58.500

$10.109

$3.370

$0.000

2021 Gulfstream G600 - Charter (Part 135) Full Retail Price - Million $58.5m Year

2

1

Rate (%)

Depreciation ($M)

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

24.5%

14.3%

3

17.5%

$8.360

$14.327

$10.232

$8.360

$22.686

$32.918

$35.814

$50.140

$25.582

4

5

12.5%

8.9%

$7.307

$18.275

7

8.9%

8

4.5%

$5.224

$5.218

$5.224

$2.609

$45.449

$50.667

$55.891

$58.500

$13.051

$40.225

6

8.9%

$7.833

$2.609

$0.000

Source: Aircraft Bluebook

Table D - Dassault Falcon 8X MACRS Depreciation Schedule 2021 Dassault Falcon 8X - Private (Part 91) Full Retail Price - Million $60.0 Year

Rate (%)

Depreciation ($M)

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

1

2

20.0%

$12.000

$48.000

$12.000

32.0%

$19.200 $28.800 $31.200

3

19.2%

$11.520

$17.280

$42.720

4

11.5%

5

11.5%

6

5.8%

$6.912

$6.912

$3.456

$49.632

$56.544

$60.000

$10.368

$3.456

$0.000

2021 Dassault Falcon 8X - Charter (Part 135) Full Retail Price - Million $$60.0 Year

Rate (%)

Depreciation ($M)

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

1

14.3%

2

24.5%

3

17.5%

$8.574

$14.694

$10.494

$8.574

$23.268

$33.762

$51.426

$36.732

$26.238

4

12.5%

$7.494

$18.744 $41.256

5

8.9%

6

8.9%

7

8.9%

8

4.5%

$5.358

$5.352

$5.358

$2.676

$46.614

$51.966

$57.324

$60.000

$13.386

$8.034

$2.676

Source: Aircraft Bluebook

$0.000

depreciated under the less favorable Alternative Depreciation System (ADS), based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There is a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated and, if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year recovery period, or under ADS using a twelve-year recovery period.

Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a seven-year recovery period.

There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in any given year.

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

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

This 100% expensing provision is a huge bonus for aircraft owners and operators.

After December 31, 2022 the Act decreases the percentage available each year by 20% to depreciate qualified business jets until December 31, 2026.

Table C (top left) depicts an example of using the MACRS schedule for a 2021model Gulfstream G600 in private (Part 91) and charter (Part 135) operations over fiveand seven-year periods. The price is as published by Aircraft Bluebook at the time of writing.

Table D (left) depicts an example of using the MACRS schedule for a 2021edition Dassault Falcon 8X in private (Part 91) and charter (Part 135) operations over five- and seven-year periods. The price is per Aircraft Bluebook.

Asking Prices & Quantity

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74 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

At the time of writing, there was one Gulfstream G600 business jet available for sale on the used aircraft market that invited offers. Of the three Dassault Falcon 8X jets available for sale on the used market, one had a $39m asking price while the other two invited offers.

While each aircraft serial number is www.AVBUYER.com

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Productivity Comparison

$

The points in Chart E (right) are centered on the same aircraft. Pricing used in the horizontal axis is as published by Aircraft Bluebook. The productivity index requires further discussion since factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors: 1.

2.

3.

Eight Passenger Range (nm) with available fuel The long-range cruise speed flown to achieve that range, The cabin volume available for passengers and amenities

Chart E - Productivity Comparison $75.0

Prices (millions)

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

2021 Gulfstream G600

2021 Falcon 8X

$60.0 $45.0 $30.0 $15.0 0.000

2.500

5.000

7.500

10.000

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

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

The Question of ‘What Matters More’?

The Gulfstream G600 offers a faster longrange speed and a longer range than the Falcon 8X. It also provides a greater cabin volume.

Although, the Dassault Falcon 8X has a higher price ($60.0m vs $58.5m), it offers a higher 'Available Payload with Maximum Fuel’, its hourly variable operating cost is 25.5% less, and the cost per mile is 21.4% less than the G600.

That cost per mile figure is based on both jets carrying eight passengers on a 6,000nm trip.

Prospective buyers need to weigh the capabilities of each aircraft very carefully against their specific mission need to determine which one is the best fit for their flight operations. And of course, further considerations will come into play once the G600 builds a track record in the pre-owned market, allowing prospective owners to compare how each aircraft is impacted by depreciation.

Within these paragraphs we have touched upon several of the attributes that business jet operators value, although there are other key selling points, including the ultra-modern technologies each aircraft uses in the cockpit and cabin to enhance passenger

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DASSAULT FALCON 8X

and crew comfort along with flight safety.

Airport performance, terminal area performance and time-to-climb will also factor in a buying decision.

Ultimately, there is plenty for a

prospective buyer to consider when deciding which performance criteria is better suited to them in an aircraft. Both business jets offer great value in the market today. 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

AVBUYER MAGAZINE Vol 25 Issue 7 2021

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Flight Dept JULY21.qxp_Finance 22/06/2021 11:36 Page 1

FLIGHT DEPARTMENT MANAGEMENT

How to Plan Resources for a Second Pilot While business jets and turboprops certified for single pilot operations allow flexibility, there are some key considerations to make as to when a second pilot provides a good safety buffer and valuable service. Mario Pierobon explores… hough a second pilot is not necessarily needed in aircraft certified for single pilot operations, with appropriate planning, one can be added (depending on the challenges presented by the type of operation) in order to enhance safety.

Luigi Ippolito, Crew Training Manager at Alidaunia, says that based on the applicable regulations two pilots may be required in a cockpit during night flights and/or under instrument flight rules (IFR).

Nevertheless, he adds, “it is always a good practice to have two pilots in high-performance airplanes, particularly considering the benefits in terms of [shared] workload management and human performance.”

Indeed, workload management is a core reason why a second pilot may be necessary – the cockpit is a complex environment and can require participation

T

76 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

from both pilots.

“One example is that of helicopter pilots performing external load missions in a dual cockpit scenario,” notes Kim Hutchings, Owner and CEO of Volo Mission. “One pilot may be looking out and down, working with the long-line and load, while the other is keeping an eye on the gauges and reporting back to the pilot doing the long-line work.

“Another example could be pilots working in law enforcement or military operations. Again, one pilot is observing what is going on inside the aircraft, and the other is observing what is going on outside of the aircraft,” Hutchings adds.

“Generally, the decision to add a second pilot for aircraft certified in single pilot operations comes down to increasing safety for pilots working in complex environments who must focus on multiple things occurring simultaneously.”

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Who Makes the Decision?

The decision about having a second pilot onboard is a very important one for an air operator as it can significantly affect the bottom line. There are some important factors that should be considered when deciding whether to hire a second pilot.

“The air operator may…have its own strict criteria for crew composition [aside from what the regulations dictate], set out in its Operations Manual…” suggests Ippolito, while, according to aviation safety consultant Nuno Aghdassi, the decision about having a second pilot onboard should rest with the accountable manager within the flight operation, or the aircraft owner, depending on the circumstances.

“Important factors to consider are the qualifications, the skills, the levels of proficiency, but also character, in order to foster proper Crew Resource Management (CRM) between pilots,” he adds.

“What may influence the decision are things such as the type of mission, the company’s safety policy and procedures, and/or insurance requirements”, Hutchings explains.

Due Diligence

A flight department should ultimately have processes in place to determine the need for a second pilot, and

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make long-term resource plans to facilitate this.

“Those overseeing flight operations – for example, the safety manager and the chief pilot – need to assess the risk of an operation, determining whether or not a second pilot should be on board”, Hutchings continues.

