FC O'Gara June 2022.qxp_FC December 06 18/05/2022 15:09 Page 1
Volume 26 Issue 6 2022
™
ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION
THIS MONTH Jets Comparison: Hawker 800XP vs Bombardier Learjet 60 proudly presents
2019 EMBRAER LEGACY 500
What’s New in BizAv Cabin Avionics for 2022?
Serial Number 55000048
How Does Maintenance Status Impact Jet Value?
See page 19 for further details
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Like-new, turnkey opportunity
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Contents FEB22.qxp 18/05/2022 15:00 Page 1
Vol.26 Issue 6
Contents
2022
10
26 32 36 40 44 50 60 64 68 74
Market Indicators
Trends and Observations from Leading Business Aviation Analysts
Market Insights
Bizjet Development Prospects: Large Cabin Jets
Buying & Selling Aircraft
Who Loses in an Aircraft Seller Default?
Ownership
How Does Maintenance Status Impact Jet Value? Jet Membership vs Ad Hoc Charter: The Differences
Aircraft Price Guide Mid-Size Jet Values
Jet Comparison
Hawker 800XP vs Bombardier Learjet 60
Flight Department Management
Is Your Flight Department Still Relevant? ETLs in BizAv: Additional Opportunities
Engines
Making Today’s BizAv Engines More Efficient
Cabin Electronics
What’s New in BizAv Cabin Electronics for 2022?
82
How to Put a Value on Cabin Electronics Upgrades
86
What’s Your Best Jet Connectivity Solution Today?
90
Lighting Tips to Optimize Your Cabin
94 98
Refurbishment
Tips When Planning a Private Jet Galley Upgrade
Avionics
Airspace Design Updates for Bizjet Operators
107
Showcases
108
Marketplace
114
Advertisers’ Index
114
Aircraft for Sale Index
Next Month • MRO Special Edition
4 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
EDITORIAL Commissioning Editor Matthew Harris +44 (0) 20 8939 7722 editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon dave@avbuyer.com ADVERTISING Steve Champness Publisher Americas +1 770 769 5872 steve@avbuyer.com 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 AVBUYER.COM Michas Rapf michas@avbuyer.com Emma Davey emma@avbuyer.com MANAGING DIRECTOR John Brennan +44 (0) 20 8255 4229 john@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE AvBuyer House, 34A High Street, Thames Ditton, Surrey KT7 0RY, UK +44 (0)20 8255 4000 Freephone from USA: +1 855 425 7638 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055
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2008 CHALLENGER 300 OFF-MARKET
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Deal Pending File Picture File Picture
LEGACY 450 S/N 8
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GLOBAL 5000 VISION/6000/7500
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GULFSTREAM 500/600/650ER
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CHALLENGER 604/605/650
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PHENOM 300/300E
ERJ 135/145
MarketIndicators.qxp_Layout 1 17/05/2022 10:59 Page 1
MARKET INDICATORS
Business Aviation Market Overview
With inflation on the rise, Brian Foley looks to historic trends to highlight why this may not be a bad thing for Business Aviation…
I
nflation has been dominating worldwide financial news headlines for some time now, as the 'transitory' phenomenon extends beyond one year. After enjoying rates averaging around 2% in the US for the past decade, in March 2022 inflation rose to the dizzying year-over-year rate of 8.5%, the likes which has not been seen in 40 years. There are several explanations typically offered on how we got here, 10 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
ranging from the considered to the whimsical. Reasons such as ‘supply chain challenges’ and ‘rising worker wages’ are commonly referred to, while some prefer the ‘Putin Price Increase’ finger-pointing, even though inflation and gas prices were rising months before any military build-up. While all of these are contributory to inflation, there is another, often neglected reason that is arguably one of the chief reasons. Though it’s largely a
US-based factor, it needs to be mentioned since the region accounts for two-thirds of the Business Aviation market. This under-appreciated inflation contributor is known as the M2 money supply, which in simplest terms is the amount of liquid monies circulating in the economy. It includes things like hard currency as well as easily accessible cash from savings and checking accounts, and other deposits less www.AVBUYER.com
MarketIndicators.qxp_Layout 1 17/05/2022 10:59 Page 2
AVBUYER.com BRIAN FOLEY formed Brian Foley Associates (BRiFO) in 2006 to assist aerospace firms and investors with strategic research. In addition to his work as Market Intelligence Editor, AvBuyer, he is a regular contributor for Forbes.com and his views are published in the media worldwide. 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/
1980s Deliveries Vs. Inflation
!
than US$100k… The U.S. government has been embracing Modern Monetary Theory lately, which suggests more money can just be printed without consequences. This was demonstrated with its stimulus initiatives during the pandemic, which flooded the market with cash and put more money in people’s pockets. As a result of this action, the M2 money supply exploded 40% in just two years – an extraordinary and sudden influx of cash to spend. Suddenly, consumers had the wherewithal to financially compete with one another to buy homes, used cars and other goods, driving prices ever higher. There is now too much money chasing too few goods. www.AVBUYER.com
Business Aviation in Inflationary Times
Business aviation has been around long enough to allow us to look back and see what happened during inflationary times. One example was around the 1980 timeframe, when annual inflation growth flared at the rate of 14%. As Elon Musk recently said, “It’s generally better to own physical things…than dollars when inflation is high”, and there’s no better way to switch from cash to hard assets than by buying a multi-million dollar business jet. This was the mood near 1980 when industry deliveries of new business jets more than doubled between 1976 and 1981 as annual inflation steadily grew from 6% to 14% (see chart above).
While speculation later factored into the steep delivery climb, the initial upswell was started by the rush to physical, high-value things to offer some portfolio inflation protection. The genie is now out of the bottle and inflation will continue to run in the near term, and perhaps beyond. While predicting future economic trends is always a bit of a gamble, it’s conceivable that we’re in for a period of ‘stagflation’ – little economic growth with high inflation. Despite this, history suggests that Business Aviation offers a perceived haven to investors, which will keep industry deliveries growing despite other economic headwinds. MI www.brifo.com page 14
AVBUYER MAGAZINE Vol 26 Issue 6 2022
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MarketIndicators.qxp_Layout 1 17/05/2022 11:00 Page 3
MARKET INDICATORS
AVBUYER.com
Global Business Aviation Flying Trends
Half-a-million global business jet sectors were operated worldwide in April 2022, up 16% compared to April 2019, according to WingX Advance. March and April 2022 have seen the highest ever daily operations (around 11,000 sectors per day). As economic headwinds build, there may be early signs of tapering, with the last week of April seeing comparative growth of 11% versus the same week in April 2019, down on the monthly trend. Nevertheless, business jet travel continued to outstrip the scheduled airline sectors, which was down 53% compared to April 2019.
North American Activity
European Activity
•
Business jet departures in the European region climbed to 60,000 in April 2022, up by 16% compared to April 2019. Despite the darkening macroeconomic outlook, growth in flight activity accelerated in the last week of April. •
•
•
•
•
The UK contributed a lot of the growth, doubling activity since April 2021, and was up 22% versus pre-pandemic April 2019. Germany had modest growth for the month, with a very strong final week; the first three weeks of April saw a 5% decline compared to April 2019, while the last week recorded a 29% increase. Across the rest of Europe, April saw very strong growth in Italy, Spain, Netherlands and Belgium, all four countries seeing at least 30% more business jet sectors compared to April 2019. The South-East of Europe had even hotter demand, with Greece smashing previous records with over 1,000 departures, up 58% on three years ago, and Turkey sustaining a long-running increase in private jet activity, with outbound flights up by 44%. Russia and Ukraine registered 899 business jet sectors during the month, down by 64% compared to April 2019.
14 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
In North America, business jet and turboprop sectors were up by 13% during April 2022, versus April 2019, and slowed to 7% growth in the last week of the month. The picture improves without the turboprop fleet. The jet sectors were up 22% for the month, and 15% in the last week of April. • •
The shortfalls compared to 2019 were still evident in Canada, Mexico, Bermuda, and the Cayman Islands. Record-breaking business jet arrivals continued to be recorded in the Virgin Islands, Sint Maarten, Costa Rica, and Puerto Rico. Within the USA, Teterboro was the busiest airport in April, while West Palm Beach continued to beat records.
Rest of the World
Business jet activity outside North America and Europe was very strong in April, up 50% on April 2019. • India, Colombia, Philippines, Nigeria, and South Africa all had more than double the activity of April 2019. • Sao Paolo, Melbourne, and Al Maktoum were the three busiest airports (noting that the latter saw a dip in activity compared to April 2021. • Business jet activity in China continued to crumble as lockdowns continued. Departures were down by 65% compared to last year, and down 58% versus April 2019. Hong Kong and Beijing have seen the biggest drops this month. “A fourth consecutive double-digit jump in monthly global Business Aviation activity, demonstrates the resilience of the rebound in the post-Covid customer base,” reflected Richard Koe, Managing Director, WingX Advance. “Demand has tapered slightly in the US, mainly in the charter market, which may be hitting capacity limits. This year’s comeback in Private and Corporate flight activity is maintaining the overall positive momentum.” MI www.wingx-advance.com page 18
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MARKET INDICATORS
AVBUYER.com
Table A Fleet Maintenance Condition
In-Service Aircraft Maintenance Condition & Marketability
5.40 5.30
$1.50
5.10
$1.40 M
J
J
Quality Rating
A
S
O
N
D
Maintenance Exposure
J
F
M
A
Quality Rating Trendline
Table B G500 G650 ER Citation CJ3+ Citation CJ4 F2000LXS F2000LX Citation XLS Global 6000 Learjet 75 King Air 350i Legacy 650 Phenom 300 CL-605 Pilatus PC-12 Caravan 208-675 G550 TBM 850 Citation Sovereign Citation CJ2+ Phenom 100 Citation Ultra King Air B200 - Post-2000 CL-300 Global 5000 Piper Meridian Hawker 400XP F50EX Citation CJ2 King Air 350 - Post-2000 Global Express Citation Encore Caravan Grand 208B GV Premier 1A Citation Mustang 510 F2000 CL-604 Piaggio P-180 II King Air 300 Global XRS King Air 350 - Pre-2001 Learjet 40
The average Ask Price for the tracked models decreased 4.2% during April, but is still up 32.9% YTD, and 9.4% Year-over-Year (YoY). Actual transaction values for young, low-time aircraft continue to be higher, but that’s to be expected, given that many of these aircraft are transacting without a ‘for sale’ listing.
Inventory Fleet Maintenance Condition
April’s Quality Rating and Maintenance Exposure values followed the same trend they exhibited in March. Specifically… Quality Rating: Posted its fourth consecutive monthly improvement, thereby setting another 12-month high figure in April. At 5.347 on Asset Insight’s scale of -2.5 (low) to 10 (high), inventory assets moved deeper into the ‘Excellent’ range, signifying fewer near-term maintenance events. The figure also represents about a 1% improvement YoY. Maintenance Exposure: The trend is not a positive one with respect to Maintenance Exposure (the cost of embedded/accrued maintenance), which increased/worsened another 1.2% during April, and 5.1% YoY. The significance here is that upcoming maintenance events, while fewer in number, will be more expensive to complete.
Maintenance Exposure to Ask Price Ratio (“ETP Ratio”)
18 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
$1.56
5.20
Aircraft Values
$ Mil $1.60
Following 21 consecutive monthly decreases, Asset Insight’s tracked pre-owned aircraft inventory increased by 4.0% in April. While listings are down nearly 18% Year-to-Date (YTD), the tracked 134-model fleet totaled 726 aircraft, a monthly increase of 28 units. Total inventory remains nearly 57% lower than the June 2020 peak, but no group posted an availability decrease for April, suggesting aircraft demand and availability may be close to, if not at, equilibrium for the time being.
Not surprisingly, April’s Maintenance Exposure increase and Ask Price decrease raised the ETP Ratio to 68% from March’s 12month low of 65.3%, but not all groups were negatively impacted. For those not familiar with the figure, 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 2022, assets whose ETP Ratio was 40% or higher were listed for sale more than 62% longer on average than aircraft whose Ratio was below 40% (308 versus 500 Days on Market). During April, nearly 41% of the tracked models, and over 54% of all listed aircraft, posted an ETP Ratio above the 40% excessive mark.
5.347
1.8% 3.7% 4.7% 7.3% 7.7% 9.1% 9.5% 10.6% 11.0% 11.4% 11.5% 11.8% 12.2% 13.6% 14.4% 15.1% 16.6% 16.7% 17.2% 20.0% 20.1% 21.2% 21.7% 22.0% 22.0% 22.9% 23.1% 23.4% 24.6% 27.9% 28.1% 30.2% 31.7% 33.3% 33.6% 33.9% 34.0% 34.8% 35.3% 36.6% 39.5% 39.7%
Learjet 40XR 40.0% Learjet 60XR 40.3% Citation CJ1 43.8% Caravan 208 44.3% Citation V 560 45.0% Hawker 800XP 47.9% Citation Excel 560 50.1% Premier 1 51.0% King Air B200 - Pre-200152.2% Learjet 60 59.4% TBM 700A 64.1% Hawker Beechjet 400A 70.8% GIV-SP 78.6% Hawker Beechjet 400 84.1% Piaggio P-180 84.2% Hawker 1000A 89.6% Learjet 31A 105.8% Hawker 800A 108.0% Citation II 111.7% CL-601-3A 121.2% Citation I SP 501 126.7% King Air C90 136.3% F20-5 152.7% Learjet 55 164.8% Learjet 35A 168.9% Citation Bravo 219.3% GIII 225.4% Citation III 260.7% Hawker 125-700A 396.5%
Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of April 29 2022 page 22
Source: JETNET (www.jetnet.com) Asset Insight, LLC (www.assetinsight.com)
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MARKET INDICATORS
AVBUYER.com
Large Jets
Mid-Size Jets
Ask Price vs. Maintenance Exposure
Ask Price vs. Maintenance Exposure
$ Millions
$4.00
$3.60
$3.50
$3.40 $15.0
$1.30
$1.31
Jan-22
Feb-22
Dec-21
Nov-21
Oct-21
Sep-21
Jul-21
Aug-21
$1.20 May-21
Apr-22
Feb-22
Mar-22
Jan-22
Dec-21
Oct-21
$2.00
Nov-21
$2.80 Sep-21
$9.0 Jul-21
$2.50
Aug-21
$3.00 Jun-21
$12.0 May-21
$1.40
$3.00
$3.20
$3.43
$1.50
$3.53
Apr-22
$18.0
$3.80
Mar-22
$19.86
Jun-21
$21.0
$ Millions
Asset Quality Rating
Asset Quality Rating
Scale -2.500 to 10.000
Scale -2.500 to 10.000
5.400
5.987
6.000
5.300 5.200
5.800
5.086
5.100 5.600
5.000
The ‘off-market’ aircraft sales phenomenon continues to impact statistical clarity, but do not confuse the slight uptick in availability as a decrease in demand. Buyer interest continues to be impressive, leaving overall availability at only 3.2% of the active fleet, compared to 7.7% one year ago. With traditional corporate buyers beginning to make fleet replacement plans, more pre-owned aircraft will enter inventory at some point. Limited new-production increases are likely to extend that occurrence further than pre-owned buyers might like, but the industry is likely to benefit from OEM cautionary production increases that should help overall pricing stability. Large Jets: Availability only increased by two units (or 1.4%) for Asset Insight’s tracked 43-model Large Jet fleet, but that represented a second consecutive monthly increase to the group’s inventory. The listed pool is down by 16.7% YTD, and nearly 63% since the June 2020 peak. But at least the figures are moving in the right direction, from a buyer’s perspective. The group’s Quality Rating continued its impressive climb, setting the group’s second consecutive all-time high/best, at 5.987 – a figure that is in seriously ‘Outstanding’ territory, and also represents a 6.2% improvement YoY. Maintenance Exposure did not follow the Rating’s path, however, worsening/increasing 3.4% in April, and 9.5% YoY, to approach the group’s 12-month worst value. Ask Price posted an eye-watering 13.6% increase to establish an all-time record high average for the group (this was also the only group to post an increase in April). That equated to more than a 52% increase YTD, and over 69% YoY. Needless to say, that dramatic price increase helped improve the group’s ETP Ratio, dropping it to 37.9%, reflecting the group’s second consecutive 12-month low figure (and
22 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
Apr-22
Mar-22
Feb-22
Jan-22
Dec-21
Nov-21
Oct-21
Sep-21
Aug-21
Jul-21
Jun-21
Apr-22
Mar-22
Feb-22
Jan-22
Dec-21
Nov-21
Oct-21
Sep-21
Aug-21
Jul-21
Jun-21
May-21
Market Summary
May-21
4.900
5.400
below the 40% excessive mark). While many listed assets may not be of interest to buyers, the reason is certainly not the aircraft’s maintenance status. Mid-Size Jets: Inventory for Asset Insight’s 45-model tracked fleet remained unchanged during April, leaving it nearly 23% lower YTD and 64.4% less than the June 2020 peak. The Quality Rating approached the group’s 12-month low, decreasing 0.7% - a figure that left the group within ‘Very Good’ range, but about 4.6% worse YoY. The good news is that although more maintenance events are coming up, they are expected to be less expensive to complete, as Maintenance Exposure decreased/improved 6.5% for the month (although the figure was 4.5% higher YoY). Average Ask Price fell 1.2%, but remained very close to March’s 12month high figure. That value represented a 63.2% increase YTD and more than 25% YoY. All these changes negatively influenced the ETP Ratio, but only slightly, raising it to 69.8% from March’s 69.1%. Considering the limited availability of Mid-Size Jets, many sellers may be in a stronger negotiating position than they realize. Light Jets: The Quality Rating for the 29-model tracked fleet of Light Jets improved 2.7% to a 12-month high/best 5.359, boosting the group into ‘Excellent’ territory through a figure that was also 4% better YoY. Unfortunately, Maintenance Exposure rose/worsened 4.8% during April, indicating that maintenance coming due will be more expensive to complete, albeit 7.2% lower YoY. The group’s average Ask Price, was nearly 59% higher YTD and 39.5% YoY, but decreased 3.7% from April’s 12-month high value. As one might expect, the Maintenance Exposure increase and Ask Price decrease negatively impacted the group’s ETP Ratio, raising it to 93% from March’s 90.5%.