Adding a second pilot to the flight department is not a trivial matter, though, and could even be counterproductive if due diligence is not performed, A process should be followed to identify and assess the risks, and to adapt procedures, training, protocols, etc. to accommodate a two-crew team in an aircraft that’s certified for single pilot operations, according to Ippolito. This is necessary in order to gain the [full] safety benefit of having a second pilot in the cockpit.

An assessment of the cockpit workload peaks during specific operations could actually dictate the need for always having two pilots on board, he adds.

“In addition, when needed, a co-pilot who has ‘grown up’ within the company may be considered an important asset.”

Line Practices

There are some best practices that should be followed to coordinate two pilots on the flight deck of an aircraft certified for single pilot operations, and they

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FLIGHT DEPARTMENT MANAGEMENT

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“...it is always a good practice to have two pilots in high-performance airplanes.” also include training.

“The risk assessment would identify which tasks can be delegated to the second pilot, his or her roles and responsibilities, and what needs to be adapted in order to achieve optimum performance and safety,” Aghdassi says.

Every pilot should receive some level of CRM as a standard practice, but those working in a dual cockpit should have additional training in leadership and emotional intelligence, according to Hutchings.

“CRM training provides more of an introduction to crews working together,” she elaborates.

“Leadership and emotional intelligence training and coaching can be used to expand on CRM, creating a more effective, efficient, and safer working environment. These tools teach people to communicate much more effectively, manage stress and workload, improve decision-making, and work better as a team.”

A detailed set of Standard Operating Procedures for multi-pilot operations (MPOs)

should be developed by the air operator according to the type of operation, Ippolito advises.

“Considerations must also be given to specific cockpit layouts as single pilot aircraft, which may have switches or knobs far away from the co-pilot side.

“Both pilots must also be trained and checked using flight simulation training devices in a MPO environment. A typical training scenario is the ‘subtle’ Captain incapacitation during take-off or landing which can be discovered using proper callouts in the operating environment,” he concludes.

In Summary…

While a second pilot can be highly beneficial within some flight departments operating single-pilot aircraft, don’t just assume that adding one will automatically yield those benefits.

Gaining the advantages of a second pilot in a single-pilot aircraft is achieved only through careful planning, and appropriate training. 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/

78 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

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AVIONICS.qxp_Finance 23/06/2021 12:27 Page 1

AVIONICS

Avionics 101: How do Avionics Interface with the Aircraft’s Systems?

Continuing his Avionics 101 series, Ken Elliott discusses avionics in general,

and how a business aircraft’s avionics interact with other on-board systems… t is an important point to make right at the outset of this article that ‘avionics’ and ‘electrical’ are two different aircraft systems. Avionics covers the aircraft electronics over two major areas, i.e., the cockpit and the cabin.

The term Cockpit Avionics includes all remote components, cockpit displays and controls that govern and operate the three core functions of Communication, Navigation, and Surveillance (CNS).

The term Cabin Avionics largely relates to anything electronic that is utilized by passengers and cabin crew, such as the entertainment system.

The avionics are what connects the aircraft to the outside world, making sure it flies where you intend it to go, while

I

80 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

constantly on the look-out for other aircraft, terrain, obstacles and adverse weather.

Avionics also entertains those fortunate enough to experience the delight of a private flight. And, in newer aircraft, avionics surveils onboard airframe and engine systems, and either records, or virtual live-reports, on the overall aircraft’s inflight status.

The best way to understand the electrical system of the aircraft is that it is all things power-related, including the power needs of avionics. After electricity is first drawn from the aircraft battery, or provided afresh from an aircraft generator, it then enables anything that requires electrical energy (from raising and lowering the landing gear, all the way to an engine start). www.AVBUYER.com

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Figure 1: How Electricity Powers Avionics and Other Aircraft Systems

While the electrical system works with volts and amps, the avionics system utilizes the waveforms of the electromagnetic spectrum, and bits and bytes for data sharing.

Physically, the electrical supply is enabled and controlled from the cockpit, with each separate power circuit being breaker-protected. Some of those breakers are grouped and dedicated to avionics, allowing the pilot(s), when necessary, to isolate any single system from its power source.

Avionics breakers reside on a dedicated power bus, energized from an Avionics Master switch. There will be a separate Cabin Master switch for cabin power and system breakers. The breakers control the functions of cabin entertainment (considered avionics), galley and passenger lighting. (Figure 1, above, demonstrates how electricity provides the power for avionics and other major aircraft systems.)

How do Avionics Relate to the Other Aircraft Systems?

As outlined in Figure 2 (below), there are seven fundamental and separate aircraft system groups that are found on any Light, Mid-Size or Large business jet. The avionics integrate with many of the seven groups. Note how avionics plays a major role in the cabin, a focus of aircraft owners and corporate principles.

Examples of Avionics Integration to Other Fundamental System Groups

Over the decades electronics have replaced a significant number of mechanical and analogue aircraft functions. Bidirectional messages, status and commands are shared across wiring, Wi-Fi, or Bluetooth in place of mechanical and manual motion. Furthermore, bits and bytes of data are employed instead of switches and relays.

This movement toward automation saves on weight, space and energy, increasing reliability, and providing for a clean, clutter-free cockpit. Below are just two examples of where avionics are deployed to accomplish engine(s) and then airframe functions.

1. Engine EEC/ECU and FADEC

Automatic control of aircraft engines deploying dual channel Electronic Engine Controls (EEC). These may also be designated as Engine Control Units (ECU). The EEC is the core of a Full Authority Digital Engine Control (FADEC).

While the EEC (ECU) is physically mounted on the engine, it relies on data to and from the aircraft, including the avionics.

One example of the engine-avionics integration is the Flight Management Systems (FMS). This sub-system provides runway length, wind conditions and altitude information to the FADEC, via the EEC. In turn, the EEC can

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Figure 2: The Seven Fundamental Systems on a BizJet

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adjust the engine fuel demand and thrust for take-off.

The FADEC then provides crucial engine status and performance data back to cockpit avionics displays for crew monitoring. During flight it can either automatically, or upon request, download the same data via the aircraft’s satellite data communications.

2. Airframe

With respect to the airframe, the avionics translate electronic messages into analogue functions. One example is the flight control system that computes a motion command and then sends it to one of several autopilot servos, to mechanically operate moving surfaces.

For pitch, roll, yaw and trim, the autopilot completes its functions in real time. The autopilot senses and feeds back the new position of an aircraft’s moving surface, so the flight computer command will stop once the instruction has been satisfied.

Increasingly, micro-sensors are being deployed to provide the performance status of different aircraft subsystems, down to modular level.

Avionics sensors monitor, relay and even record status information. Quick Access Recorders (QAR) are standard on new corporate aircraft, and are being added to pre-owned models too. These small modules can pack a punch in data storage capability, informing flight departments about the in-flight performance of major systems.

Because of avionics’ ability to monitor aircraft subsystems, messages can be generated and displayed in front of the pilots, in various priority colors, to reflect their importance. All this data sourced from micro-sensors can be further relayed to the ground, via the avionics Satcom system, virtually in real time.

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So, What Does ‘Avionics’ Consist Of?

Although avionics can be separated into cockpit and cabin systems there are some features, such as Satcom, Wi-Fi, Bluetooth, Internet and some audio functions that are shared by both.

Cockpit Systems CNS: While avionics relies on, and integrates with, many aircraft sub-systems, it is centered on the three fundamental functionalities of Communication, Navigation and Surveillance (CNS).

Table A (above) sorts the various features of cockpit avionics under the CNS functions. Note that the recent ability of avionics to monitor and report on aircraft on-board systems is tabled under surveillance, as ‘Data Acquisition’.