page 24
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MarketIndicators.qxp_Layout 1 18/05/2022 09:56 Page 6
MARKET INDICATORS
AVBUYER.com
Light Jets
Turboprops
Ask Price vs. Maintenance Exposure
Ask Price vs. Maintenance Exposure $ Millions
$2.30
$ Millions
$1.75
$2.12
$2.10
$1.05
$0.60
$1.72
$1.65
$1.90
$0.57 $0.94
$1.70
$0.95
$1.55
$0.85
$1.45
$0.55
$1.50 Apr-22
Feb-22
Mar-22
Jan-22
Dec-21
Nov-21
Oct-21
Sep-21
Jul-21
Aug-21
Jun-21
$0.50 May-21
Apr-22
Feb-22
Mar-22
Jan-22
Dec-21
Oct-21
Nov-21
Sep-21
Jul-21
Aug-21
Jun-21
May-21
$1.30
Asset Quality Rating
Asset Quality Rating
Scale -2.500 to 10.000
Scale -2.500 to 10.000
5.400
5.200
5.359
5.300
5.100
4.958
5.200 5.000 5.100
Turboprops: Of the four groups, the 17 Turboprop models tracked by Asset Insight offer more selections per unit than any jet group, at 9.3 (versus 8.2 for Light Jets; 3.9 for Mid-Size Jets; and, 3.2 for Large Jets). Listed units increased 4.5% in April (seven aircraft), equating to a 24.8% decrease YTD, and nearly a 57% reduction since the June 2020 peak. The latest listings increased the number of upcoming maintenance events, reducing the group’s Quality Rating to a 12-month low of 4.958, and dropping Turboprops into ‘Good’ territory from March’s ‘Very Good’ range. The 1.9% monthly decrease virtually equaled the YoY reduction. Maintenance Exposure increased (worsened) by 1.8% for April, and 2.9% YoY – and, while Ask Price rose 1% to post a 12-month high figure (an increase of 7.6% YTD and 7.1% YoY), it was still not enough to improve the ETP Ratio, which increased/worsened to 45.5% (worse than
Apr-22
Mar-22
Feb-22
Jan-22
Dec-21
Nov-21
Oct-21
Sep-21
Aug-21
Asset Quality Rating Key Outstanding Excellent 5.500 5.250 or to Greater 5.499
Very Good 5.000 to 5.249
Good 4.750 to 4.999
Below Average Average 4.500 Less to than 4.749 4.500
the 12-month average) from March’s 44.4%. All things considered, many Turboprop and Large Jet sellers have ample opportunities to structure value-based transactions. For those carrying the burden of a Mid-Size or Light Jet currently listed for sale, their aircraft’s marketability, and related value, are substantially more limited.
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/
24 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
Jul-21
May-21
Apr-22
Mar-22
Feb-22
Jan-22
Dec-21
Nov-21
Oct-21
Sep-21
Aug-21
Jul-21
Jun-21
May-21
The listed assets creating these figures increased by 8.4% (19 units) in April, lowering the group’s YTD inventory decrease to 8.6% – the smallest contraction among the four groups. The number of Light Jets listed for sale is now only 37.4% lower than the June 2020 peak, also representing the smallest differential among the four aircraft sets. However, with only 3.5% of the active fleet listed for sale, selection is still relatively limited.
Jun-21
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5.000
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Market Insights.qxp_MARKET INSIGHTS 17/05/2022 10:22 Page 1
MARKET INSIGHTS
Bizjet Development Prospects: Large Cabin Jets
With several new jet announcements in the past 24 months, René Armas Maes shines a spotlight on the 4,200nm to 4,750nm-range jet sector (Large Cabin Jets), with a view on how Gulfstream’s new G400 could impact OEM activity…
T
o remain competitive and meet their customers’ needs, the leading business jet Original Equipment Manufacturers (OEMs) need to anticipate changes in customer demand. To stay ahead of the game, they must continuously develop and design new products, improve existing products and services, and develop new technologies to capitalize on market opportunities. However, introducing new products and technologies requires a significant commitment to Research and Development (R&D) investment. Operating in a highly competitive environment, OEMs are exposed to the constant risk that more innovative products, services, or technologies could be
26 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
developed by competitors. Even after a new jet is introduced to the market, there’s no guarantee it’ll be successful – especially at times customer demands and preferences are changing, or if a new product hits significant turbulence en route to certification. Timing is also crucial – for example, reaching the market before a competitor’s jet does, or in relation to an older model becoming obsolete. In short, the long-term growth, competitiveness, and continued profitability of business jet OEMs are dependent on their ability to anticipate and adapt to changes in the markets, and reduce the costs of producing high-quality products – while continuing to develop products and portfolios that align to worldwide market opportunities.
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Market Insights.qxp_MARKET INSIGHTS 17/05/2022 10:23 Page 2
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“As the only manufacturer to enter the 4,200nm to 4,750nm business jet segment in the past two years, other OEMs will be watching how the G400 order book stacks up very carefully.”
Over the following pages, we’ll explore what new products the ‘Top Five’ OEMs will offer in the 4,200nm to 4,750nm range in the next 24 to 36 months. This is a sector that, until more recently, was contested by older models. But with the recent announcement of Gulfstream’s G400, it’s a sector that could feasibly see some further developments as the leading market competitors vie for their share of the pie…
Bombardier
It could justifiably be argued that in the 4,200nm to 4,750nm segment Bombardier needs a new business jet to replace its ageing Challenger 600 platform, which has served the company well for more than 40 years. A new platform could allow the company to capitalize on the technological advances introduced in the Bombardier Global 7500, as it plans to do on the recently introduced Challenger 3500 (due to enter service later this year). Looking specifically at Bombardier’s investment in new product development, US$101m was invested in
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2021, compared to $147m in 2020. As a percentage of revenue, that’s 1.7% and 2.3% respectively. Meanwhile, additions to aerospace program tooling was $84m in 2021 and $127m in 2020, while R&D expenditure reached $17m in 2021 and $20m in 2020. Based on the numbers, it appears unlikely Bombardier will invest in a new platform for at least for the next 12-24 months. However, high success for the Gulfstream G400 may increase Bombardier’s appetite for this market. On the other hand, Bombardier may decide to concentrate its investment into refreshing its Global 7500 in a few years’ time, keeping it ahead of the game in the Ultra-Long-Range Jet segment.
Dassault
As the Dassault Falcon 6X development program moves towards flight testing and certification later in 2022, and as the French OEM continues to invest in development of its future Falcon 10X flagship (planned for service-entry in 2025), it’s very unlikely that the company will invest in a new product in the 4,200nm to 4,750nm segment in the next 36 to 48 months. Further down the line, however, there’s the potential for a refresh of the Falcon 900LXS platform, providing improvements to the interior, and especially the performance as Dassault seeks to remain competitive in the segment. Whether that comes in the form of a Falcon 4X or 5X will be interesting to see.
Embraer
In terms of R&D costs, Embraer invested US$43m, $30m, and $49m in 2021, 2020 and 2019, respectively. The company has invested significantly in new business jet products over the past 10 years,
AVBUYER MAGAZINE Vol 26 Issue 6 2022
27
Market Insights.qxp_MARKET INSIGHTS 17/05/2022 10:23 Page 3
MARKET INSIGHTS
AVBUYER.com IS BOMBARDIER'S CHALLENGER 600-SERIES LIKELY TO BE REPLACED ANYTIME SOON?
simultaneously developing and enhancing its engineering and technological capabilities. The Embraer Praetor 500 and Praetor 600, introduced in 2018, are upgrades on the Legacy 450 and 500, respectively, and offer more range. However, its recent financial statements imply Embraer is currently focusing on military, eVTOL, and a possible new regional turboprop aircraft. The most profitable aircraft in Embraer’s portfolio is the 1,970nm Phenom 300 Light Jet, which represented 60% of its jet deliveries in 2021, and 58% in 2020. Ultimately, it is unlikely Embraer will launch a cleansheet business jet product in the 4,200nm to 4,750nm segment within the next 24 to 36 months. In the meantime, there’s a need to develop sales of the Embraer Praetor 600. According to AMSTAT, in April 2022 the active Praetor 600 fleet stood at 49 units. That compares to an average of 115 jets for Bombardier and Dassault products within the segment. As with Bombardier, if Gulfstream’s G400 attracts large numbers of new and existing customers, Embraer may be forced to revise its strategy in this segment since it’s unlikely that it can develop the Praetor 600 to offer a range far beyond 4,200nm.
Gulfstream
Until the announcement of the Gulfstream G400 in October 2021, the factory-new Large Cabin jet segment was primarily contested between the Bombardier Challenger 650 and the Dassault Falcon 2000LXS, with the Embraer Praetor 600 being a relatively new market entrant. Previously, Gulfstream enjoyed significant market success within the segment with the Gulfstream GIV and GIV-SP, and later with its G450. 28 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
Expected to cost $34.5m (2021 price), the Gulfstream G400 is competitively priced compared to the Bombardier Challenger 650 ($32.4m, 2021 price), Dassault Falcon 2000LXS ($35.1m, 2021 price), per Aircraft Bluebook. As the only manufacturer to enter the 4,200nm to 4,750nm business jet segment in the past two years, other OEMs will be watching how the order book stacks up very carefully.
Textron (Cessna)
Textron Aviation invested US$619m in R&D during 2021, an increase of 13% compared to 2020. This, of course, includes R&D activities at Beechcraft, Bell Helicopter, and Cessna which has recently added three upgrades to its Cessna Citation line-up (the Citation XLS Gen2, CJ4 Gen2 and M2 Gen2). Cessna twice attempted to enter the 4,000nm-plus segment with the Cessna Citation Hemisphere and Citation Columbus. The 4,500nm Citation Hemisphere was announced in November 2015 and was expected to fly in 2019, but the program was canceled in April 2018. The 4,000nm Citation Columbus was launched in February 2008 and cancelled one year later, due to unfavorable market conditions, but not before Cessna had spent $50m on tooling, facilities, and other related costs. A new, larger product than the Longitude in the 4,500nm range is unlikely within the next 24 months while Cessna continues to strengthen sales of its new aircraft through product enhancements. However, Cessna may be a step ahead of the game if it does choose to launch a new product in this arena, following its two earlier attempts, in response to other OEM activity within the segment.
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AeroBuyNow June.qxp_Layout 1 18/05/2022 15:16 Page 1
2018 AIRBUS ACH135 2064 MOTIVATED SELLER
Helionix SP/DP IFR w/4 Axis Autopilot • Dual Garmin GTN750 • Wireless Connectivity (QKDQFHG 6RXQGSURRƓQJ • $LU &RQGLWLRQLQJ 6\VWHP • IBF
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1991 BEECHCRAFT KING AIR C90A LJ-1276 One of the Latest C90A ever Gear OH c/w 02/20 manufactured Fresh Phase 3+4 2096/1805 SMOH with fresh HSI’s 0 0DSSLQJ &DPHUD 35 SPOH Equipment available for 200K$
1999 BEECHCRAFT 1900D UE-360 6963/6407 Engines Hrs Remaining Electrical Ground Cooling EASA AIR OPS CAT Dual Inverters Dual AC- Dual AP 19 PAX+ 2 Crew Airline Config Electrical Ground Cooling Provisions for EMS Config
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Market Insights.qxp_MARKET INSIGHTS 17/05/2022 10:24 Page 4
MARKET INSIGHTS
AVBUYER.com TEXTRON/CESSNA'S PREVIOUS TWO CANCELLED LARGE CABIN JET PROJECTS COULD GIVE IT A 'LEG-UP' IN ANY FUTURE FORAYS WITHIN THIS SECTOR.
“To stay ahead of the game, OEMs must continuously develop and design new products...” In Conclusion
While product development and R&D investments need to be carefully looked at by top management, taking too much time over a new product development decision could put a competitor in a favorable position - which seems to be what’s happening with the recently-launched Gulfstream G400. Which OEM will follow suit and develop a product in the 4,200 to 4,750 nautical miles segment? It’s unlikely to be Bombardier, Dassault, and Embraer (at least in the next 12 to 36 months).
In Textron’s case, the company may want to grow earnings in the currently bullish Business Aviation market and deliver strong free cash flow numbers in order to build capital allocation flexibility to invest in new programs. For now, though, Gulfstream appears to have stolen an advantage for at least the next two years. And that could easily extend to four years, given the time it takes for market research, product development, board approval, certification, and aircraft entry into service to happen. 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.
UNDERSTAND THE MARKET BETTER with AvBUYER.com
https://www.linkedin.com/in/ren%C3%A9-armas-maes-4935b842/
30 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
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General Aviation June.qxp_Layout 1 17/05/2022 14:34 Page 1
Buying&Selling.qxp_Finance 17/05/2022 09:17 Page 1
BUYING & SELLING AIRCRAFT
AVBUYER.com
Who Loses in an Aircraft Seller Default? With pre-owned business aircraft Sellers so firmly in the driving seat in today’s lightning-fast market, what’s the fall-out in the event of a Seller default? Mike Zabkar discusses the impact, along with how to safeguard against it…
W
e are in the midst of exceptional market demand, and retail pricing seems to have no bounds. The days of agreeing on the terms of a deal with a good old-fashioned handshake were over long ago. The corporate buyer, once the backbone of aircraft sales, has fallen behind High NetWorth Individuals (HNWIs), wealthy families, and trusts. Market demand and availability has clearly influenced aircraft purchase/sale agreements. The “As-Is” paragraph has taken on a different meaning, i.e. “No Pre-Purchase Inspection (PPI), no kicking of tires - just ‘light the fires’, and you’re off”. These days, even mid-PPI (where they occur), if the Seller gets a better offer, they’re gone, “See Ya!”. Sellers are prepared to pay the existing Buyer’s expenses and rush to the highest bidder – ‘contract be damned’! It’s worth lingering on the “See Ya” for a moment to ask how the ‘default’ is worded within the agreement. Who is losing out? Obviously, the Buyer is losing out, 32 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
having, in good faith, put up a deposit, signed a contract, scheduled a facility, technicians, pilots, and more. But how about the Buyer’s broker? How many potentially hundreds of hours get invested into seeking out the right aircraft – or at least the one with the fewest compromises – for the Buyer? In the case of a Seller default, a reasonable contract holds the Seller accountable to reimburse the Buyer for all direct expenses, inspections, etc. Frustrated and upset, the Buyer will either move on, looking to the broker to find another aircraft, OR in many known cases have said, “I’ve had enough of this market” and continue to charter, or stay with their current airplane. As for the Buyer’s broker, it’s not as simple as finding another aircraft and getting paid… In today’s market, brokers are working more hours, incurring more expenses through advertising, and travel, and in most ‘Default’ instances they lose out on an anticipated commission.
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Buying&Selling.qxp_Finance 17/05/2022 09:17 Page 2
BUYING & SELLING AIRCRAFT
Time to Reword the Purchase Contract
For those sale/purchase contracts with more than one page (the industry average is closer to thirty pages now), maybe it’s time to revisit and add some new language under Seller Default. What if there was language in Seller’s Default that said something along the lines of… In the event of Seller’s default prior to the Closing Date, Buyer, shall be entitled to receive immediate release of the Deposit plus Seller agrees to reimburse Buyer for three times (i) its actual out-ofpocket cost of the Inspection, (ii) the Buyer’s Flight Costs paid or reimbursed to Seller, including Buyer’s Flight Costs with respect to the initial visual flight test that took place in accordance with the Offer Letter (if any), and (iii) all reasonable documented costs, expenses and fees (including fees of consultants, brokers and attorneys) incurred by Buyer in connection with the transaction, within five (5) Business Days of written demand by Buyer. Buyer’s rights to receive the amounts expressly set forth shall not limit the remedies available to Buyer in the event Seller defaults on Seller’s obligation that may otherwise be available to Buyer. While your legal team can ‘word smith’ the language, the intent is spelled out. There is a compelling need for a real penalty for a Seller to willingly walk away from a valid contract because the Buyer was outbid, or any other post-contract ‘market
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frenzy’-related default. Would this type of language be embraced by the Seller or its counsel? Why not? The intent is to sell and deliver the aircraft. Most contracts, over one page, spell out pertinent terms and conditions. Just as importantly, it introduces language to both the Seller and the Buyer that the Broker has a role in this, and its fees are valid expenses that must be paid.
It Couldn’t Hurt…
It could be that this type of language within an agreement is objected to, and deleted from the contract. The issue will at least have been raised and discussed. Perhaps the Seller will think twice before considering, or accepting, a higher offer, post contract. Or maybe the Buyer’s broker gets its due consideration and compensation in the event of a default. Who knows? Maybe, just maybe, the aircraft transactions become a little more professional, and a little less stressful for everyone as a result. With enough Aircraft Brokers/Dealers addressing the issue it just might get some traction. After all, what’s to lose? A contract concession the Broker didn’t have to begin with? It could just hold a transaction together. It needs addressing, because by most accounts, the current market conditions will last through the foreseeable future, into 2023. T
MIKE ZABKAR Mike Zabkar is President at U.S. Jet Search, LLC. and has over 45 years’ experience in aircraft acquisition, sales, and consulting. He is a Board member of the Global Licensed Aircraft Dealers Association (GLADA) which strives to be the leading advocate in the fair business of buying, selling and leasing business aircraft. More information from www.us-jet-search-llc.com or www.glada.aero
34 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
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Jet HQ inventory FP June.qxp_Layout 1 18/05/2022 15:18 Page 1
Your Headquarters for Global Aircraft Sales 2003 BOMBARDIER GLOBAL EXPRESS • Fully Programmed • Batch 3 / FANS 1/A / SBAS / LPV / WAAS / • TCAS 7.1 / ADS-B Out • Paint & Interior - 2018 • Honeywell Ovation Select CMS • Gogo AVANCE L5 with Gogo Vision
1993 BEECHCRAFT KING AIR 300-LW • S/N: FA-230 • Well Maintained; No Damage History • New Paint and Interior Refurbishment 2016 • Operated Part 135- DGCA Certified • Cargo Door • Avionics on Programs- CASP
2010 GULFSTREAM G150 • Serial Number: 284 • TT: 4,292.5 • Total Landings: 2,326 • Well Maintained- Gulfstream Authorized • Service Centers • WiFi – Iridium ICG NxtMail Server • Connect Up To Ten (10) User Devices in Cabin • Engines and APU on Programs
1997 HAWKER BEECHJET 400A • Serial Number: RK-135 • Proline 21 with Modernization Package- SVS, • RNAV with WAAS/LPV Approach Capability • Gogo AVANCE L3 Wi-Fi • New Paint and Interior- 2019 • ADS-B Out V2 • EMTEQ LED Cabin Lighting System • Cool-View Cockpit Windshields
Ownership 1.qxp_Finance 17/05/2022 14:47 Page 1
OWNERSHIP
How Does Maintenance Status Impact Jet Value? When considering the value of a private aircraft, how does its maintenance status factor? David Wyndham provides a basic overview… hen evaluating pre-owned jets for sale, there are several factors that determine price, the first being demand. Popular aircraft in high demand will command higher selling prices than less popular models. Aircraft age is another factor: assuming all other things are equal, an increase in age corresponds with a decline in value. It’s much the same for total hours on the engines and airframe. As the hours increase, the price tends to decrease. Where maintenance status is concerned, however, it all depends… Why is this? – and how does an aircraft’s maintenance status impact its value?
W
Understand the Systems
Firstly, it is important to understand that an aircraft is a system of systems. At a high level there’s the airframe and engine systems. Then there is the avionics system. Making everything come together are further systems, such as fuel, hydraulics, electrical, environmental, and more. For example, the airframe cannot be operated without the flight control systems, which rely on 36 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
hydraulics and electrics. All of these are interrelated and require maintenance at some point.
The Cyclical Nature of Maintenance
The second major point is to understand the cyclical nature of maintenance. When we look at operating costs of an aircraft, we tend to look at the variable hourly cost per flight hour, and the fixed costs per month/year. For example, fuel is consumed in a mostly linear fashion. At cruise, the engines burn fuel at a steady rate, whereas for take-off and climb the fuel burn will be higher. By taking the average fuel consumed on a typical flight and dividing it by the time taken for the flight, you will determine the average fuel burn per hour. Multiply that value by the cost of fuel per gallon and you can calculate the fuel cost per flight hour. Meanwhile, the full-time flight crew gets paid a salary in equal installments over the year, and regular payments are also made for insurance and hangar fees. Maintenance is also frequently shown as a cost per flight hour. Unlike fuel, however, the cost is not always www.AVBUYER.com
Ownership 1.qxp_Finance 17/05/2022 14:48 Page 2
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consumed in equal installments. Nor is it equally consumed over a month or even a year. If you elect to enroll on a guaranteed hourly maintenance program, you accrue and pay for the cost of the eventual maintenance in a linear pattern, but the actual events occur over varying intervals. When a component is close to wearing out (or moves beyond a safe tolerance level), it requires repair or replacement. Brakes and tires are replaced as needed, or ‘on-condition’. Other parts and components have hard life limits, based on their usage (a pre-determined number of hours of operation), and allowing for safety tolerances are repaired or replaced on a set schedule. The interval limits of these ‘Life Limited Components’ are based on a unit of time or unit of use, and the life limits can be based on flight hours, months, or ‘cycles’ (landings). One example is an airframe inspection that must be undertaken every six months, or every 300 flight hours. Another is a landing gear overhaul, required every 10,000 cycles. The maintenance intervals are developed by the manufacturer with the goal of maintaining safety in an efficient manner. www.AVBUYER.com
In addition to these maintenance intervals, the FAA may require additional maintenance during the life of an aircraft when required for safety of flight, or airworthiness. These mandated maintenance events are called Airworthiness Directives, and generally occur infrequently.
Counting the Cost of Maintenance
All these maintenance events happen on varying schedules. Their cost per event varies considerably. A 300-hour airframe inspection, for example, may cost $3,000 (plus any repairs needed). Every 96 months, however, a major airframe check can run well into several hundred thousand dollars. Engines tend to have the most variance in maintenance costs. An engine’s borescope inspection may cost $4,000 every 2,000 hours. Then, at 8,000 hours, the same engine could require an overhaul costing $1.5m each. An accrual of $188.50 per engine, per flight hour, does not tell the cost story well – nor does it help with valuation of the aircraft… If you’re evaluating the purchase of a business jet, just looking at its age, or total flight hours, doesn’t give enough detail to
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Ownership 1.qxp_Finance 17/05/2022 14:49 Page 3
OWNERSHIP
AVBUYER.com
“Engines tend to have the most variance in maintenance costs...” ascertain the aircraft’s value. To illustrate, which of the following aircraft would be the more desirable? • Aircraft A: Age 14 years, 4,200 Hours’ Airframe Total Time • Aircraft B: Age 16 years, 8,100 Hours’ Airframe Total Time • Aircraft C: Age 10 years, 4,400 Hours’ Airframe Total Time While Aircraft C is the youngest, and Aircraft B the oldest, Aircraft A has the fewest flight hours. Evaluating the value of an aircraft goes well beyond these factors and requires an understanding of both ‘condition’ and exposure to future maintenance events and their associated costs. Sometimes the older aircraft may be the best
value, and at other times not. The same applies to higher or lower flight hours.
In Summary…
An analysis of the maintenance condition in terms of current status and upcoming events, and the physical condition of the aircraft itself, is required to arrive at what the fair value is. The inclusion of a guaranteed hourly maintenance program helps. Ultimately, how does one aircraft compare with the competition on the market, or the possibility of acquiring a (higher-priced) new aircraft with zero time, and almost zero flight hours? Next time, we’ll dive deeper into maintenance condition and look at what has been done, what is to be done, and the cost of those events in relation to an aircraft’s value. T
DAVID WYNDHAM is the Founder of David Wyndham + Associates, LLC. He is a highly respected industry veteran having built up more than 36 years of aviation experience, including as president and co-founder of Conklin & de Decker. He is also Vice President, Asset Insight Consulting Services.
MAKE MORE INFORMED OWNERSHIP DECISIONS with AvBUYER.com
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38 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
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Elliott Aviation June.qxp_Layout 1 17/05/2022 14:37 Page 1
Citation Sovereign Year: 2006
Challenger 300 Year: 2007
King Air 250 Year: 2020
FOR SALE
FOR SALE
PENDING
Lear 60XR Year: 2007
Citation Jet Year: 1998
Citation Ultra Year: 1996
PENDING
FOR SALE
PENDING
Hawker 800XP Year: 1998
Phenom 100 Year: 2009
Citation Bravo Year: 1999
SOLD
SOLD
SOLD
At Elliott Jets we have experts with over eight decades of experience to ensure that you find what you are looking for!
Let us show you why we are the trusted partner to chief pilots, executives, and aircraft owners. For More Information, Contact Us or Visit Us Online (844) 937-5387 sales@elliottjets.com WWW.ELLIOTTJETS.COM Let’s Be Social
Ownership 2.qxp_Finance 17/05/2022 15:07 Page 1
OWNERSHIP
Jet Membership vs Ad Hoc Charter: The Differences What are the key differences between Private Jet Memberships and ad hoc charter? Who gains the most advantage from each? René Armas Maes provides some detail… 40 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
W
hile understanding the differences and benefits between a private jet membership and on-demand charter are important, even more essential is to execute a thorough analysis of your travel patterns to determine the right solution for you. This should include the number of hours you fly per month, the average passenger load, how many sameday return trips versus overnight stays, the average length of trip, regular start and destination airports, and more. A better understanding of your travel patterns will help you ascertain the type of travel structure that’s right for you. www.AVBUYER.com
Ownership 2.qxp_Finance 17/05/2022 15:07 Page 2
AVBUYER.com AMSTAT data showed there was less than 3.5% of the active business jet and turboprop fleet available for sale, as on April 12, 2022, representing a historic low. The shortage of pre-owned aircraft inventory continues to put pressure on Part 135 operators to expand their fleets to meet ever-increasing demand from the market. For many, the pressure has been high for the past year, and continues to increase. In terms of aircraft utilization in 2021, the charter sector showed a 45% increase compared to (prepandemic) 2019.
Who Does Charter Suit?
Ad hoc private jet charter is typically designed to suit travelers with the need to fly up to 25 hours annually. For those with the need to fly between 25 and 100 hours, however, a jet membership program is likely to make better financial sense. As highlighted in Figure 1 (below), essentially customers with flight requirements between one and one hundred hours annually should be looking primarily at ad hoc charter and jet cards as the most logical options to meet their needs. (For many first-time private flyers who will progress to own an aircraft, charter provides an ideal opportunity to test the water first, before taking on the commitment of ownership.)
Private Jet Memberships
Also known as jet card memberships, private jet memberships allocate holders a set number of guaranteed annual flight hours at fixed hourly rates. This service is pre-paid, and is commonly available in 25-, 50and 100-hour increments.
Depending on the packages chosen, jet card programs might offer customers flight hours on a specific aircraft type, or access to multiple aircraft types and categories (usually for a higher price). Many will offer additional perks, including guaranteed back-up lift (through their own core fleet, or via preferred charter partners), zero blackout dates, catering, Wi-Fi, and more. With that said, some private jet membership programs may guarantee peak day availability for a surcharge, while others offer a “no peak-day surcharge” policy if an enhanced program is chosen by the customer. Regardless, by using a jet card membership, aircraft availability becomes predictable (especially when booking up to 48 hours before departure), as does price.
Ad Hoc Charter
In contrast to private jet membership schemes, ondemand charter is a pay-as-you-go service. In times of high demand – such as the current marketplace – availability of aircraft can be restricted and the marketplace competitive, especially on peak days and seasons (such as holidays). Relating to aircraft availability, a charter provider delivers its ad hoc charter services on a first come, first served basis, which may mean your preferred aircraft is unavailable when you need it – especially if you book less than 48 hours prior to departure. Owing to current high demand and skyrocketing jet fuel prices, charter prices have risen, and those who use charter on an ad hoc basis may experience some unpredictability in the cost of charter as a result.
FIGURE 1: Identifying the Private Charter Sweet-Spot
(Fees and surcharges as applicable)
SOURCE: CONSULTANT ANALYSIS.