Systems or features, such as CPDLC (FANS, ATN, and VDL), RVSM, ADS-B, 8.33KHz, PBN, and FM Immunity, either emerged from a single primary function (RVSM from Navigation) or from a combination of functions (FANS 1/A+ from Navigation, Communication and Surveillance).

However, these are features and not systems in themselves.

Of course, there are many features within cockpit avionics, but the ones shown were mandated in some fashion to meet airspace requirements. Other mandates specifically required new technologies, as product, such as TCAS/TAS, TAWS and ELTs. These are systems within themselves.

Cockpit avionics are typically duplicated for dual pilot operations, with safety and redundancy being crucial. In some larger aircraft the FMS and IRS may be triplicated.

An important takeaway of duplication is to prevent a single point of failure within any primary aircraft flight feature. In themselves, individual avionic modules may also contain dual channels of operation. This is common for flight control and autopilot systems.

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• No Damage History • Airframe: 133 Total hours. 124 Total landings • Engines: (2) Williams FJ44-1AP • Interior: RH Forward Refreshment Centre, Right Side Forward • 1 place Side Facing Couch, 4 Place Club Seats • RNP5/BRNAV • Avionics Dispatch Switch • Cockpit Floodlights • Magnetic Compass • Location: United Kingdom

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Cabin Systems: Entertainment

Avionics are central to the cabin. Cabin concepts begin with user interface and capability. High quality switch panels trigger a series of digital communications between audio and visual devices, transforming the cabin experience using personal ‘walk-on’ and ‘in-seat’ touchscreen controls.

For aircraft safety, the flight crew enables (and in an emergency can deselect) vestibule, cabin and galley power.

The cockpit crew can communicate with individual passengers and cabin crew. They can brief the cabin occupants via passenger address. Passengers also have call features, including in the vanity compartment.

Airshow moving maps, with current information on the aircraft’s position, accept data directly from the aircraft navigation system, while stored media is available to provide hours of entertainment throughout the cabin. Table B (above) lists the popular cabin electronics and provides some context to them.

How Do Avionics Communicate Internally?

Correspondence between avionics subsystems is an evolution. Today we use superfast digital bus networks between physical modules and cards (mounted within card cages). The bus distribution is carefully managed and prioritized. Bus management includes concentration and conversion of data. This modular approach is termed Integrated Modular Avionics (IMA).

Despite technology advancement, there are still hundreds of analogue actions taking place onboard a typical business aircraft today. The digital signal must convert over to a voltage to operate any physical relay or switch.

Analogue voltages are used to operate motors, servos and other mechanical devices.

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Buses are typically bi-directional, using very low amplitude signals. These signals follow well defined formats, applied throughout the various aircraft platforms and systems. Common modern-day formats are: • • • • • •

ARINC Ethernet ASCB CSDB CAN RS422

These formats define protocols for data communication within and between aircraft systems.

Avionics equipment manufactures need to protect proprietary data transfer between shared components and connected systems, and this is achieved in several ways, including in collaboration with the aircraft manufacturer.

(Because cockpits and cabins are so integrated with the total airframe, aircraft manufacturers prefer to work with a single primary avionics vendor, providing a branded avionics suite.)

Due to proprietary buses, many third-party avionics vendors are excluded or limited from connecting to them.

Methods of securing a closed system design require discrete configuration via key codes and unique software.

How do the Pilots Interact with Cockpit Avionics?

Newer aircraft instrument panels consist of between three and five large flat panel displays, and a separate stand-by instrument display. The glare-shield above the main panels houses flight and autopilot controls, as well as primary annunciation warnings.

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THE CURRENT BUSINESS JET COCKPIT ARRANGEMENT IN A DASSAULT FALCON 2000LXS. IN THIS INSTANCE THERE ARE FOUR MAJOR PANEL DISPLAYS AND TWO SIDE LEDGE ELECTRONIC FLIGHT BAGS.

Side ledges host electronic flight bags and secondary analogue controls. These may also be found in the aft pedestal and sometimes in the overhead panel. Mostly the cockpit overhead space is dedicated to power bus control and Head-Up Displays (HUD), where installed.

For pilots, the various cockpit panels should be ergonomic, efficient and de-cluttered, providing the ability to crossover pilot and copilot data at will. The one or two displays directly in front of each pilot are considered primary and are intended to replace the existing pilot and copilot T-configuration typical of legacy primary flight instruments.

Other significant displays are the Multifunction Flight Display (MFD), and sometimes a forward pedestal master display panel. The MFD offers a selection of secondary features, including radar, weather, maps, status, flight plans, enhanced (and/or synthetic) vision, and more. Being touchscreen, all the panels are interactive.

When installed, a forward pedestal display is used for data entry and other secondary features.

In Summary

In exponential leaps, avionics is developing into an aircraft central nervous system, orchestrating and prioritizing more and more functions, from engines to communicating with ‘walk-on’ devices.

Micro-sized electronic chips have increased their individual capacity to manage data and enable avionics that monitor, record, and broadcast on-board aircraft activity, in real-time. Subject to proper design and configuration of software, decisions made electronically are faster than those made by humans. This, in turn, leads to greater automation and the eventual acceptance of artificial intelligence.

Progress made with unmanned and eVTOL development, is transforming modular avionics. There are fewer opportunities for single points of failure. System reliability and available options have also improved. The pilot’s workload is now moving from action to monitoring, and from reaction to proactive cockpit resource management.

Airframe mechanics have avionics included in their training, and avionic engineers stretch their capabilities to integrate designs into remote aircraft components. The different professions of the aviation industry are consolidating knowledge, where functions are managed more by predictable electronic means, than by less reliable analogue functions.

Future Avionics 101 articles will cover communication, navigation, surveillance, and entertainment individually.

There will be a greater focus on information useful to owners, operators, consultants and brokers alike. ❙

KEN ELLIOTT has 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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Airbus Helicopters is seeking to bring the rotary-wing community together to drive the deployment of biofuels, through the creation of a Sustainable Aviation Fuel (SAF) User Group. The company has called all major stakeholders to join the initiative, with the aim of reducing aviation’s impact on citizens and the environment. www.airbus.com/helicopters.html

Embraer delivers 600th Phenom 300 Jet Embraer’s Phenom 300-series aircraft became the world’s best-selling light jet for a ninth consecutive year, as evidenced by GAMA’s Year-End 2020 shipment report. Highlighting the achievement was the recent delivery of the milestone 600th Phenom 300-series jet…

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he milestone jet was delivered to Superior Capital Holdings, LLC based in Fayetteville, Arkansas, and will be used to support the company’s business operations throughout the United States.

“We are honored to reach this milestone as the popularity and continued success of the Phenom 300 series is a direct reflection of our commitment to providing the ultimate customer experience in Business Aviation,” said Michael Amalfitano, President & CEO, Embraer Executive Jets.

Superior Capital Holdings, LLC previously operated a single engine turboprop, but after experiencing a flight in the Phenom 300, decided the jet was the best choice for its business.

A first-time jet buyer, the company upgraded its existing Business Aviation solution based on its need for enhanced cabin comfort, increased speed, and exceptional safety, as many of its trips

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involve routes longer than 1,000 nautical miles.

In addition to the Phenom 300’s enhanced capabilities based on remarkable field performance, the aircraft maintains airport flexibility with dependable maintenance and best-inclass operating cost, comparable to many turboprops. The comfort of the seats, with recline and full movement capability, are further enhanced by what Embraer claims is the best cabin pressurization among Light Jets (6,600 ft. maximum cabin altitude).

Originally launched in 2005, the Phenom 300 series is in operation in more than 35 countries, and has accumulated more than 1.2 million flight hours. In terms of performance, the enhanced Phenom 300E is capable of reaching Mach 0.80, and offers a fiveoccupant range of 2,010 nautical miles with NBAA IFR reserves.

More information from https://executive.embraer.com/

Aerion Corp. ceased operations suddenly last month. Although it had built an $11.2bn order backlog for the Mach 1.2 AS2 business jet, “in the current financial environment, it has proven hugely challenging to close on the scheduled and necessary large new capital requirements to finalize the transition of the AS2 into production”, a company statement read. www.aerionsupersonic.com

Bell Textron says the Genesys HeliSAS autopilot in the Bell 505 has received certification from the UK’s CAA. The system – available in two- and threeaxis configurations – decreases pilot workload, increases pilot comfort over long distances, and provides assistance in the event of inadvertent flight into Instrument Meteorological Conditions. https://bellflight.com

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Eviation reached a milestone in its development of the all-electric Alice aircraft when GKN Aerospace delivered the first fully-integrated wings, empennage and EWIS recently.

The wings and empennage feature advanced composite technology and are the first delivered by GKN Aerospace as fully integrated structures. www.eviation.co

Honda Unveils the HondaJet Elite S

Via its first ever virtual product launch event, Honda Aircraft Company revealed the latest upgraded version of the HondaJet, the ‘HondaJet Elite S’…

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he HondaJet Elite S features several upgrades that expand operational capability and improve flight operation.

With maximum takeoff weight increased by 200lbs., customers can now fly up to 120nm further at a higher payload, or take an additional passenger during their typical mission.

The additional range benefit begins to phase in above 650lbs payload, while additional passenger/payload benefit ranges from 170-200lbs. depending on the range of the mission.

Additionally, the new avionics features of FAA DataComm and ACARS replace traditional voice commands with text-based messaging to improve the clarity and efficiency of communications.

Combined with the newly introduced Advanced Steering Augmentation System (ASAS), Honda highlights that the Elite S further reduces pilot workload and maximizes safety.

Taking the HondaJet’s signature exterior profile to the next level, the

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HondaJet Elite S introduces new styling with exclusive paint schemes available in Gunmetal, Luxe Gold, and Deep Sea Blue; new color options that are topped off with a signature Elite S logo, and with further customization available, depending on exterior color selections.

“Since its introduction in 2018, the HondaJet Elite has achieved the best performance in its class while also being the most efficient, and with the new Elite S, we take another step forward in expanding the aircraft’s capability,” said Honda Aircraft Company's President and CEO Michimasa Fujino.

The HondaJet Elite S has inherited the aeronautical breakthroughs developed by Honda Aircraft Company, including the Over-The-Wing Engine Mount (OTWEM) configuration; Natural Laminar Flow (NLF) fuselage, nose and wing; composite fuselage; and a highly customized avionics suite.

More information from: www.hondajet.com

Textron Aviation announced Genevabased DALaviation Switzerland as the first Cessna Citation CJ4 Gen2 customer in Europe. The Citation CJ4 Gen2 will support DALaviation Switzerland in increasing its charter customer base, and is the third addition to its fleet, which already includes a Cessna Citation CJ2+ and a Citation CJ1. https://txtav.com Mansour Ojjeh, the CEO of TAG Group, has died, aged 68. The son of TAG Group founder Akram, Mansour was a Paris-born Saudi billionaire who presided over a period of substantial Business Aviation growth for TAG. Mr. Ojjeh also bought into McLaren Group in 1984, becoming a major shareholder, and he was widely considered a driving force in the group’s substantial motor racing success since.

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Epic Aircraft Names New Authorized Service Center Selecting Fort Lauderdale-based Premier Aircraft Service as its Authorized Service Center for the southeast US, Epic Aircraft has expanded the support network available for owners of the E1000 single-engine turboprop aircraft… ccording to Epic Aircraft’s CEO, Doug King, “Premier’s reputation for service excellence and dedication to customer support is widely known throughout the region. We are confident they will provide our customers with top-notch care and expert aircraft maintenance services.”

Epic Aircraft received FAA Type Certification for its award winning E1000 model in November 2019. Powered by a Pratt & Whitney PT6A-67A engine (1,200hp), the all-carbon fiber single-engine turboprop cruises at 333 knots; climbs at 4,000 feet per minute; operates up to 34,000 feet; and offers a full fuel payload of 1,100 pounds.

Meanwhile, the next generation E1000 GX is equipped with the Garmin GFC 700 Digital Flight Control System and Hartzell 5-blade composite propeller.

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Premier Aircraft Service – a division of Premier Aircraft Sales – is an FAA Certified Part 145 Repair Station, with extensive experience servicing Pratt & Whitney Canada PT6 engines, supporting Garmin avionics products, and performing composite repairs. It will be authorized to provide inspection, maintenance, and repair services from its Fort Lauderdale Executive Airport (FXE) location for the Epic E1000, the Epic E1000 GX, as well as the legacy experimental Epic LT. “Epic Aircraft offers an exceptional next-generation, highperformance turboprop, and we are extremely proud to be selected as its factory-authorized service center in the southeast region,” said Travis Peffer, CEO, Premier Aircraft Sales.

“Earning this authorization is a true testimony to the exceptional quality of work our talented team has provided our customers for nearly 20 years,” he added.

Epic is finalizing agreements with additional service center partners to establish a US-wide service network, providing coverage spanning all US time zones and strategic geographies.

More information: www.epicaircraft.com

Community

Appointments Vicki Britt

Vicki Britt was appointed as senior vice president, Innovation, Engineering and Flight for Gulfstream Aerospace. Colin Miller, who previously held the role, announced his retirement. Britt is responsible for research and development; new aircraft program initiation; engineering and product development; flight, lab and structural test; and worldwide Gulfstream flight operations.

Liam Byrne was appointed by the Bermuda Civil Aviation Authority (BCAA) as its new Director of Business Development.

Liam joins BCAA from the UK CAA, where he led business development activities in all key markets as Senior Manager International Development within CAA International.

Scott Debrie was promoted as Interior Senior Team Lead at West Star Aviation’s Grand Junction, Colorado location, where he will be responsible for scheduling, quoting and overseeing all production in the Interior shop.

Bill Forbes has been promoted to Director of Avionics Sales at Elliott Aviation. He joined the avionics sales team in 2018 as 92 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

Liam Byrne

Bill Forbes

Avionics Sales Manager and has helped lead Elliott’s Garmin G1000 NXi, Garmin G5000, and Collins Aerospace Pro Line 21 Modernization programs. He has also been instrumental in Elliott Aviation becoming a top-five Gogo dealer.

Gary Forster was promoted by Luxaviation Group to Managing Director of ExecuJet Caribbean. Forster first joined ExecuJet Middle East in 2012 and was instrumental in helping build and manage the new FBO in Riyadh. He then led a further FBO opening in Bali, and was promoted to Regional FBO Manager for Asia Pacific. Prior to this latest appointment, he was Global FBO Business Development Manager.