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AVBUYER MAGAZINE Vol 26 Issue 6 2022
41
Ownership 2.qxp_Finance 18/05/2022 10:06 Page 3
OWNERSHIP
AVBUYER.com
“...charter provides an ideal opportunity to test the water first, before taking on the commitment of ownership.” Moreover, ad hoc charter requires a separate contract for each flight, meaning each flight is billed separately and requires a separate payment. Therefore, the costs of ferry flights (repositioning the aircraft into the location you require it to pick you up, or empty legs flown) may increase your bill too. On the plus side, ad hoc charter requires no prepayments, and few (if any) contractual matters that need to be negotiated. The agreement between you and the charter provider begins and ends with the flight in question – so there is virtually no commitment involved.
What to Conclude?
If you believe private charter to be the right travel solution for you, first understand your monthly and annual utilization. Having identified your travel patterns and annual flight hours, the next step will be to
approach, and benchmark, potential providers. Whether ad hoc charter or a jet membership program is the best solution, be sure to evaluate and understand a potential charter company’s aircraft availability, pricing structure (peak and off-peak days), and which services are complementary, versus extra. Uncover the “hidden costs” (in particular additional charges for flights outside of the service area, daily minimums, cancellation fees, administration fees, deicing, and special catering requirements). And as important as cost-predictability is the guarantee of a consistent and safe travel experience. Finally, if you are a frequent flyer, ask your provider about loyalty points and rewards, referral program benefits, and the possibility to waive certain service fees (such as deicing costs). These will all count towards cost-effective, predictable, efficient travel for you, your colleagues, and your family. 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/
42 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
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Freestream June - 1 page.qxp 18/05/2022 14:39 Page 1
2020 Boeing BBJ MAX 8 S/N: 63431. Green Delivery
2010 Bombardier Challenger 300
2018 G650
Airframe TT: 3262 hours. Aircraft Total Cycles: 1752
Off Market – coming into inventory soon
2012 G550
2007 in Service 2010 BBJ
Airframe TT: 3,368 hours. Aircraft Total Cycles: 1,091
S/N: 36090. Airframe TT: 2,451 hours. Aircraft Total Cycles: 724
FREESTREAM AIRCRAFT LIMITED
FREESTREAM AIRCRAFT (H.K.) LIMITED
London +44 207 584 3800 sales@freestream.com
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Values Intro.qxp_Finance 18/05/2022 12:20 Page 1
VALUES - MID-SIZE JETS
AVBUYER.com
Business Aircraft Values: Mid-Size Jets Of all the business jet categories, none does more to balance capability with utility than the Mid-Size Jet segment; and no segment provides more options, either.
F
or the purpose of our Retail Price Guide, Mid-Size Jets are loosely defined as aircraft with a Maximum Take-Off Weight between 20,001-40,000 lbs. There’s no disputing the advantages of space as you step into a Mid-Size Jet cabin, particularly when applied to longer trips. That is ultimately where the Mid-Size Jets’ basic advantage comes into play over the Light Jet segment. Mid-Size Jets tend to cruise towards the upperend of the private jet speed range (between Mach 0.78 and Mach 0.85). While on average faster than the Light Jet, a Mid-Size Jet’s superior speed generally provides only a few minutes of gain on the typical Business Aviation trip of 350 to 500 miles, but the difference will become noticeable on longer legs exceeding 1,000 miles. In terms of range, the average Mid-Size Jet can reach most of the US non-stop from almost anywhere else within the US, making them excellent candidates for the operator with regular transcontinental travel needs. That range capability also gives the crew the flexibility to string together a sequence of stops that total the same distance – making it possible for a Mid-Size Jet to cover multiple locations and still get home at the days’ end, without buying fuel along the way. Runway requirements for Mid-Size Jets are generally longer than the average length needed
44 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
by a Light Jet – but nevertheless Mid-Size Jets can still access a significant percentage of the secondary airports serving most of the 150 largest metropolitan areas in the US. Indeed, Mid-Size Jets generally can match their Large Cabin kin in terms of speed and, to a point, their range, while providing reasonable office amenities that are competitive with most larger aircraft. With all of the above considered, it is little wonder that the Mid-Size Jet segment is the biggest selling, deepest segment across the business aircraft market.
Medium Jet Price Guide
The following Mid-Size Jet Average Retail Price Guide represents current values published in the Aircraft Bluebook–Price Digest. The study spans model years from 2003 through Spring 2022. Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year. For example, the Cessna Citation XLS+ values reported in the Spring 2022 edition of the Bluebook show $7.75m for a 2016 model, $7.25m for a 2015 model and so forth. Aircraft are listed alphabetically. With the reader’s knowledge of aircraft, equipment, range and performance, the following Guide allows the reader to determine the best value aircraft for consideration.
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Project2_Layout 1 20/05/2022 11:03 Page 1
GULFSTREAM G650ER S N 6 04 9
GULFSTREAM G650ER S N 6009
GULFSTREAM G450 S N 4 26 0
GULFSTREAM G450 S N 4009
FALCON 7X S N 16 3
CHALLENGER 350 S N 20803
CHALLENGER 350 S N 2 0 5 1 5
CHALLENGER 300 S N 203 06
CITATION XLS+ S N 6006
INFO@AVPROJETS.COM WWW.AVPROJETS.COM l Annapolis, MD 21401 l (410) 573-1515
900 Bestgate Road, Suite 412
Retail Values.qxp_RPG 18/05/2022 12:23 Page 1
VALUES - MID-SIZE JETS
Mid-Size Jets: Average Retail Price Guide 2022 US$M
MODEL YEAR $
2021 US$M
2020 US$M
22.0
20.0
2019 US$M
2018 US$M
2017 US$M
2016 US$M
17.5
17.0
16.5
2015 US$M
2014 US$M
16.0
15.5
2013 US$M
MODEL BOMBARDIER CHALLENGER 350
26.7
19.0
BOMBARDIER CHALLENGER 300
13.0
BOMBARDIER LEARJET 75 LIBERTY
9.9
9.25
8.5
BOMBARDIER LEARJET 75
13.8
9.75
8.75
BOMBARDIER LEARJET 70
12.5
7.75
7.0
6.5
6.0
5.5
5.0
4.5
7.25
-
5.75
-
4.75
4.25
3.75
BOMBARDIER LEARJET 60XR
3.75
BOMBARDIER LEARJET 60SE BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR BOMBARDIER LEARJET 40 CESSNA CITATION X+
9.5
9.0
8.5
8.0
7.5
CESSNA CITATION X CESSNA CITATION LONGITUDE
29.965
24.0
22.0
21.0
CESSNA CITATION LATITUDE
19.305
17.5
16.0
15.0
14.0
13.0
12.0
11.0
17.0
16.0
15.0
14.0
13.0
12.5
11.5
CESSNA CITATION SOVEREIGN+
10.5
CESSNA CITATION SOVEREIGN CESSNA CITATION XLS+
9.5 9.25
TBC
11.0
10.0
9.25
8.75
8.25
7.75
7.25
6.75
20.0
17.5
16.5
15.5
14.5
13.5
12.5
15.0
14.0
13.0
12.0
11.0
6.35
CESSNA CITATION XLS CESSNA CITATION EXCEL DASSAULT FALCON 50EX EMBRAER LEGACY 500 EMBRAER LEGACY 450 EMBRAER PRAETOR 600
20.995
23.0
22.0
20.0
EMBRAER PRAETOR 500
16.995
17.5
16.5
15.5
14.5
13.5
12.5
11.5
22.0
12.0
19.0
18.0
17.5
16.5
15.5
14.5
13.5
7.5
7.0
6.5
6.0
GULFSTREAM G280 GULFSTREAM G200 GULFSTREAM G150 GULFSTREAM G100 HAWKER 4000 HAWKER 900XP HAWKER 850XP (PRO LINE) HAWKER 800XP/XPi (PRO LINE) HAWKER 800XP HAWKER 750
AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM
46 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
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Retail Values.qxp_RPG 18/05/2022 09:43 Page 2
AVBUYER.com
What your money buys today
Spring 2022 2012 US$M
2011 US$M
2010 US$M
2009 US$M
2008 US$M
2007 US$M
2006 US$M
2005 US$M
2004 US$M
2003 US$M
MODEL YEAR $ MODEL BOMBARDIER CHALLENGER 350
12.0
11.5
11.0
10.5
10.0
9.5
9.0
8.5
8.0
7.5
BOMBARDIER CHALLENGER 300 BOMBARDIER LEARJET 75 LIBERTY BOMBARDIER LEARJET 75 BOMBARDIER LEARJET 70
3.55
3.35
3.15
2.95
2.75
2.55 2.55
4.1
3.2
BOMBARDIER LEARJET 60XR 2.35
2.85
2.25
3.9
3.7
3.5
3.3
3.1 2.45
3.0
2.8
2.6
2.4
2.2 2.0
1.8
1.6
2.15
BOMBARDIER LEARJET 60SE 2.05
BOMBARDIER LEARJET 60
2.65
2.45
2.25
BOMBARDIER LEARJET 45XR
2.15
1.95
1.75
1.65
BOMBARDIER LEARJET 45
1.9
1.7
BOMBARDIER LEARJET 40XR 1.4
BOMBARDIER LEARJET 40 CESSNA CITATION X+
6.5
6.0
5.5
5.0
4.5
4.1
3.9
3.7
3.5
3.3
CESSNA CITATION X CESSNA CITATION LONGITUDE CESSNA CITATION LATITUDE CESSNA CITATION SOVEREIGN+
8.75
8.25
7.75
7.25
6.75
6.15
5.95
5.75
5.55
5.35
5.05
4.85
6.25
5.75
5.25
4.75
CESSNA CITATION SOVEREIGN CESSNA CITATION XLS+
4.65
5.5
4.45
5.3
4.35
5.1
4.05
CESSNA CITATION XLS
3.0
2.9
CESSNA CITATION EXCEL
4.9
4.7
DASSAULT FALCON 50EX EMBRAER LEGACY 500 EMBRAER LEGACY 450 EMBRAER PRAETOR 600 EMBRAER PRAETOR 500
12.5
GULFSTREAM G280 6.7
6.3
5.8
5.5
5.2
4.9
5.6
5.1
4.8
4.4
4.0
3.7
3.4
3.6
3.4
3.2
2.8
2.6
HAWKER 4000
5.5
5.0
4.5
4.1
3.7
HAWKER 900XP
4.05
3.75
2.4
3.55
4.6
4.4
4.1
GULFSTREAM G200 GULFSTREAM G150
2.2
2.0
1.8
GULFSTREAM G100
3.25
HAWKER 850XP (PRO LINE) 2.95
HAWKER 800XP/XPi (PRO LINE) 2.85
2.8
2.3
1.9
2.75
HAWKER 800XP
1.6
HAWKER 750
AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM
www.AVBUYER.com
AVBUYER MAGAZINE Vol 26 Issue 6 2022
47
Turboprop September.qxp_Layout 1 18/05/2022 14:10 Page 1
C&L Aviation March.qxp_Layout 1 17/05/2022 14:37 Page 1
AirCompAnalysis.qxp_ACAn 17/05/2022 16:32 Page 1
JET COMPARISON
HAWKER 800XP
BOMBARDIER LEARJET 60
Jet Comparison: Hawker 800XP vs Bombardier Learjet 60 How do the Hawker 800XP and the Bombardier Learjet 60 compare side-by-side? What are the advantages offered by each model? Mike Chase analyses the performance and productivity parameters.
O
ver the following paragraphs we’ll consider key productivity parameters for the Hawker 800XP and Bombardier Learjet 60 Mid-Size private jets (including payload, range, speed, and cabin size). We’ll aim to establish which aircraft provides the better value in the pre-owned market. One question we’ll consider is why there has been such a large increase in pre-owned transactions for the Hawker 800XP recently. It’s hoped that the following jet comparison will help clarify.
Hawker 800XP
The Hawker 800XP is a derivative of the de Havilland/Hawker Siddeley/British Aerospace 125 which was first built in 1962. The Hawker 125 evolved into the Series 400 to 800, and was produced until 1993 when Raytheon purchased the program and renamed the Series 800 the Hawker 800. In 1995 the upgraded Hawker 800XP entered service, featuring uprated Honeywell TFE-731-5BR-1H engines,
50 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
enhanced aerodynamics, increased weight, and system upgrades. The Hawker 800XP was manufactured between 1995 and 2005, and the number of units built in that timeframe totaled 426 aircraft. At the time of writing, 390 remained in service. By continent, North America had the largest fleet percentage at 76%, followed by Asia (9%) and Europe (6%), for a combined total of 91%, per JETNET data.
Bombardier Learjet 60
The Bombardier Learjet 60 was developed from the Learjet model 55C, offering additional length and more fuel-efficient Pratt & Whitney PW305A engines, and numerous other aerodynamic refinements to its wing and fuselage. The result was increased gross takeoff weight, fuel capacity, speed, and range. As many as 276 Learjet 60s remained in operation worldwide at the time of writing, with 40 having been retired. According to JETNET, North America had the largest fleet percentage (79%), www.AVBUYER.com
AirCompAnalysis.qxp_ACAn 17/05/2022 16:26 Page 2
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BOMBARDIER
HAWKER 800XP
Learjet 60
vs.
(Manufactured between 1995 - 2005)
(Manufactured between 1992 - 2007)
HOW MANY
EXECUTIVE
8
$2.75 Million (2003 Model)
SEATS
6
$2.05 Million (2003 Model)
WHICH OF THESE MID-SIZE JETS WILL COME OUT ON TOP?
HOW FAR
4 Pax with Available Fuel (nm) 2,540
Hawker 800XP Bombardier Learjet 60
2,310
HOW MANY
UNITS IN
OPERATION?
276
WHAT’S THE
HOW MUCH
PAYLOAD
CAN WE GO?
390
CAN WE TAKE?
Hawker 800XP
LONG RANGE (Lbs) 2,205
Bombardier Learjet 60
HOW MANY NEW/USED SOLD
EACH MONTH?
6 (6.5%)
8 (3.1%)
2,228
CRUISING SPEED? Hawker 800XP Bombardier Learjet 60
(Knots) 402 422
WHAT’S THE
COST PER HOUR?
Hawker 800XP Bombardier Learjet 60
$2,201 $1,851
12-Month Average Figure Sources used: JETNET, B&CA, Aircraft Bluebook and Chase & Associates.
www.AVBUYER.com
(% = Global Fleet For Sale)
AVBUYER MAGAZINE Vol 26 Issue 6 2022
51
AirCompAnalysis.qxp_ACAn 17/05/2022 16:33 Page 3
JET COMPARISON
AVBUYER.com
Table A - Payload Comparison
followed by South America (10%) and Europe (5%), accounting for 94% of the world’s fleet.
Payload Comparison
Hawker 800XP Learjet 60
28,000 23,500 MTOW (lb)
10,000
7,910
Max Fuel (lb)
281
231
Fuel Usage (GPH)
Source: OEMs, B&CA
2,205
2,228
Max Payload (lb)
1,068
1,875
Avail Payload w/Max Fuel (lb)
2,407
2,289
Max Payload w/Avail Fuel IFR Range (nm)
1 312
Cabin Comparison
Chart A - Cabin Comparison
5.75 ft
5.71 ft
Learjet 60
Hawker 800XP
When comparing business jets, an important area for potential operators to focus on is payload capability, and especially the ‘Available Payload with Maximum Fuel’. Table A (left) shows the Hawker 800XP ‘Available Payload with Maximum Fuel’ to be 1,875lbs, which is 807lbs more than that offered by the Learjet 60 (1,068lbs). As shown in Chart A (left), the Hawker 800XP has slightly more cabin height and width than the Learjet 60. It also has a longer cabin (21.3ft) than the Learjet 60 (17.67ft) while providing more overall cabin volume (551cu.ft) than the Learjet 60 (447cu.ft.). Configured with executive seating, the Hawker 800XP provides room for eight seats with two crew. The Learjet 60, meantime, provides room for six seats with two crew in executive seating. The Hawker 800XP provides more internal luggage volume (48 cu.ft) than the Learjet 60 (31 cu.ft), but the Learjet 60 offers 24cu.ft of external luggage space (the Hawker 800XP provides none).