Hansueli Loosli was elected as the new Chairman of the Board of Directors for Pilatus Aircraft at the Pilatus Annual General Meeting. Oscar J. Schwenk, the long-standing Chairman of the Board of Directors, decided not to stand for re-election to the office this year. Having served as Chairman of the Board of Directors for over 15 years, the 76-year-old hands over to his successor. T www.AVBUYER.com

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• Hi Frequency: Dual King KHF-950 w/Motorola N1335 • SELCAL • Navigation Radios: Dual Honeywell RCZ-851 • Radar Altimeter: Honeywell AA-300 w/dual antennas • TAWS: Honeywell Mark VII EGPWS w/windshear • TCAS: Honeywell TCAS-2000 TCAS-II w/change 7 • Transponder: Dual Honeywell RCZ-851 • Weather Radar: Honeywell Primus 870 color Location: Lagos Price: Please call

1994 Bombardier Challenger 601-3R Serial Number: Registration: Airframe TT: Landings:

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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

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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 Location: Lagos Make offer

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Clip Group 2020 Bell 505 Jet Ranger X May.qxp_Heeren Cit Ultra sep 23/06/2021 11:49 Page 1

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2020 Bell 505 Jet Ranger X Serial Number: Registration: Airframe TT:

65253 SP-MRW 16

 As owner, we are proud to present  this BRAND NEW Bell 505  Price from Bell in this configuration  (including ferry to EU) was $1,85M  Now reduced to $1,75M Airframe Delivery hours: 16 hours Dual Pilot Controls Wire Strike protection 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

ADS-B GPS / WAAS receiver VHF COM transceiver VHF NAV and glideslope receivers Exterior Painted 2020 Metallic Black with Dynamic White Bell 505 logo Interior 2020 Premium interior with black leather seats Floor protectors: Baggage bay, Cockpit & Cabin A20 Bose headsets w/Bluetooth Air-Conditioning Location Swarzędz Gmina, Greater Poland, Poland Contact: Agnieszka Hips

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Vienna Jets 2009 Cessna Citation CJ2+ July.qxp_Empyrean 23/06/2021 11:50 Page 1

S H O W C A S E

2009 Cessna Citation CJ2+ Serial Number: Registration: Airframe TT: Landings:

 FOR IMMEDIATE SALE  EASA certified  CAMO controlled  WAAS/LPV  ADS-B out  No Damage History

525A-455 OK-MAR 4530 3335

Engines TAP Blue Engine Maintenance Program Engine 1 Manufacturer: WILLIAMS Engine 1 Time: 4530 SNEW Engine 1 Hot Section Time: 2500 Engine 1 Time Between Overhaul: 5000 Engine 2 Manufacturer: WILLIAMS Engine 2 Time: 4530 SNEW Engine 2 Hot Section Time: 2500 Engine 2 Time Between Overhaul: 5000 Avionics Rockwell-Collins Proline 21 with 3-Tube EFIS Dual Pro Line 21 CNS Radios Dual Collins AHC-3000 AHARS Dual Collins ADC-3000 ADC Dual Collins Audio Control Panels Dual TDR-94D Mode S Diversity Transponders (ADS-B out) GPS - Garmin GPS-500 Single Collins FMS-3000 - WAAS/LPV Single Collins DME-4000 Single Collins ADF

Collins TCAS-4000 (TCAS II 7.1) Collins Alt-4000 Radar Altimeter Collins WXR-800 Provisions for CVR FA-2100 Provisions for HF-9000 Honeywell Mark VIII EGPWS Interior & entertainment Number of Seats: 7. Galley Configuration: Forward Lavatory Configuration: Aft & Belted This tailored and classic interior is overall beige.

The passenger seats are light beige Townsend leather. Window reveals are covered in Cornsilk fabric with the lower sidewalls in beige textured fabric. The carpet is Walnut Kalogridis cut pile.

Cabinetry is finished in Pommele Figured Imbuya high gloss wood veneer with brushed aluminium hardware. Six passenger seats are arranged in a centre-club configuration with a belted flushing toilet in the lavatory. There is a RH refreshment centre, a LH storage cabinet with AvVisor display and a RH navigation chart case Exterior Year Painted: 2009 Overall Snow White with Mocha Frost, Winfield Bronze and Dark Brown Metallic stripes Additional equipment Airstair Style Entry Step. 50 Cubic Foot Oxygen B/E Crew Oxygen Masks. Tail Flood Lights Integrated Pulse light System. Airshow. RVSM Location Czech Republic Price: Please call

Vienna Jets Thomas WIESER, Managing Director Kolschitzkygasse 2/18 1040 Vienna, Austria

96 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

Tel: +43 676 7217335 Email: sales@viennajets.com www.viennajets.com

www.AVBUYER.com

1 Marbale Universal June.qxp_Empyrean 23/06/2021 11:51 Page 1

S H O W C A S E

2020 Gulfstream G500 Serial Number: 72036 Registration: OE-LVA Airframe TT: 74.7 Landings: 48  Brand new, 13 passenger aircraft, under  75 hours of flight time  EASA Certified and FAA Compliant  Aircraft registered in Austria  Vinyl Flooring in Entryway and Gallery Area  Removable Acoustic Curtain between  Cabin 2 and 3 Engines Pratt and Whitney PW 814GA Left engine Right engine S/N: #1 PCE-GA0122 #2 PCE-GA0116 THSN: #1-69.5 Hrs #2-69.5 Hrs TCSN: #1-46 cycles 2#-46 cycles Program Coverage: JSSI APU Honeywell HGT400 (GVII-G500) S/N: P-153

Email: KOKOLOFF@gmail.com

www.AVBUYER.com

Total hourse since new: 118 HRS Program coverage: JSSI Airframe Home Base: Moscow Program Coverage: Warranty Airframe and Outfitting Maintenance Tracking: CMP Certification: EASA Avionics The Aircraft is Equipped with Honeywell Primus Epic II refer to the attached List for the single components Currently Operated under EASA (ASC 007) ARINCDIRECTSM DATALINK SERVICE PROVIDER CONFIGURATION (ASC 12A) EEC Software Update perf (ASC 22B) INTEGRATED MODULAR AVIONICS (ATA 42) SYMMETRY FLIGHT DECK MASTER OPERATING SYSTEM SOFTWARE UPDATE (ASC900A) EVAS installed

Vasily

Additional equipment ADS-B out equipped FANS and CPDLC 13 Pax and 3 Crew Fwd LH and RH Galley and fwd Lavatory Fwd Cabin - 4 club seat and two double seats Side credence Aft Cabin - 2 club seat and 3 place divan Sleeping possibility for 6 Pax Aft lavatory Baggage compartment accessable via aft lavatory Watersystem with waterheater and a 60 Liter Tank Galley equipped with Refrigerator, Hot Air Oven and Micro wave oven plus Coffee Maker and Espressomaker Exterior Aircraft is New Painted (Sep 2019) Matterhorn White (Wing Walk) Stripes Blue Pearl and Silver Pearl)

UK Mobile: +44 7500 5549 57 Russian Mobile +7 915 294 74 55 WhatsApp Only: +1 765 705 01 14

AVBUYER MAGAZINE Vol 25 Issue 7 2021

97

European Rotors Cologne Airshow July.qxp_Layout 1 22/06/2021 11:40 Page 1

IF YOU ARE ROTORS WE GOT IT! Nov 16 - 18, 2021 Koelnmesse | Germany

organised by

www.europeanrotors.eu

in cooperation with

CAN February.qxp_Layout 1 21/07/2020 15:20 Page 1

P101-105.qxp 23/06/2021 14:41 Page 1

Gulfstream G550

The Ritchie Group Price:

Make offer

Year:

2012

S/N:

5364

Reg:

-

TTAF:

2,268.7

Location: USA & Canada

M A R K E Tel: +1 (314) 409-4791 T E-mail: sales@jet-transactions.com P L Ready For Service. Schedule Your Showing Today! Paint and Interior A Upgrades Completed March 2020 at West Star Aviation Highly C Optioned with RAAS and SVS 2020 Compliant! ADS-B Out (DO E 260B), CPDLC FANS 1/A Enhanced Navigation, Lightning Sensor System and Airshow 4000 Impeccable Maintenance History.

Landings: 1,002. Engines: Rolls Royce BR700-710C4-11 (G550).

APU: Honeywell RE220 (G550). S/N: P696. TTSN: 2,919 hrs. Avionics: 4 Honeywell DU-1310 Flat Panel Display Units. 2 Honeywell DC-884 Display Controllers. 1 Honeywell DP-884 Display Brightness Panel.

1 Honeywell/Kollsman Visual Guidance System (VGS)

www.jet-transactions.com

Embraer Phenom 300

Ahmed Al Ansari Price:

$3,800,000 Excl. VAT

Year:

2011

S/N:

50500085

Reg:

A4O-CY

TTAF:

647:57 FH

Location: Oman

George K

Cessna Citation XLS+ Price:

$8,900,000

Year:

2017

S/N:

560-6236

Reg:

654PD

TTAF:

640

Location: USA

Beechcraft King Air C90B

Simon Kreusel Price:

Please call

Year:

1999

S/N:

LJ-1566

Reg:

D-INMA

TTAF:

2700

Location: Germany

Cirrus Vision SF50

Eugene Prenzler

The Aircraft airworthy with its Engines and all its flight systems properly and fully operational within the relevant manufacturer’s published specifications and conforms to all requirements of the Aviation Authority of the State of Registry and EASA applicable to the Aircraft, including, its Engines. The Aircraft is in full compliance, with all maintenance and inspection requirements and the Manufacturers’ recommended inspection programmes. All airworthiness directives and mandatory customer service bulletins applicable to the Aircraft issued by the Aviation Authority of the State of Registry, or any manufacturer in respect of the Aircraft or any part thereof shall have been duly and fully accomplished and properly signed off in the Aircraft permanent records

Tel: +1 (404) 630 9355 Email: chrisfly123@yahoo.com Beautiful Cessna Citation XLS+. Now Available For Sale! This aircraft has been maintained to the highest standards through Textron Aviation. This magnificent aircraft has always been stored in a hangar in the southern part of the USA and operated since purchased new by the same professional crew. This aircraft has ProParts, Pro-Tech, and also Power Advantage Plus Warranty Programs.

Why pay a premium price for brand new aircraft when you can own this gorgeous Cessna Citation XLS+ with such low time! Avionics: Collins Pro Line 21 Avionics System. Dual Comm, Dual Nav, Dual DME, Dual Transponders. Dual Collins FMS-3000 (WAAS)

Email only Email: email@simonkreusel.de RARE OPPORTUNITY!!! This 1999 King Air C90 sports an awesome Jaguar Limited Edition paint and interior. Well maintained, no damage history. Low total time aircraft. Engines: Pratt & Whitney PT6A-21 550SHP. Props: Hartzell HC-D4N-3C. Avionics: EFIS Collins 4” DPU-84. EHSI Collins EFD-84. MFD Avidyne EX 500.

MKR Collins VIR-32. Int: Jaguar Limited Edition. 6-Passenger Executive Configuration. 4-Place Club, Side-Facing Seat and Belted Lav Seat. Ext: Shell White Base with Jade Mist Green and Gold Striping. Additional: Cleveland Wheels and Brakes. Avidyne EX 500 Multifunction Display including Jeppesen Charts

Tel: +27 67 232 5395 Email: sales@cirrussa.co.za

Price:

$2,850,000 Excl. VAT Introducing the only pre-owned Cirrus Vision Jet on the African

Year:

2019

S/N:

116

Reg:

N116PB

TTAF:

366

Location: South Africa

www.AVBUYER.com

Tel: +968 977 660 11 Email: cptansari@aeromanaviation.com

continent. This serial number is a fully loaded Generation 2 with Elite Package and remaining Jet Stream program. The Aircraft comes equipped with auto-throttle, a full set of executive seats and centre console. Total Landings: 200. Engines: Williams FJ335A. Avionics: Garmin Perspective Touch +. Interior: Champagne Premium Interior. Exterior: Vision Jet Blue Vitesse. Additional: Enhanced Awareness * Pro Pilot * Premium Luxury with Executive full seating and center console * Productivity & Experience * Global Connect

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M A R K E T P L A C E

McDonnell Douglas 902 Explorer

Price:

Please email

Year:

2002

S/N:

900-00103

Reg:

G-CIOS

TTAF:

2900

Location: United Kingdom

McDonnell Douglas 902 Explorer

Price:

Please email

Year:

2007

S/N:

900-00121

Reg:

G-HMDX

TTAF:

3600

Price:

Please email

Year:

2000

S/N:

900-00074

Reg:

G-SASR

TTAF:

6621

Price:

Please email

Year:

2019

S/N:

65186

Reg:

HB-ZWG

TTAF:

75

Tel: +44 (0)794 359 1121 Email: bobby@dynamicpitch.net A great example of an MD902 Explorer in excellent condition.

Available to purchase now. The aircraft is presented in attractive British Racing Green adorned with a striking swirl of Super White, complimenting those classic Explorer lines.•PWC 206E Engines •Cat A, Single Pilot Day/Night VFR Certified• NVIS Certified • Utility / Air Medical Interior. 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. Get in contact to discuss your requirements.

Tel: +41 (0)32 500 20 28 Email: info@centaurium-aviation.com

Well equipped Bell 505 with only 75 flight hours. Immaculate condition throughout. The helicopter is under Bell warranty and comes with a Customer Advantage Plan (CAP). The Bell 505 is presented in Bell black colors with silver Bell Logo and registration number. Five premium leather seats in black and black headliner and color coordinated carpet. Avionics: Garmin 1000 H integrated flight deck, with: Two 10.4 inch (26.4 cm) GDU high-resolution LED displays. GPS/WAAS receiver. VHF COM transceiver. VHF NAV and glideslope receivers. Int: Headliner Kit (Black). Floor Protectors

Centaurium Aviation Ltd

Tel: +41 (0)32 500 20 28 Email: info@centaurium-aviation.com

Price:

$1,430,000Excl. VAT Well equipped Bell 505 with approx. 170 flight hours. Immaculate

Year:

2020

S/N:

65247

Reg:

HB-ZWC

TTAF:

170

Location: Switzerland

102 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

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.

Centaurium Aviation Ltd

Location: Switzerland

Bell 505 Jetranger X

Tel: +44 (0)794 359 1121 Email: bobby@dynamicpitch.net

DynamicPitch Ltd

Location: United Kingdom

Bell 505 Jetranger X

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

DynamicPitch Ltd

Location: United Kingdom

McDonnell Douglas 902 Explorer

Tel: +44 (0)794 359 1121 Email: bobby@dynamicpitch.net

DynamicPitch Ltd

condition throughout. The helicopter is under Bell warranty and comes with a Customer Advantage Plan (CAP). The Bell 505 is presented in Bell white colors with black Bell Logo and registration number. Five premium leather seats in black and black headliner and color coordinated carpet. Avionics: Garmin 1000 H integrated flight deck, with: Two 10.4-inch (26.4 cm) GDU high-resolution LED displays. GPS/WAAS receiver. VHF COM transceiver. VHF NAV and glideslope receivers. Int: Black headliner kit. Floor Protectors (Pilot & Passengers Cabin)

www.AVBUYER.com

P101-105.qxp 23/06/2021 14:42 Page 3

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

Airbus H125

Lloyd Helm

Tel: +44 (0)786 676 8376 Email: 5hundred.lh@gmail.com

Price:

£1,600,000 Excl. VAT 6 year inspection just completed. One owner only two pilots

Year:

2015

S/N:

8114

Reg:

GLEOG

TTAF:

1000

fabulous aircraft. COA October 2020. Avionics: Garmin GTN Nav. Garmin 350 radio. Interior: 5 or 6 seats with front impact. Exterior: Black metallic with cream stripe.