Range Comparison 6.00 ft
5.92 ft
Source: UPCAST JETBOOK
Chart B - Range Comparison Hawker 800XP Learjet 60
2,540 (nm) 2,310 (nm)
w/4 PAX w/4 PAX
Using Wichita, Kansas, as the start point, Chart B (left) shows the Hawker 800XP has a range of 2,540nm carrying four passengers and available fuel. By comparison, the Learjet 60 offers a shorter range of 2,310nm carrying the same payload. Note: For business jets, ‘Four Pax Range’ represents the maximum IFR range of the aircraft at long range cruise. The NBAA IFR fuel reserve calculation is for a 200nm alternate. This range does not include winds aloft or any other weather-related obstacles.
Powerplant Details
The Hawker 800XP has two Honeywell TFE731-5BR engines, each producing 4,660lbs thrust, and burning 281 gallons of fuel per hour. By comparison, the Bombardier Learjet 60 has two Pratt & Whitney Canada PW305A engines, each providing 4,600lbs thrust, and with a lower fuel burn at 231gal/hr.
Cost per Mile Comparison
Source: Chase & Associates
52 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
Chart C (overleaf) details ‘Cost per Mile’ for the two jets, factoring direct costs and with each aircraft flying a 1,000nm mission with an 800lbs (four passengers) payload. The Hawker 800XP ($5.86/nm) has a higher variable cost compared to the Learjet 60 ($4.97/nm).
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Action Aviation June.qxp_Layout 1 19/05/2022 14:13 Page 1
2022 Bombardier Global 7500
Specifications available to qualified end-buyers and mandated brokers for immediate delivery. • As-new Condition 2022 Global 7500 Aircraft
• FANS 1/A
• Cabin Configured for 17 Passengers in 4 Zones with
• WAAS/LPV
• Forward Crew Rest
• Ka-band High Speed Internet with WiFi • Synthetic Vision System (SVS)
Aircraft Enrolled on Programs:
• Heads-Up Display (HUD)
• Engines Enrolled on GE OnPoint
• Lufthansa Technik Nice® Touch Cabin
• APU Enrolled on Safran PowerCare
• Management System
Latest avionics upgrades:
• Personal Tablet Plug-in Arm Stands
• ADS-B Out v2
• External Camera System
• ADS-B In
• Datalink Graphical Weather System (Worldwide)
• CPDLC
• Aircraft Under Manufacturer Warranties
WANTED AIRCRAFT • Lear 45 2005 or newer, with FDR/CVR preferred
• Gulfstream G650, All Options Considered
• Global 6500, All Options Considered
• Falcon 2000 2006 or newer
• Gulfstream G550, All Options Considered
• Phenom 300, All Options Considered
• Challenger 300, All Options Considered
jetsales@actionaviation.com • Hamish Harding +1 760 884 4535, +44 7715 990936
AirCompAnalysis.qxp_ACAn 17/05/2022 16:33 Page 4
JET COMPARISON
AVBUYER.com
Variable Cost Comparison
The ‘Variable Cost’, illustrated in Chart D (below, 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 Hawker 800XP, at $2,201/hr., has a higher variable cost compared to the Learjet 60 ($1,851/hr.) – a difference of $350 (15.9%).
Chart C – Cost Per Mile Comparison
$5.86
Hawker 800XP Learjet 60
$4.97 $5.00
$0.00
US $ per nautical mile
Market Comparison Table
* Based on 1,000nm mission costs Source: JETNET
Table B (below) includes the pre-owned price for a 2003 model Hawker 800XP and Bombardier Learjet 60 (per Aircraft Bluebook), and shows a difference of $700k in average retail price between the two jets. Also, listed are the long-range cruise and range numbers (per B&CA), while the number of aircraft in-operation, the percent for sale, and average sold per month (over the last twelve months) are from JETNET. Note, the average number of used transactions per month over the previous 12 months, as of this writing, was eight for the Hawker 800XP and six for the Learjet 60.
Chart D – Variable Cost Comparison
Hawker 800XP Learjet 60 $0
Maximum Scheduled Maintenance Equity
$2,201
Charts E and F (overleaf) display the Hawker 800XP and Learjet 60, respectively. They depict (and project) the Maximum Maintenance Equity each jet has available based on its age.
$1,851 $1,000
$3,000
$2,000
US $ per hour
Source: JETNET
•
Table B - Market Comparison
•
Hawker 800XP Learjet 60
402
422
Long Range Cruise Speed (Kts)
551
447
Cabin Volume Cu Ft
2,540 2,310 4 PAX w/Avail Fuel IFR Range (nm)
$2.75
$2.05
Used 2003 Price $US Mil.
*Average Full Sale Transactions in the past 12 months, as of April 2022; Source: JETNET Data courtesy of B&CA; JETNET; Aircraft Bluebook
54 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
390
276
In Operation
3.1% 6.5% % For Sale
0%
82
6
Used Average Sold per Month*
The Maximum Maintenance Equity figure was achieved the day an aircraft came off the production line (since it had not accumulated any utilization toward any maintenance events). The percent of the Maximum Maintenance Equity that an average aircraft will have available, based on its age, assumes: Average annual utilization of 350 flight hours for the Hawker 800XP hours, and 400 flight hours for the Learjet 60; and All maintenance is completed when due.
The Hawker 800XP shows the higher average maximum maintenance equity ($2.571m) compared to the Learjet 60 ($1.543m). Note, though, the Hawker 800XP shows a large increase in average maintenance equity between Year 24 and 25. www.AVBUYER.com
The Private Jet Company May.qxp_Layout 1 19/05/2022 14:15 Page 1
Citation X S/N 97 8,242 Hours, Engines enrolled on RRCC, Airframe enrolled on Proparts, New Paint 2021, Make Offer
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JET COMPARISON
Chart E - Maximum Scheduled Maintenance Equity (Hawker 800XP) Depreciation Schedule
Hawker 800XP Assumed Annual Utilization: 350 Flight Hours Average Maximum Maintenance Equity: $2,570,652 Pct of Avg Max Mtnc Equity vs. Aircraft Age
Pct of Max Mtnc Equity
80%
70%
60%
50%
40%
30%
19
20
21
22
23
24
26
25
28
27
30
29
31
32
33
Aircraft Age (Years) Source: Asset Insight (www.assetinsight.com)
Chart F - Maximum Scheduled Maintenance Equity (Learjet 60) Learjet 60 Assumed Annual Utilization: 400 Flight Hours Average Maximum Maintenance Equity: $1,543,288 Pct of Avg Max Mtnc Equity vs. Aircraft Age
Pct of Max Mtnc Equity
70%
65%
55%
45%
35%
19
20
21
22
23
24
26
25
28
27
30
29
31
32
33
Aircraft Age (Years) Source: Asset Insight (www.assetinsight.com)
Table C - Hawker 800XP Sample MACRS Depreciation Schedule 2003 Hawker 800XP - Private (Part 91) Full Retail Price - Million $2.750 Year
1
2
3
4
5
6
20.0%
32.0%
19.2%
11.5%
11.5%
5.8%
Depreciation ($M)
$0.6
$0.9
$0.5
$0.3
$0.3
$0.2
Depreciation Value ($M)
$2.2
$1.3
$0.8
$0.5
$0.2
$0.000
Cum. Depreciation ($M)
$0.6
$1.4
$2.0
$2.3
$2.6
$2.8
Rate (%)
2003 Hawker 800XP - Charter (Part 135) Full Retail Price - Million $2.750 1
2
3
4
5
6
7
8
Rate (%)
14.3%
24.5%
17.5%
12.5%
8.9%
8.9%
8.9%
4.5%
Depreciation ($M)
$0.39
$0.67
$0.48
$0.34
$0.25
$0.25
$0.25
$0.12
Depreciation Value ($M)
$2.36
$1.68
$1.20
$0.86
$0.61
$0.37
$0.12
$0.000
Cum. Depreciation ($M)
$0.4
$1.1
$1.5
$1.9
$2.1
$2.4
$2.6
$2.8
Year
Source: Aircraft Bluebook
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Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers can use accelerated depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period. In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS), based on a straight-line method meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There is a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and, if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (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 (left) depicts an example of using the MACRS schedule for a 2003-model Hawker 800XP in private (Part 91) and charter (Part 135) operations over five- and sevenyear periods. The price is as published by Aircraft Bluebook at the time of writing. Table D (opposite) depicts an example of using the MACRS schedule for a 2003-model Learjet 60 in private (Part 91) and charter (Part 135) operations over five- and seven-year periods, per Aircraft Bluebook (Spring 2022).
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Table D - Learjet 60 Sample MACRS Depreciation Schedule Used Aircraft Retail Sale Transaction Trends
Productivity Comparison
The points in Chart G (right) are centered on the same aircraft. Pricing used in the horizontal axis is as published in Aircraft Bluebook. The productivity index requires further discussion since factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors: 1. Four Passenger Range (nm) with available fuel 2. The long-range cruise speed flown to achieve that range 3. The cabin volume available for passengers and amenities Others may choose different parameters, but serious business aircraft buyers are usually impressed with price, range, speed, and cabin size. The Hawker 800XP has the higher average retail price, and higher variable costs per hour (with higher fuel consumption), than the Learjet 60, but it also has a larger cabin volume, higher ‘Available Payload with Maximum Fuel’ and slightly longer range. Other areas for comparison show the
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2003 Learjet 60 - Private (Part 91) Full Retail Price - Million $2.050 1
2
3
4
5
6
20.0%
32.0%
19.2%
11.5%
11.5%
5.8%
Depreciation ($M)
$0.4
$0.7
$0.4
$0.2
$0.2
$0.1
Depreciation Value ($M)
$1.6
$1.0
$0.6
$0.4
$0.1
$0.000
Cum. Depreciation ($M)
$0.4
$1.1
$1.5
$1.7
$1.9
$2.1
Year Rate (%)
2003 Learjet 60 - Charter (Part 135) Full Retail Price - Million $2.050 1
2
3
4
5
6
7
8
Rate (%)
14.3%
24.5%
17.5%
12.5%
8.9%
8.9%
8.9%
4.5%
Depreciation ($M)
$0.29
$0.50
$0.36
$0.26
$0.18
$0.18
$0.18
$0.09
Depreciation Value ($M)
$1.76
$1.26
$0.90
$0.64
$0.46
$0.27
$0.09
$0.000
Cum. Depreciation ($M)
$0.3
$0.8
$1.2
$1.4
$1.6
$1.8
$2.0
$2.1
Year
Source: Aircraft Bluebook
Chart G - Productivity Comparison $6.0
Price (millions)
Currently, availability of used business jet inventory is a daily moving target. Comparing the 12 months ending March 2022, there were 98 USED retail sale transactions for the Hawker 800XP. In March 2021 there were 74, and the five-year average was 81. Where did the increased demand come from in 2021? With supply of newer jets on the pre-owned market evaporating due to Covid-generated demand, buyers have been turning to reliable older models available for sale, of which the Hawker 800XP is definitely one. We believe this answers the question of the additional demand. As of May 9, 2022, there were ten Hawker 800XP units for sale, one of which had a sale pending. Three had an asking price, ranging between $1.195m and $3.75m. By comparison, there were 17 Bombardier Learjet 60s for sale, three of which had sales pending, and five having an asking price ranging between $2.25m and $3.5m. While each aircraft serial number is unique, the Airframe Total Time (AFTT) and age/condition will cause great variation in the price of a specific aircraft – even between two aircraft from the same year of manufacture. The final negotiated price remains to be decided between the seller and buyer before the sale of an aircraft is completed.
$4.0
2003 Hawker 800XP $2.0
2003 Learjet 60
$0.0 0.2000
0.4000
0.6000
0.8000
Index (Index = Speed x Range x Cabin Volume / 1,000,000,000)
Hawker 800XP to have a slower long-range cruise speed, and a lower certified flight ceiling (41,000ft) compared to the Learjet 60 (51,000ft). Prospective buyers of one of these preowned Mid-Size Jets would have to weigh the capabilities of each very carefully against their specific mission need to determine which one is the best fit for their flight operations and budget. Within these paragraphs we have
touched upon several of the attributes that business jet operators value, although there are other qualities, such as airport performance, terminal area performance, and time-to-climb that might factor in a buying decision. Ultimately, there’s plenty for a prospective buyer to consider when deciding which performance criteria is better suited to them in an aircraft. These two business jets still 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
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File photo
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Flight Dept 1.qxp_Finance 17/05/2022 14:12 Page 1
FLIGHT DEPARTMENT MANAGEMENT
AVBUYER.com
Is Your Flight Department Still Relevant? Flight Departments working in tandem with corporate priorities can easily become misaligned. Andre Fodor shares his thoughts on how to keep in step with the head office…
T
oday could be a very good time to reassess how well your Flight Department is aligned to the Corporation’s priorities. A Flight Department that was completely intouch with the needs of the company’s passengers before the Covid pandemic could be emerging from those two years out of sync. Here’s why… Even without Covid, there has been a gradual shifting in the way people use private aircraft, with the fundamentals of ownership and aircraft usage morphing somewhat as more business is done outside the office, and work and lifestyle become intermingled. Covid-19 added its own mix, attracting 60 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
new people to private flight as a means to shield from contamination aboard the airlines. Essentially, the trends show the workplace is losing its office walls, with more people being free to work remotely, and at new and exciting locations. There is still high value and desire for face-to-face interaction, but these are no longer restricted to the office. Aircraft that once reflected the office surroundings with cabin interiors resembling the boardroom, and seating arrangements designed to promote and conduct business, are being reimagined. Fast Wi-Fi, high resolution screens, audio systems, top-of-the-range global communication capability, and plush interiors
www.AVBUYER.com
PROFICIENT IS CAPABLE.
PREPARED IS UNSHAKABLE
There’s training to check a box and training for excellence. When training to meet a requirement, the result is proficiency. When crew train with the best—to be the best—skills are sharpened, preparing them for anything. It’s like this: Proficient is capable. Prepared is unshakable. Do you want your pilot to be proficient or prepared?
Call +1.201.584.8262 today or visit FlightSafety.com
Flight Dept 1.qxp_Finance 17/05/2022 14:14 Page 2
FLIGHT DEPARTMENT MANAGEMENT promote comfortable living as much as they do business activities. Assessing the alignment of your flight department’s service with a corporation’s priorities is a multi-layered, subjective topic. What were once tangible goals of helping achieve a corporation’s financial results is becoming mixed with benchmarking individuality, quality of life, personal time-savings, expectations, and perceptions. Let me offer a few examples…
Evolving Priorities
One of my mentors says that if you don’t embrace change, aviation is not a good career choice. He’s right. As Flight Department Managers, it’s essential that we evolve with the market, keeping what we do meaningful and updated. As an example, in the past we may not have given much thought to carbon credits and volunteer-based noise curfews. Today, however, this could affect the corporation’s image, and could be vital to promoting the right corporate identity. It’s a relatively minor shift in thinking, but demonstrates how our business awareness must align closely with what our Chief Executives do as people and as a company. It’s worth looking at our employers’ holdings before considering how one asset might complement another. For example, is it possible to use a land holding for offsetting carbon emissions? Should the same insurance broker be used for our aviation needs as the one that insures our buildings and equipment? Are the backgrounds of the various product and service suppliers to the Flight Department aligned with our corporate image and guidelines? Aligning priorities between the Corporation and
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AVBUYER.com Flight Department requires a deeper knowledge of the Executives. Whereas our priority was once ontime departures, the tightness of the schedule, and transportation, today we need to have an added focus on the quality and sourcing of the catering, the perceived ‘political correctness’ of the vendor, the look and brand of the transportation, and the overall presentation of all services – including flight crews.