Additional equipment: Helisas and Autopilot

Location: United Kingdom

Mark Stark

Agusta A109C

Price:

€250,000

Year:

1989

S/N:

7605

Reg:

UR-ACCV

TTAF:

3025

Location: Worldwide

www.AVBUYER.com

Tel: +44 (0) 7957 347269 Email: mark.accworld@gmail.com FOR IMMEDIATE SALE. Engines: 2 Rolls Royce. Model 250C20R1. Avionics: NAV1/NAV2 Collins VIR-32 with Controller Collins CTL-32. ADF Collins ADF-60A with Controller Collins CTL-62. Gyro Honeywell C14A &nbs p; EHSI x 2 Collins EHSI EFD-74. DME Collins DME 42 with Indicator Collins Ind-42. Trasponder Collins TDM 90 with Controller Ind 3 1C. Radar altimeter Honeywell RT300. ADI Pilot+copilot+ standby Honeywell. Additional information: Rate of Climb 1710 fbm. Climb Rate One Engine Inop: 350 fpm. Max Speed: 147 kts. Economy Cruise: 145 kts. Cost per Hour: $1254. PRICE REDUCED

AVBUYER MAGAZINE R Vol 25 Issue 7 2021 R

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M A R K E T P L A C E

Airbus/Eurocopter AS 350B-2

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

Bell 206B II

Price:

£310,000Excl. VAT

Year:

1974

S/N:

1301

Reg:

G-GEZZ

TTAF:

6394

Location: United Kingdom

Airbus/Eurocopter AS 365N-2

Angelo Rinaldi Price:

€550,000

Year:

1995

S/N:

6494

Reg:

I-CGFE

TTAF:

7757

Location: Italy

Bell 407

Christophe Durieux Price:

$1,790,000 No VAT

Year:

1997

S/N:

53145

Reg:

F-HMCO

TTAF:

1955

Location: France

Airbus/Eurocopter EC 120B

Chris Summers Price:

Make offer

Year:

2004

S/N:

1380

Reg:

G-JBBB

TTAF:

2360

Location: United Kingdom

104 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

Tel: +44 (0)797 128 5949 E-mail: hutchy@blueyonder.co.uk

Ian Hutchinson

Beautiful Metalic Blue Body Fresh 1750Hrs Turbine HMI 1st AND 2nd Stage Wheels-New Avionics: Garmin 430 GPS/NAV/COMM Trig TT31 Mode S Transponder Air CON Range Extender Luggage Extender Price Reduced

Tel: +39 (0) 856 922 725 E-mail: angelo.rinaldi@hoverflysam.it 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: +33 (0) 664 691 155 E-mail: Christophe.durieux@people-and-baby.com Private owner, one pilot, excellent condition, always hangared in Paris France. Under CAMO + PART145 Maintenance. Fresh 2000h Engine + Annual Inspection done March 2021. Floats, Air cond, Heater, Aux Fuel, Space Maker, Cargo Hook, Inlet Filter Garmin GTN750 + Traffic Alert GTS800, Radar Altimeter, USB ports. Flight Hours: 1955. NG Cycles: 2744. RIN Cycles: 6954. (Evolving Hours). Avionic: Audio Panel Garmin GMA 35.

COM KY196A. Transponder KT70. Radar Altimeter KRA10A. Paint & Interior: Paint: Glitter Black + Gold lines. Interior: Grey seats + Linen Gray Trim Kit

Tel: +44 (0)787 985 4019 E-mail: chris@heliselling.com IMMACULATE!!! Best EC120 on the Market. Low Time, 2 Owners from New, Treasured Aircraft, Private Use only - No Damage History. Open to Offers. Brand New Full Bare Metal Respray February 2021 by Edmondson Aviation. Aston Martin Grey Paint with Black & Gold Accents. Completely Corrosion Free. Always Hangared, Detailed Monthly, Stunning Condition...

Engines: Turbomeca Arrius 2F. Avionics: VEMD. Artificial Horizon. Direction Indicator. Mb Altimeter. 2 x Garmin GTR 225’s. Int: Mixed Grey Leather Interior. Matching Grey Carpets - Interior in Mint Condition throughout.

www.AVBUYER.com

P101-105.qxp 24/06/2021 12:35 Page 5

AUGSBURG AIR

Beech Premier 1A

Price: Year:

2011

S/N:

M A R K E Tel: +49 821 7003 143 T SERVICE E-mail: sales@aas-augsburg.de P L EU-Reg, Engine TSOH 1500 hrs / 500 hrs, Pro Line 21, 2x TDR94 A - D XPDR, ADS-B, Single Point Refueling, Ground Aux Heating, C Engines on TAP Blue, Avionics on CASP! Exclusively equipped E Beech Premier jet. One of only two Premier IA worldwide with electric ground heat system. One of the very last serial numbers - top opportunity! Avionics: Collins Pro Line 21. Dual COMM 1 Collins VHF 4000. NAV 1 Collins 4000. NAV 2 Collins 4500.

Collins DME 4000. Interior beige package including standard five (5) passenger center club seating in beige leather. Ext: Matterhorn WhiteBeige lower fuselage/red and black stripes

Reg: TTAF:

4200

Location:

Aircraft Spare Parts

Wheels, Starters, Brakes, etc.

Outright and Exchange

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 Advertiser’s Index

MRO Section Index

1st Source Bank ................................................. 61

Hatt & Associates................................................ 17

Action Aviation ..................................................... 83

Jetbrokers.............................................................. 73

AeroBuyNow ........................................................ 45

Jetcraft Corporation ......................... 20 - 21, 108

Airline Transport Professional........................... 29

Aircraft Blue Book............................................... 61

JetHQ............................................................ 14 - 15

Atlas Air Service .................................................. 23

Aradian Aviation .................................................. 85

JETNET.................................................................. 93

Bose ...................................................................... 27

Avpro ..................................................................... 33

Jet Values .............................................................. 89

Concorde Battery .............................................. 29

Blackhawk Aerospace ...................................... 87

Leading Edge Aviation Solutions..................... 71

Dassault Falcon ..................................................... 5

Central Business Jets ..................................... 107

Lone Mountain Aircraft Sales ........................... 47

Engine Assurance Program .............................. 15

Clip Aviation ........................................................ 95

Marbale Universal................................................ 97

Gogo Business Aviation.................................... 39

Dubai Airshow .................................................... 91

Mesotis Jets.......................................................... 94

More Company .................................................... 43

Dassault Falcon Pre-Owned ........................ 2 - 3

OGARAJETS ....................................................... 37

Oriens Aviation .................................................... 35

Duncan Aviation ................................................. 59

Par Avion ............................................................... 41

Pratt & Whitney ...................................................... 7

Eagle Aviation ...................................................... 11

Rolls Royce ............................................................. 1

Rolls Royce ............................................................. 2

ElliottJets .............................................................. 63

Sparfell & Partners ..................................... 24 - 25

Rosen Vision......................................................... 43

Freestream Aircraft..................................... 28 - 29

Sunset Aviation Assurance ............................... 55

Stevens Aerospace ............................................ 21

General Aviation Services................................. 23

The Jet Business......................................... 18 - 19

TAE Aerospace .................................................... 17

Global Jet Capital ............................................... 51

The Private Jet Company................................... 79

Global Jet Monaco .......................................... 5 - 9

Vienna Jets............................................................ 96 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), July 2021, Vol 25 Issue No 7, 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.

www.AVBUYER.com

AVBUYER MAGAZINE R Vol 25 Issue 7 2021 R

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Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRCRAFT

AIRBUS A318 Elite . . . . . 5 A319 . . . . . . . . . 8 A319 VIP . . . . . . 5

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 29, 108 BBJ3 . . . . . . . . . 20 787-8 VIP . . . . . . 29 787-9 . . . . . . . . . 21, 108 MD-87 . . . . . . . . 108