Privacy and Safety Unchanged
Some things remain unchanged, however – and should remain at the core of all the Flight Department does. For example, at our monthly staff meeting and emergency procedures drill, privacy is always reinforced. Privacy is one area that hasn’t changed, so don’t let the more relaxed nature of the aircraft cabin, or new destinations, lead you to think otherwise. Work trips do not belong to the crew, and therefore we have a policy of no social media while we’re on a work trip. If asked where we are going by people who don’t need to know, we give a generic reply, such as “overseas”, or “north-east”, adding that we’re not authorized to discuss destinations specifically. Together with privacy, safety must be addressed. A few years ago when I was assessing a flight department for operational improvements, I noticed someone on the internet had a higher than normal interest in the principal and was tracking his movements. Every time the company’s aircraft either departed or arrived at the airport, it was posted on social media with negative remarks. It was an eyeopener for the business owner and enabled the company to find ways to mitigate that unwanted exposure.
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Flight Dept 1.qxp_Finance 17/05/2022 14:17 Page 3
+1.636.751.3987
In Summary…
So what are the priorities in today’s flight department? As we’ve outlined, fundamentally the core principles remain the same. We are still charged with providing safe, private, efficient, and legal transportation. That remains the prime directive. The area where misalignment may have occurred over time is in support of a lifestyle that has shifted through the evolving way we do business today, through the evolving way corporate image is judged, and the growing lifestyle element within private aviation. As professional managers, operators, and crew we must stay current in the trends, paying closer-than-ever attention to what our hierarchy is consuming, reading, and discussing. And we need to adapt our services to come in-line with these new realities. That’s savvy management – evolution that validates we’re good at what we do! T
“As professional managers, operators, and crew we must stay current in the trends, paying closer-than-ever attention to what our hierarchy
ANDRE FODOR With a focused approach on global excellence and creativity, Andre Fodor has managed flight operations for the U.N. and Flight Options as well as being a senior demonstration pilot and instructor for Embraer Aircraft. He is the Aviation Director for his current employer. https://www.linkedin.com/in/andrefodor/
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is consuming, reading, and discussing.”
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FLIGHT DEPARTMENT MANAGEMENT
ETLs in BizAv: Additional Opportunities Having explored the benefits and the challenges of Electronic Technical Logbooks, Mario Pierobon concludes his overview with a discussion on the additional opportunities they present Flight Departments…
O
ne major advantage of Electronic Technical Logbooks (ETLs) to business aircraft operators is that information can be instantly transmitted from flight crews to the ground, helping the maintenance personnel prepare better, ultimately decreasing turnaround times. Lufthansa Technik’s AVIATAR Logbook, for example, “has a seamless two-way connection to popular MIS AMOS to enable that communication,” notes Mona Stuenckel, Senior Director of Digital Solutions Automation & Technology in Digital Fleet Services, Lufthansa Technik. Indeed, customers of Conduce eTechLog8 report a significant reduction in errors, and data of greater accuracy and consistency, according to Hayley Russell, Marketing Manager, Conduce Mobile Aviation Solutions. “eTechLog8 has a logical workflow, and uses mandatory
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fields so you can’t miss entering key information”, she adds. “Electronic systems mean back-office teams have near real-time, read-only access to the ETL in the cockpit via middleware, such as Conduce’s eCentral8. This enables proactive maintenance planning and support, and reduces delays. Teams no longer have to wait for the aircraft to return to base, or for somebody to email a copy of the technical logbooks, in order to understand the status of the aircraft/fleet.”
Opportunity to Increase Efficiency
The ETL can be set up for the flight crews by pre-filling all sorts of information via interfaces or templates to simplify its use compared to a paper logbook, says Stuenckel. “Having data available in a standardized, readable, electronic format supports follow-up processes www.AVBUYER.com
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“Accurate data captured, created, and available as defects reported and resolved are things that paper processes cannot do...” – such as troubleshooting, analysis, or predictive maintenance – especially in connection with a platform like AVIATAR that makes optimal use of these data within other applications.” It’s useful to think about the efficiencies of the realtime entry of, and access to, any kind of data, notes John Stone, Vice President of Product Management at Ultramain Systems. “In the not-so-distant past, our bank accounts relied on paper systems,” he illustrates. “We wrote checks, put them in the mail, used our debit cards, and reconciled everything at the end of the month against a paper statement. Today, we pay bills automatically and see our statement updating in real time.” ULTRAMAIN ELB is similar, he adds. Moreover, pages cannot get lost in transit, or lost in translation through misinterpretation of handwriting, he explains. “ELTs allow operators to go beyond recording maintenance write-ups by accurately capturing fluid uplift, flight crew information, deicing, damage logs, www.AVBUYER.com
and more.” Meanwhile, AVIATAR can be used to support the connection of various interfaces to reach minimum turn-around time and maximum automation, Stuenckel says. The Continuing Airworthiness Management Organization (CAMO) is informed about complaints immediately, and has a clear view of the aircraft status.
Opportunity to Reduce Costs
ETL pioneers have also, apparently, enjoyed a strong return on investment. Paper systems are actually pretty expensive when secure storage, printing costs, logbook purchase, as well as data entry and processing are factored, not to mention the time spent tracking any missing data. “This has led Conduce to estimate that 50 percent of the cost benefit from running an ETL comes from the seamless integration with the MRO and M&E Systems”, Russell claims. A feature of ULTRAMAIN ELB is that it operates offline or connected with seamless switching between
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the two, Stone notes. “Autonomous on-aircraft operation is supported, thereby eliminating dependence on connectivity. If off-aircraft systems go down, aircraft can maintain uninterrupted ops. “Our solution utilizes a redundant failsafe design that works behind the scenes and is invisible to users”, he says. “It operates native on iOS and Windows Mobile 10 devices, and is highly graphical. “Accurate data captured, created, and available as defects reported and resolved are things that paper processes cannot do, because with paper, flight crew are free to use whatever fault codes they wish, if any at all.” ULTRAMAIN ELB guides pilots, flight and maintenance staff to use correct codes with minimal effort. “The foundation to an efficient maintenance organization is real-time, accurate data which is in the system and usable immediately,” Stone highlights. “Engineering can then conduct their investigations in advance of an aircraft arriving with full knowledge of its history. They can meet the aircraft with the correct part ready to install, resulting in fewer delays, fewer maintenance-related cancellations, and fewer deferrals.” 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/
66 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
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ENGINES.qxp_Finance 19/05/2022 13:19 Page 1
ENGINES
Making Today’s BizAv Engines More Efficient Having looked, previously, at how the leading engine OEMs in Business Aviation are focusing on reducing emissions and noise pollution, Chris Kjelgaard discusses how digital monitoring is helping make powerplants more efficient today…
O
ne of the most significant developments in Business and General Aviation engine design in recent times, amounting to little less than an operational revolution, is the advent of computerized engine control and sensor-driven digital monitoring of engine performance and health. From a pilot’s viewpoint, the availability of Full Authority Digital Engine Control (FADEC) improves engine efficiency and engine performance alike. FADEC also helps reduce pilot workload in terms of the frequency of control adjustments pilots have to make to keep the engine(s) operating optimally throughout every phase of flight. FADEC makes the adjustments automatically. “Look at the PT6 E-Series, as an example,” says Nicholas Kanellias, Vice President, General Aviation for Pratt & Whitney Canada. (Note: The PT6 E-Series engine powers the Pilatus PC-12 NGX, and also the new Daher TBM 960 single engine turboprop aircraft). “The electronic engine control (EEC) provides full digital envelope protection, and is able to make the necessary adjustments to optimize and deliver the correct engine power throughout the flight.” Specifically, he explains, the EEC monitors more than 100 parameters continuously, and key engine and aircraft data are used to optimize the engine’s operation and deliver the power needed throughout the flight. “In fact, the EEC acts as a sort of cruise control,
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leveling out the engine’s demand on power, and thus on fuel. And, since the engine is electronically [rather than mechanically] controlled, there are fewer parts to maintain,” Kanellias adds.
Increased Fuel Efficiency
The sophistication of the latest generation of computerized FADEC, the third generation, has allowed manufacturers to introduce two new control technologies into their business and commercial turbofan engines that increase fuel efficiency yet more and reduce emissions still further. These technologies are: active turbine blade-tip clearance management; and modulated blade cooling. Both use cooling air pathways, but they do so in different ways and the pathways are in different parts of the engine. Active blade-tip clearance: works by feeding cooling air through pathways in the turbine casing which contains the turbine blade stages, in order to actively slightly expand or shrink the interior diameter of the casing. The expansion or shrinkage (controlled automatically) ensures that the tips of the turbine blades are as near to touching the interior of the casing as they can be without actually doing so, every moment of the flight. This minimizes the amounts of exhaust gas which can spill over the edges of the turbine blades without doing the useful work of turning the blades to drive the highwww.AVBUYER.com
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pressure shaft, driving the high-speed compressor stages, and the low-pressure shaft driving the fan. The greater the amount of exhaust gas (composed of an ignited mixture of fuel and compressed air) which does useful work turning the turbine blades, the more efficient the engine is, and the less fuel it burns overall. Modulated cooling (of the high-pressure turbine blades): relies on a simple, but valid, premise that the temperature of the exhaust gas in which the blades are turning is higher when the engine is working hardest — during take-off, the first-stage climb, and just before landing — and lower when the engine is working less hard, during cruise and in descent idle mode. This ensures the turbine blades don’t require the same amounts of cooling air — during all phases of flight. In some of the latest turbofan engines, FADEC controls allow the amounts of parasitic turbine cooling air bled from the compressor stages to be varied automatically in ways that optimize the cooling flows throughout every phase of flight, reducing the overall amounts of parasitic cooling air needing to be used and making the engine more efficient.
Digital Monitoring of Engine Performance and Condition
Beyond digital engine control, use of digital engine performance monitoring opens up vast opportunities for www.AVBUYER.com
engine condition-reporting to the OEM and the operator’s maintenance organization in near-real time. With the aircraft’s engine control computer and health monitoring unit constantly measuring and transmitting as many as hundreds — and in the most modern BizAv turbofan engines, thousands — of engine performance parameters, maintenance engineers on the ground can use predictive analytics algorithms to assess each engine’s maintenance condition proactively, even before the aircraft lands. “They can then make all necessary arrangements for required forthcoming maintenance to be made in ways which minimize any downtime the aircraft or engine will have to undergo,” says James Hoare, Senior Director of Engineering in Honeywell Aerospace’s Propulsion Engineering Group. “In many cases ground engineers will be able to detect the increasing likelihood of future maintenance actions well before any alert light on the aircraft illuminates to indicate an abnormal condition, or the potential failure of a part.” Even more significantly, says Hoare, because engine health monitoring units in modern BizAv engines measure so many of the engine’s operating and internal performance parameters, maintenance technicians will be able to assess each engine’s condition, not only as regards soon-to-be-required maintenance, but also the aircraft’s environmental performance. If engine operating parameters, such as exhaust gas temperature margin or HPT stage 1 temperature margin, are deteriorating to the point where the engine is performing or will soon perform sub-optimally, then the engineers can preemptively pull the engine for maintenance to restore its performance to peak environmental efficiency. According to Hoare, for operators of Honeywell engines the data tools it makes available in the marketplace (such as its Forge software platform) provide them with the ability to predictively analyze, understand and act proactively on engine performance data. The Rolls-Royce Pearl provides an excellent example of a modern engine which, through its engine vibration health monitoring unit (EVHMU), can monitor more than 10,000 different performance parameters. According to Colm Golden, Senior Vice President of the Rolls-Royce Pearl Program, this and the ability of the aircraft to transmit the data to the manufacturer in real time has given Rolls-Royce the ability for the first time to aggregate engine performance data from the entire fleet of Pearl engines as they are being operated in the air.
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ENGINES
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“...because engine health monitoring units in modern BizAv engines measure so many of the engine’s operating and internal performance parameters, maintenance technicians will be able to assess each engine’s condition, not only as regards soon-to-be-required maintenance, but also the aircraft’s environmental performance.” This will allow Rolls-Royce to understand more about how pilots use the engines in flight, and also the engines’ behavior in different flight conditions, and to track trends live and do proactive maintenance to increase aircraft availability. “This will allow us to optimize engine cycles and ratings for weather conditions, and optimize fuel flow for each phase of flight,” Golden says. “In the past Rolls-Royce had to rely only on ground tests of engines (which by definition could not be precise) to get an idea of how its engines would operate when flying in varying climatic conditions and different phases of flight.”
Engine Integration and Aircraft Mission Profile
There is a couple of other important considerations for BizAv engine designers when seeking to improve engine efficiency and reduce environmental emissions. Engine Integration: First is the importance for overall engine operational efficiency of the aerodynamic and structural integration of the engine with the airframe on which it is to be mounted. “For both turbofans and turboprops, engine integration and installation on the aircraft play a key role in optimizing engine performance across all phases of flight,” says Kanellias. 70 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
Integration of the engine and nacelle includes the position in which the engines are mounted on the aircraft, particularly for business jets designed to cruise at high subsonic speeds and at high altitudes, according to Hoare. Business jets typically are configured to have their engines mounted at the back of the aircraft, high on the fuselage, near the vertical stabilizer, in order to minimize the amount of engine noise experienced in the cabin. For different aircraft types, “How does that impact the system and the mission?” he asks. Mission Profile: Designers also have to optimize each engine type for the typical mission profile envisaged by the manufacturers of the aircraft the engine is intended to power — a decision which often influences their choice whether to offer an airframe manufacturer a turboprop engine or a turbofan engine for a given aircraft type. (Nobody, for example, would think of powering the Gulfstream G700 with a turboprop engine, nor install Pearl engines on a Twin Otter!) “Turboprops inherently have high bypass ratios,” (in the 50-to-1 to 100-to-1 range), says Hoare. “They are very efficient,” their large propellers producing enough bypass air to ensure that turboprops operate at nearly the
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theoretical limit of their propulsive efficiency throughout each flight. “Turboprops are ideal for operating at lower altitudes, on smaller aircraft, and they’re best suited to short hops,” he says. The exhaust gases from turboprop engines produce little if any measurable contribution to the powerplant’s overall thrust. Turbofans, on the other hand, produce some of their thrust from the hot gases exhausting from their cores, though in today’s BizAv turbofan engines most of the thrust is produced as cold bypass air by the large fan at the front of the engine. Turbofan engines are suited to operating at faster cruise speeds and higher cruise altitudes, but offer less propulsive efficiency than turboprops. Both categories of engine can realize performance gains from improved thermal efficiencies.
In Summary
Today’s business aviation engines, turbofan or turboprop, are technological marvels which incorporate cutting-edge advances in many fields of science and technology. Neither the turboprop nor the turbofan is inherently superior in operation to the other type of engine — both are classes of gas turbine engine, optimized for different jobs, and often for different wallets. A third class of turbine aero engine, the turboshaft, is optimized for another different mission, powering rotorcraft.
The day is likely to dawn within the next 20 years when a new, fourth class of turbine aero engine — the open fan or open rotor — will marry the high propulsive efficiency of the turboprop to the high thermal efficiency of the turbofan to create a more environmentally friendly engine capable of efficiently powering business aircraft and commercial aircraft alike. Today this is typified in the Open Fan design being developed in CFM International’s Revolutionary Innovation for Sustainable Engines (RISE) R&D program to study potential next-generation turbine engine configurations, propulsion methods and fuel sources. The Open Fan could offer bypass ratios as high as 75-to-1 (CFM’s goal for the Open Fan design) while offering thrust levels capable of powering the largest business and commercial aircraft. ❚ More information from: Honeywell Aerospace – https://aerospace.honeywell.com Pratt & Whitney Canada – www.pwc.ca Rolls-Royce – www.rolls-royce.com CHRIS KJELGAARD has been an aviation journalist for 40 years, with a particular expertise on aircraft maintenance. He has served as editor of ten print and online titles and written extensively on many aspects of aviation. He also copyedits most major documents published by a global aviation industry trade association.
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What’s New in BizAv Cabin Avionics for 2022? Ken Elliott reviews new Business Aviation avionics for corporate aircraft cabins, including several important considerations beside the products themselves…
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abin electronics cannot be experienced in isolation, and when an aircraft has been modified in piecemeal stages, it shows. When an owner enters the cabin it has to feel right. There should be a singular feeling of satisfaction – and today’s discerning buyer and savvy seller know exactly what that means. Where possible, upgrade the cabin electronics in conjunction with lighting and interior. A side benefit of which is easier access to hidden wiring and components, when interior panels, furnishings and headliners are removed for the wider upgrade. In the past, cabins of all sizes were equipped to provide business tools and entertainment throughout for passengers who boarded with nothing other than a briefcase and Walkman. That has since evolved into passengers providing their own individualized experiences, using personal devices, while being virtually connected to the cabin. However, new aircraft seem to remain a few steps behind the latest high-tech innovation on the street. That’s because corporate aircraft take years to develop and bring to market. The engineering, design and approval of cabin systems cannot be a last-minute addition, so by the time initial aircraft production begins, the avionics, including cabin systems, may lag by up to five years. Ironically, some legacy pre-owned aircraft are flying with later technology than new production aircraft. Upgrades to pre-owned aircraft takes less time to engineer and certify, and may only apply to a single serial number, rather than a
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complete production run. A further challenge for new aircraft to remain ahead of the pack results from them having a Cabin Management System (CMS). Traditionally, these were complex, integrated systems which were cumbersome to update and prone to obsolescence. The situation has improved lately, as OEM designers actively seek to future-proof their CMS designs. Overall, CMSs remain at an advantage, providing the blended cabin experience that comes with a completely integrated system. These are implemented in parallel with the overall interior, where placement, material, color and ergonomics are all factors in the design.
Aircraft Size Matters
Based on their overall size, corporate aircraft are manufactured with small, medium and large cabins. Larger cabins have several zones, each with its own set of cabin electronics, and often using similar components throughout. There will be a central management of the overall cabin, via the crucial addition of a master control. Medium Jets, Light Jets, and Turboprops will require less central management and may work well with a master chair and secondary bench seat control, limiting cabin zones to two. Real estate and weight limits are at a premium in smaller aircraft, so you can expect to see less space-absorbing avionics, such as amplifiers and wide-dimension monitors. Small and medium size cabins easily lend themselves to www.AVBUYER.com
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walk on devices with Bluetooth connectivity and USB/HDMI ports. Larger aircraft, being more integrated and centrally managed with slightly older technology, are more likely to still have wired headsets and Standard Definition (SD) monitors. Meanwhile, connectivity remains the backbone to cabin media and data. Here larger aircraft are equipped with Satcom, offering high-speed data, TV capability and complex cabin routing, well suited to international oceanic operations. Small to medium size aircraft are equipped with satellite Iridium, operating at lower data rates, and Air to Ground (ATG) high-speed broadband, ideal for domestic continental operations. Some Mid-Size Jets are marginally equipped to operate at the top of their range. Be careful to ensure they have the appropriate cabin avionics, such as Satcom and FANS, for oceanic and remote operations. When delivered as new, these long-range systems may have been listed as options.
Cabin Connectivity for Business Aircraft
Cabin connectivity centers around business and entertainment use. Here are some new and updated communications and data technologies/features. Satcom: Important for Business Aviation are satcom, highspeed data, broadband internet, and sometimes the ability to fax and print. The satcom on an aircraft should include www.AVBUYER.com
both voice and data, and the fax/printing should be in a single unit neatly concealed, but easily accessible in the cabin. Collins Aerospace, Honeywell and Cobham regularly update their systems to accommodate new Inmarsat and other satellite network evolutionary improvements. Satcom systems can be cumbersome, require real estate for the antenna and operate at higher user fees than less complex technologies. Newer satcom systems are combining High and Low Earth Orbit (LEO) satellite capability, in compact equipment, while using antennas with smaller footprints. Next generation LEO satellites provide less latency (signal delay) because there is much less distance between each satellite and the aircraft. High Speed Data & Broadband Internet: Intelsat (sat data), Inmarsat, Viasat and SES are designed for worldwide operations, and when fully up-to-date, using Ka-band, they offer 20Mb/s data rates. As SpaceX continues its launch of many LEO Starlink satellites, and undertakes tests for aircraft internet, the aviation market can anticipate a dramatic uptick in satellitebased internet data rates, with less latency. Apart from latency, the significant number of satellites provide improved connectivity as an aircraft moves through the airspace. Iridium, using LEO satellites, operates at much lower data
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CABIN ELECTRONICS FIGURE A: Cabin examples and degrees of complexity in avionics systems !"#$$%
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rate capability, but is adequate for light onboard business requirements. Keep in mind that these satcom systems offer dedicated voice capability using cabin handsets. And internet broadband systems achieve voice communication using Voice over Internet Protocol (VoIP) and include low delay voice in video conferencing, allowing the use of walk-on wireless headsets. Non-satellite-based systems, known as Air to Ground (ATG), provide similar data rates to modern Satcom/HSD products but even less latency than LEO satellite-based systems. The decrease in latency is due to the aircraft flying close to ground towers, making ATG ideally suited to videoconferencing and other internet features where time delays are undesirable. The overall limitation of ATG is the requirement for ground towers that limit its deployment to domestic continental operations. Two key players in ATG (US) are SmartSky and Gogo, while the latter is also exploring a Low Earth Orbit (LEO) satellite solution for its Avance product, to complement ATG signals. Outside of the US, ATG is being developed by EAN (Europe), SkyFive in Australasia, and ZTE and SkyFive in China, though these are mostly all for commercial operations at this time. New Broadband Antenna Platform: Satcom Direct (SD), along with Quantum Electronic Systems GmbH (QEST), are now offering a Plane Simple Ku-band antenna system as a complete end-to-end broadband connectivity solution, where SD provides both the hardware and the service provider software for worldwide internet. SD plans to bring a Ka-band version of the Ku-band system, along with a flat panel, electronically steered, phased array antenna. The latter would provide the same capabilities on smaller turbine aircraft as is provided on 76 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
larger jets. Noteworthy, is that the SD Ku-band antenna system uses the Intelsat FlexExec satellite network, exclusively reserved for Business Aviation, leading to greater and more reliable access for flight departments and their customers. The planned Ka-band Plane Simple antenna will operate using the Inmarsat JetConneX service, popular with larger business jets today. 5G ATG: Despite an anticipated Summer ruling on a patent lawsuit between SmartSky and Gogo, both are fast approaching their respective launch of 5G internet capability. Gogo plans to use both 2.4 GHz and 800 MHz frequency bands, to accommodate both urban and nonurban environments. Gogo customers planning for 5G are advised to install the Avance L5 4G internet system now to beat the anticipated rush to upgrade. Anyone with the older Aircell system, Gogo ATG legacy system, or Avance L3 3G internet system should reach out to their avionics facility for upgrade details. Once an operator is equipped with the Gogo Avance L5 they’ll be pre-provisioned for 5G. The later upgrade will consist of additional Gogo 3X unit, local wiring, and two antenna replacements. SmartSky ATG has also been added to Honeywell on its suite of satcom and internet products, providing an option for 4G ATG, and later 5G ATG capability on aircraft already equipped with Honeywell GoDirect router, including via the Honeywell Forge software portal.
Cabin Arrangement
Within the cabin, tablets and laptops will be the primary business tools for a while, supplemented by smart phones, mostly for entertainment, steering data throughput to onboard monitors, displaying movies and internet services. www.AVBUYER.com
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AVBUYER.com FIGURE B: The Four Areas of Cabin Avionics: Connectivity, Arrangement, Environment & Management
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These devices are identified as Personal Electronic Devices (PED). They are a known commodity and aircraft technology is adjusting to accommodate them as they evolve further. PEDs can now be used to enable, select and display cabin features centered on the ability to connect to a Wi-Fi router and Bluetooth. Because of their broad capability and capacity to use significant amounts of data, larger aircraft allow the galley attendant to act as a gatekeeper monitoring PED connectivity and data usage, via a master cabin controller. At each seat, today’s operators look for laptop power, USB charging, HDMI video port and Bluetooth audio to facilitate the personal business tools they now bring onboard. Beside personal walk on capability, many aircraft provide movies and other video materials as stored content using onboard hardwired devices such as Blu-Ray, or earlier DVD/MP3 players. Manufacturers, such as Rosen Aviation and Flight Display Systems have designed integrated BluRay players to their own monitors, operating as proven systems. Wireless capability extends to personal headsets, while speakers are now emerging without traditional components, replacing them with transducers that ‘vibrate’ the cabin interior. Bongiovi Acoustic Labs are the launch manufacturer at this time, and several major MROs have installed them since around 2020.
Cabin Environment
The cabin environmental experience includes lighting, temperature control, air quality, soundproofing and window shades. Cabin updates include an ability to use digital switching and control to adjust existing analog temperature mechanisms from the master seat and galley panels. Note that installing a digital in-seat controller requires an www.AVBUYER.com
adaptation to existing aircraft systems such as hot water, cabin temperature, some lighting and lavatory flush. LED Lighting is a popular cabin upgrade of late, as many legacy aircraft move away from incandescent technology. Most LED upgrades are available as ‘virtual’ plug & play for different cabin configurations. Some MROs offer mood lighting and lighted cupholders as a compliment to LED installations. As a cautionary note, legacy aircraft lighting systems are powered via either AC or DC. DC systems are easier to upgrade, but with either, expect additional and unexpected cabin alteration during an upgrade. Air quality has always been a fundamental aspect of cabin and cockpit design in corporate aircraft. Since Covid19, air quality considerations moved up a notch with High Efficiency Particle Assurance (HEPA) filters, Ionization technology, and simpler fresh-air updates available to operators. Some aircraft are already built as HEPA compliant, while others need an air quality modification that should be considered along with any cabin interior and avionics upgrade.
Cabin Management
A crucial aspect of cabin avionics is management, where power distribution, feature and mode selection, zone allocation and individual seat or ‘station’ control are vital for a satisfactory in-flight experience. The design of cabin management must consider ergonomics, aircraft utilization, seat allocation and maximization of all the features and functions offered by each new system. A part of the cabin management is cockpit integration. The cockpit integrates to the cabin in several ways: • Pilots communicate with passengers via a traditional
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Passenger Address (PA) system, and with cabin crew via intercom and cabin call features. • Pilots also control the overall cabin via a Cabin Master switch and circuit breakers that isolate non-essential items, during any emergency or limitation of aircraft power. (Upgrades should ensure this safety feature is fully installed.) • Cockpit equipment provides specific feature outputs to cabin displays, such as aircraft flight path and performance information, embedded or overlayed within moving maps. Newer capabilities include capturing the same information on Personal Electronic Devices (PEDs). • If an observational lower fuselage camera is installed, it may also be selectable to cabin displays, along with maps and movies. Another part of cabin management is cabin services that support passengers during flight, both onboard and external to the aircraft. Onboard Services: Include cabin attendant, galley, lavatory/vanity and closets/storage. For new cabin systems, ensure in-seat selection panels are updated from analog to discrete digital (for example, Organic Light Emitting Diode (OLED)) or to touch screen. Include a comparable upgrade of existing vestibule attendant, galley and lavatory/vanity panels, ensuring compatibility and continuity throughout the cabin. External Services: Refer to service providers. For satcom, ATG and CMS systems, each aircraft manufacturer has its preferred provider. Preferred and independent providers, such as Satcom Direct, also offer significant capability to updated third-party cabin systems. When considering external services, think how your aircraft intends to operate its cabin and airframe hardware to 78 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
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connect to the wider world. Service providers specialize in a multitude of options for flight departments, each with their own requirements.
General Highlights for New Products
Each aircraft manufacturer has an elected cabin avionics systems provider, and each vies for the market’s attention with bespoke features that only they can provide. However, the manufacturers of aircraft and avionics watch each other like a hawk and mirror the introduction of new products. The following general highlights therefore focus on technology and not the brand. Many aircraft already have modern features such as HDMI ports and HD or Ultra HD (4K) monitors. With aircraft owners typically being conservative in their budgets and selection of the ‘tried & tested’, however, there are still many in-service pre-flown aircraft without high-speed and highdefinition capability. HDMI connectivity between devices allows for high speed and broader data rates to accommodate HD or Ultra HD (4K) monitor video content, providing passengers with an airborne cabin experience equivalent to a terrestrial one. New cabin avionics do not need to be sophisticated or complex. Providing USB, charging power and HDMI interface to updated monitors, including at each seat, can be very beneficial and economical. As one example, a typical cabin upgrade for Light and Mid-Size Jets is well presented by systems provider Flight Display Systems (FDS) Avionics, which offers a simple, structured solution for many different cockpits. The company uses similar product, but with different layouts, adding a Galley Master control for some larger aircraft models. A typical FDS Avionics system consists of: • •
Wireless Media Streamer High-Definition Monitors
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• • • •
Dual USB Charger Cabin Control Modules VIP Touch Screen Galley Master Controller.
Together these components represent a powerful cabin system at reasonable cost. Aside from aircraft OEMs and their well-known partnered avionics providers, other dedicated third party provider companies such as Rosen, ALTO, Airtext, Gogo Business Aviation and Heads-Up Technologies offer various new and novel cabin electronics solutions to operators. The OEM providers also offer their products to different manufactured aircraft, typically as higher-end CMS solutions. Lastly, a cabin systems upgrade should consider adding satellite radio Sirius XM that does not require significant real estate for either its antenna or hardware, and provides music and weather to both cockpit and cabin.
In Summary
Cabin avionics are wide ranging and come in all shapes and sizes. Because of the variability and available choice, some solutions are highly customized. Customized cabin systems are welcomed by third-party avionics providers, where the engineering, installation and certification challenge are easier to overcome. Nevertheless,
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be very careful to ensure any custom cabin solution, including interior furnishing and paneling upgrade, is futureproofed for the following: • • • • •
Parts replacement Obsolescence Growth capability (adding new technology) Product Support Remote ‘on aircraft’ support.