BOMBARDIER Global 5000 . . . . 20, 21, 108 Global 6000 . . . . 5, 18, 20, 21, 28, 71, . . . . . . . . . . . . . . . 108 Global 6500. . . . 5, 6 Global Express . 5, 33 Global Express XRS. 5, 7, 21, 33, . . . . . . . . . . . . . . . 108

PAGE

X . . . . . . . . . . . . . 15 XLS . . . . . . . . . . . . 59 XLS+ . . . . . . . . . . . 11, 85, 101 CJ1. . . . . . . . . . . . 63 CJ2+ . . . . . . . . . . 96 CJ3+ . . . . . . . . . . 11 CJ4. . . . . . . . . . . . 24 Bravo . . . . . . . . . 17 Encore . . . . . . . . 59 Excel . . . . . . . . . . 24 M2 . . . . . . . . . . . . . 83 Sovereign. . . . . . 21, 23, 33, 63, 108 Ultra . . . . . . . . . . . 24 Vision SF50 . . . . 101 500 . . . . . . . . . . . . 73, 97 510-Mustang . . . 47 550 . . . . . . . . . . . . 47

CIRRUS SR20G2 GTS. . . 11 SR22G3 GTS. . . 11

Challenger 300 . . . . . . . . . . . 23, 63, 108 601-3A . . . . . . . . 59 601-3AER. . . . . . 20 601 3R . . . . . . . . 73, 94 604 . . . . . . . . . . . 21 605 . . . . . . . . . . . 5, 20, 24, 37

Learjet 31A . . . . . . . . . . . 59, 73 36A . . . . . . . . . . . 103 40XR . . . . . . . . . . 37 45XR . . . . . . . . . . 17, 21, 108 60 . . . . . . . . . . . . 21 75. . . . . . . . . . . . . 108,

III . . . . . . . . . . . . 71, 73, VII . . . . . . . . . . . . 11,

PAGE

7X . . . . . . . . . . . . 2, 3, 5, 21, 23, 28, . . . . . . . . . . . . . . . 33, 108 8 X . . . . . . . . . . . . 3, 33 50 . . . . . . . . . . . . 73 50EX . . . . . . . . . . 41 900EX . . . . . . . . 21, 108 900EX EASy . . . 2 900LX . . . . . . . . . 18, 21, 108 2000 . . . . . . . . . . 23, 33, 59 2000EX. . . . . . . . 107

AIRCRAFT

PAGE

GULFSTREAM IV SP . . . . . . . . . . 33 V. . . . . . . . . . . . . . 85 100 . . . . . . . . . . . 21 150 . . . . . . . . . . . 33, 73 200 . . . . . . . . . . . 21, 33 280 . . . . . . . . . . . 37, 63, 107 450 . . . . . . . . . . . 33, 45, 85 550 . . . . . . . . . . . 5, 19, 71, 85, 101, . . . . . . . . . . . . . . . 108 650 . . . . . . . . . . . 19, 21, 108 650ER. . . . . . . . . 19, 21, 108

HAWKER BEECHCRAFT

PILATUS PC-12/47E . . . . . 21

PIPER Cheyenne IIIA . . 73

SOCATA TBM 700B . . . . . 11 TBM 930. . . . . . . 63 TBM 940. . . . . . . 63

HELICOPTERS AIRBUS/ EUROCOPTER

King Air 350 . . . . . . . . . . . 11 350i . . . . . . . . . . . 45, 47 B200 . . . . . . . . . . 85 C90B. . . . . . . . . . 101 C90GTi . . . . . . . . 85 F90-1 . . . . . . . . . 17

AS 350B-2 . . . . . 104 AS 365N-2 . . . . . 104 EC 120B . . . . . . . 15, 85, 104 EC 130B4. . . . . . 15 EC 135T2 . . . . . . 85 H125 . . . . . . . . . . 103

AGUSTAWESTLAND

Beechcraft

DASSAULT FALCON

1900D . . . . . . . . . 45 Premier IA . . . . . 105

AW109E Power . 24 AW109S Grand. 24 AW109C . . . . . . . 103

Hawker 400A . . . . . . . . . . 15, 63, 73 800A . . . . . . . . . . 73 800XP . . . . . . . . . 37, 85, 94 900XP . . . . . . . . . 15, 85 4000 . . . . . . . . . . 17, 79

BELL 206BII . .. . . . . . . 104 212 . . . . . . . . . . . 103 407 . . . . . . . . . . . 104 412EP . . . . . . . . . 85 412EMS . . . . . . . 103 505 . . . . . . . . . . . 95, 102

NEXTANT

CESSNA Citation II . . . . . . . . . . . . . 47

AIRCRAFT

EMBRAER Legacy 500 . . . . 79 Legacy 600 . . . . 21, 24 Lineage 1000E . 107 Phenom 300 . . . 63, 85, 101

400XT . . . . . . . . . 21, 108 400XTi . . . . . . . . 15

PIAGGO P180 Avanti . . . 47

MCDONNELL DOUGLAS 902 Exployer . . 102

SIKORSKY S-76D . . . . . . . . . 71

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Copy date for the August 2021 Issue - Wednesday 14th July 2021

106 Vol 25 Issue 7 2021 AVBUYER MAGAZINE

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D L SO 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

D L SO Embraer Lineage 1000E SN190-00611

2004 Falcon 900C SN199

Only 1324 Hours and 562 Cycles Since New; Preferred 19 Passenger Interior, World Wide Ready, Transferrable Warranty and Maintenance Programs

Primus 2000XP Avionics Suite, Triple IRS, Aircell ATG 4000, Honeywell SATCOM, FANS-1A/CPDLC, WAAS/LPV, ADS-B Out

D L SO 2003 Falcon 2000EX SN14

2005 Lear 60SE SN282

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)

Artex 406 ELT w/ Nav Interface, WX 1000E Stormscope, Lightning Detection System, Ice Detection System, Extended baggage space, WAAS/LPV, Collins ADS-B Out

D L SO Citation X SN281 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

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2010 DASSAULT FALCON 900LX S/N 246 • 4,933 Hours; 2,375 Landings • Engines and APU Enrolled on MSP • EASy II Avionics w/ EVS

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1989 MCDONNELL DOUGLAS MD-87 S/N 49767 • 25,363 Hours; 11,586 Landings • March 2020 Paint • 10 Tank Auxiliary Fuel System

2015 BOEING BBJ S/N 61040

2011 GULFSTREAM G550 S/N 5344

• 809 Hours; 205 Landings • Split Scimitar Winglets • 8 Auxiliary Fuel Tanks

• 2,296 Hours; 558 Landings • A irframe & APU Enrolled on Programs • Enhanced Navigation

2006 BOMBARDIER CHALLENGER 300 S/N 20071

2015 BOEING 787-9 2007 CITATION SOVEREIGN 2003 CHALLENGER 604 2009 GLOBAL 5000 2015 GLOBAL 5000 2012 GLOBAL 6000 2016 GLOBAL 6000 2016 FALCON 900EX

2014 FALCON 900LX 2015 FALCON 900LX 2016 FALCON 7X 2006 LEARJET 45XR 2019 LEARJET 75 2014 GULFSTREAM G650 2017 GULFSTREAM G650ER 2012 NEXTANT 400XT

2010 BOMBARDIER GLOBAL XRS S/N 9369 • 3,625 Hours; 1,392 Landings • Collins Venue CMS • KA Band Internet

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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

• 5,225 Hours, 2,643 Landings • Fully Programmed • ProLine 21 Advanced

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