All components of a custom installation should be tried and tested. They should be approved for that aircraft, and when installed as a complete system, certifiable. As a rule, if you are involved in aircraft for fractional, lease or charter, anticipate a mix of passengers using the equipment over several years before the aircraft is sold. Select new cabin systems that are in widespread use, robust, intuitive and user-friendly. Support may be needed at unfamiliar airports, and passengers will not be well versed in the features and functions of the aircraft cabin. Owners with mixed fleets, carrying corporate clients across a fleet of aircraft, should seriously consider commonality across each platform. Make it easy for passengers moving between airplanes, and further assist by setting up and testing their PEDs for connectivity on each, ensuring security protocols are correctly in place. ❙
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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How to Put a Value on Cabin Electronics Upgrades While different elements of cabin electronics hold different importance for different operators, what determines genuine ‘value’ in a cabin upgrade? Dave Higdon explores…
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s it reasonable for owners and operators to expect to see an investment in upgrading their cabin electronics to be repaid at the time of resale? Could an upgrade enhance value in other ways? The answer very much depends, ultimately hanging on the relationship between the electronics and the end-users. The aircraft cabin-upgrades market value is set to grow by $3.96bn, progressing at a CAGR of 7.41% between 2021 and 2026, per the latest report by Technavio, a leading market research company with global coverage. And with a steady stream of new and improved cabin electronics options available, such upgrades are increasingly popular among business aircraft operators and owners. It’s up to the operator to select the new system, and hopefully install one which will change the jet's value in today’s market for the better. Indeed, assessing the value and worth of a proposed upgrade 82 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
can help operators avoid buying less than they need, while ensuring they don't buy what they don't need. Aircraft owners are never short of options in the cabin electronics upgrade industry, whether the reason is to increase resale value, or because the existing systems are becoming obsolete, worn, or are simply not to their tastes. From adding Wi-Fi, to modernizing entertainment systems, to improving the lighting and air quality within the cabin, modifications come at a variety of costs and, depending on extent of work, take varying amounts of time (though if executed when the aircraft is grounded for scheduled maintenance, this needn’t cut into routine operations).
What Motivates the Upgrade?
While modifications come at many different price points, factory-approved/authorized facilities will draw on the best cabin electronic products available, from www.AVBUYER.com
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Wi-Fi systems to Blu-ray players and Cabin Management Systems. Ultimately, aircraft owners upgrade their cabin electronics for many reasons, and defining these will help establish the overall value of the upgrade. As an example, if an aircraft owner wishes to make their aircraft available for charter and the cabin doesn’t offer the latest in Wi-Fi technology or a sophisticated entertainment system, the owner may find that, over a period of time, the revenue they lose out on if they don’t upgrade outweighs the cost of the upgrade. That’s because for many charter customers today, a lack of in-flight connectivity/entertainment is a nonnegotiable element of their flying experience. They’d always hire an aircraft offering that functionality. Preserving and increasing resale value is often the primary motivation for owners, however. Just as with selling a home, first impressions drive many sales. An aircraft might have the latest avionics, but the way www.AVBUYER.com
the lighting illuminates the seats and cabinetry and gives an inviting aura is as important as whether passengers can easily use a laptop or iPod, or enjoy a meal/hot drink with a galley or coffee station. These elements can all combine to seal the deal. As a word of caution, though: While many options exist for owners or companies wishing to personalize their cabins via the electronics they install (reflecting their own tastes, purposes, or corporate image), if resale is the eventual goal, refrain from making selections that could put buyers off. So what’s hot in today’s cabin electronics market, and likely to add value to an upgrade? Speed certainly thrills – not in terms of Mach numbers, but network speeds. The factors influencing internet speed include the type of service chosen, whether terrestrial (Air-to-Ground), satellite-based, or both; the size and base-speed of the network; how users connect; and how many users are connected in a given time.
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“...for many charter customers today, a lack of in-flight connectivity/entertainment is a non-negotiable element of their flying experience. Finding a Baseline to Gauge Costs
The goal here is to establish a baseline value. If you haven't already come to a conclusion as to what will add value to the cabin electronics offerings on your jet, either for you or another/future user, consider consulting with a specialist in the field. You’ll find a range of MRO shops willing to help, who specialize in your make/model, and can share what’s hot and what’s not with other owners of similar aircraft. This will give insights on how to
enhance a cabin for resale, positioning your jet to offer a little bit more than the competition, or what’s in vogue with charter customers. Moreover, they’ll help you work through an assortment of questions about your own mission needs and requirements – the ultimate goal being value in the cabin electronics installed for the enduser, the passenger(s) in the back. The monetary value comes after that operational value has been optimized. ❙
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
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What’s Your Best Jet Connectivity Solution Today? There’s no shortage of options when it comes to connectivity solutions for your aircraft cabin – especially for owners of larger jets. How can you whittle down the choices and pick the best one for you? Brian Wilson offers advice… earching for the best connectivity solution for your business jet or turboprop can be a daunting task, and finding the time to properly prepare, research, and plan your upgrade can be challenging, too. Nevertheless, experience shows that many times owners of aircraft put the cart before the horse, focusing on the product too much, instead of the vetting process. As with the quarterback of a football team, it’s important for the aviation department to huddle around and outline the selection process. Here are some pointers…
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Who Will Use the Jet, and How?
First, it is essential to understand the aircraft’s mission profile. Begin with identifying who are the top ten passengers that will frequently fly aboard the jet? Devising a short questionnaire and asking those key passengers for their feedback shouldn’t be a problem. 86 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
The questionnaire should ask them to describe what a perfect connectivity experience would mean to them. Having a clear understanding of this will help you select a connectivity solution to meet their expectations. It’s important to keep in mind that the passengers usually don’t have the same high-level of technical aptitude as the people designing the systems. So, when your passengers use the connectivity system, how easy will it be for them to operate? The likelihood is that there will be some variance between the expectation and the reality, so it’s important to first understand what the differences are, and then clearly communicate the differences, and the reasons to the passengers. For those planning to make some revenue from the aircraft through charter when it’s not in company use, there are some additional items to consider. For example, many of today’s connectivity systems have the capability www.AVBUYER.com
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How the system is being utilized (i.e. text and email, or streaming).
Remember, too, that if a passenger or crew member has previously flown on the aircraft and used the Wi-Fi, their devices will automatically connect. iPhones, tablets, laptops, and watches – each passenger could have multiple devices trying to connect to one system, all with applications running background data and updates. Therefore, it’s important to understand the limitations of each system you’re considering upgrading to, and communicating any limitations of the system you eventually select to the passengers… • •
•
to stream data. Although this is a nice feature to have, the cost is very high. The best practice is either to have a remote web-based portal that allows you to block streaming, or design a customer portal that requires the client to sign up and pay to stream.
How Many Passengers and Devices?
Most of the regular travelers reading this article have experienced being stuck at the airport due to delays. The corridors and gates are packed with people using the Wi-Fi to help them find solutions to their problem. You may recall how frustratingly slow the Wi-Fi became; how hard it was to connect to, with data rates becoming infuriatingly slow. If heavy demand on the ground caused you frustration, imagine sitting aboard a private aircraft full of passengers all competing for bandwidth on an inadequate cabin connectivity solution. Ultimately, an aircraft’s limited bandwidth – whether Air-to-Ground (ATG) or SwiftBroadBand (SBB) based – will be impacted by: • •
The number of passengers using it, The number of devices connected to the system,
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Remind passengers and crew to turn off the Wi-Fi on devices not in use. Streaming consumes a lot of bandwidth and usually there are limitations to how many streams the system can handle (when we’re talking about streaming, that includes Facetime). Keep in mind that while VPNs are very popular with business travelers, they, too, absorb lots of bandwidth.
Essentially, finding the best connectivity solution for your jet will require you to dig a little deeper, not just into your top passengers’ wish list. You should also take time to discover what activities are essential to them on flight, discerning the difference between ‘nice-to-have’ and ‘need to have’.
What’s Size Got to Do with It?
Once you begin narrowing down the options based on passenger profile, you’ll need to align the jet connectivity solutions available to the size of your aircraft. Unforgettably, the engineer from one well-known industry vendor once told me, “The race is in the antenna”. He’s absolutely right… Cast your mind back to the first-generation satellite antennas for home Sky TV systems, which needed to be installed in the back yard due to their size and weight. Today’s TV antennas are small and light enough to be bolted directly to the side of the home, or on the roof. Aircraft satellite-based systems, however, have not changed much in the last 20 years. So, a large antenna is still required to deliver high data-rates to the aircraft. , thus some solutions will not be available to operators of Turboprops, Light and Mid-Size Jet due to the size of the antennas that need to be attached to the fuselage. The options for Super Mid-Size and Large Jets are less limited for this reason. AVBUYER MAGAZINE Vol 26 Issue 6 2022
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Where Will you Travel?
Outside the United States, aircraft are still limited to the following Satellite based systems: • •
Ku- and Ka-band for Super Mid-Size and Large Jets. SwiftBroadBand and Iridium for everyone else.
In contrast, within the US, Gogo’s ATG is the dominant player, and the only vendor with a 100% CONUS network. Many US-based aircraft have a combination of ATG and satellite connectivity for redundancy, and to increase reliability. It will be important to consult at least three leading MROs in your region to learn about the connectivity systems and solutions that are available, and which will best satisfy your passenger expectations, based on the airframe you operate. While Super Mid-Size and Large Jets are easily capable of transcontinental travel, smaller aircraft with shorter ranges tend to primarily fly within a specific region. Nevertheless, they may be required to fly to smaller island chains, and internationally, on occasion. For example, aircraft based in the United States fly anywhere from 80-95% of their legs within US borders. The other 5-20% can be either international (including South America), or to surrounding islands. The flight routes you anticipate flying matter a great deal to your selection of the best cabin connectivity 88 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
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solution. Begin by pinpointing those destinations on the coverage maps associated with the various systems you’re considering installing. Keep in mind that when it comes to Light to Mid-Size Jets, you are likely to need two sources of connectivity onboard. This is because of the antenna size that’s required for a Ku- or Ka-band solution. The larger aircraft have the airframe size and budget to support such an installation, whereas smaller aircraft don’t. The normal configuration for these aircraft may include Gogo’s ATG system (for travel within the States) augmented with SBB for international travel, with each system complimenting the other throughout the journey.
What do Passengers Need to Know/Do?
Once you’ve decided on the best system for your jet, had it installed, and are ready to use it, you’ll need to make sure your passengers are briefed. Here’s a checklist for you to work with: •
Are there any shortfalls between what the passengers envisioned as a perfect connectivity system and the actual capabilities of the system installed? Can the passengers stream data? If yes, how many passengers can stream data simultaneously? Can you do video calls, Facetime or Wi-Fi calling? www.AVBUYER.com
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• •
•
•
•
Do passengers need to download apps prior to boarding the aircraft? Some systems require applications to be loaded while on the ground, while some have them stored in the LRU on board the aircraft. Which is the case for your system? Ku-Band, Ka-Band and SwiftBroadBand (SBB) systems all have areas of the world for which they don’t provide coverage. Identify these and brief the passengers. Today’s systems are very complex. You shouldn’t expect the passengers to attend a pre-flight briefing or remember everything. Consider placing laminated briefing cards and user guides within the cabin for passengers. Where two connectivity systems are operating onboard, the variance in performance from one to the other can be remarkable. This is always associated with the data rates and user experience. To avoid passenger frustration, be clear in communicating the differences to your passengers.
In Summary…
With a practical, clear, common-sense approach, and in tandem with the expert advice of a few trusted MRO centers, you will be able to narrow-down the best connectivity solution(s) that can meet passenger needs on your jet. ❙ www.AVBUYER.com
“...when your passengers use the connectivity system, how easy will it be for them to operate?”
BRIAN WILSON is the Director, Key Accounts at Gogo Business Aviation, an industry-leading provider of in-flight connectivity and entertainment solutions. Prior to Gogo, he sat on numerous Dealer Advisory Boards along with being a member of the AEA Board of Directors.
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Lighting Tips to Optimize Your Cabin Considering an interior refurbishment? What are some of the lighting tips that will enhance and maximize the functionality and appeal of your airplane’s cabin? Rebecca Applegarth asks the experts. hether you’re flying an older, legacy private jet (or turboprop) with an outdated, heat-emitting lighting system in the cabin, purchased a preowned aircraft and need to adapt the cabin lighting to your specific purposes, or your trip profile has evolved and the lighting that used to work no longer does so, there’s likely to be a good, relatively low-cost solution available to you. As with so many things relating to the cabin, refurbishing the lighting in your aircraft is all about the timing, ensuring cost and downtime are minimized. In some cases, the best time is when the aircraft is down
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for other maintenance requiring the removal of the interior. As one might expect, there’s much more to the selection of a cabin lighting system than meets the eye. When it comes to improving the functionality of the cabin space, your choices will be primarily dependant on the size of the aircraft cabin, and its configuration. Making efficient use of the space available is essential. “In some of the larger business jets, there are forward and aft seating arrangements, often with bulkhead dividers that can be closed off,” Steve Elofson, Senior Avionics Installation Rep at Duncan www.AVBUYER.com
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Aviation, highlights. “In the configurations that do not allow for that kind of separation, reading and table lights are typically very directed, and can be utilized without disturbing others. “The effectiveness of lighting systems often ultimately comes down to the functionality and capability of the Cabin Management System (CMS) installed in the aircraft,” he adds. “Ensuring that any lighting system is integrated well into the aircraft’s CMS is the biggest thing that can be done to optimize control for the passengers.” Ultimately, he argues, for owners and operators to take advantage of the most recent and newer lighting features, an up-to-date, modern CMS is required. This may mean a retrofit of the cabin’s CMS needs to feature simultaneously with the lighting upgrade project. “Older CMSs simply cannot support the level of ease, control, and intuitiveness that newer CMSs will allow,” Elofson argues.
Lighting to Support the Mood
Regardless of the CMS installed in the airplane, or the size of the cabin, thoughtful selection of lighting to support different types of activity taking place aboard the airplane is important. Passengers in a more active mood, such as those conducting business, will prefer brighter tones like white/yellows, says Veta Traxler, Paint and Interior Designer at West Star Aviation. “The lighting will generally match the activity. Passengers resting or
watching a movie, for example, will prefer cooler/darker tones like blue or purple.” Whereas brighter, direct lighting would support business activities in the cabin, wash lighting - also known as indirect lighting – is more suitable to enable rest and relaxation aboard the jet. Wash lighting in a business aircraft cabin is generally mounted behind the Passenger Service Unit (PSU) panels. “The PSU panels separate the upper sidewall and headliner panels and house the reading/table lights,” Elofson explains, adding that a set of continuous lights stretching the entire length of the cabin can be hidden behind these panels, washing over the upper sidewall and headliner panels, creating an illuminating effect in the cabin. “Although not very common, some business aircraft are equipped with similar lighting to wash lighting, but the long, thin lighting strips are mounted behind lenses in the headliner or PSU panels,” he continues. “This would be considered direct cabin lighting, as the lights shine directly through the lens into the cabin. “Reading and table lights are typically located in the PSU panels above each cabin seating position. The light beam angle is focused to a spot just in front of a single passenger or table surface.”
Different Lights for Different Functions
Different types of lights are common in different parts of the cabin. For example, dome lights are typically found in the entry, lavatories, and baggage compartment areas, and are typically centered in the
PHOTOS COURTESY OF DUNCAN AVIATION
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“ ...taking the time to understand your typical trip requirement, and plan the lighting to facilitate it will be essential.” PHOTO COURTESY OF DUNCAN AVIATION
headliner, providing overhead lighting for a particular area. And floor lighting is another type of indirect lighting mounted in the toe-kick areas of cabinets and along the bottom of the lower sidewall panels in the cabin. “Floor lighting provides a visually pleasing effect and can be used during night flights to provide low cabin lighting for some passengers to safely navigate the cabin while not disturbing those who are sleeping,” Elofson highlights. Meanwhile, the galley often utilizes several different lighting types. “A work light is mounted under the upper galley cabinet providing an indirect light for the counter area of the galley” he explains. “And many aircraft also have a red night light mounted alongside the white work light in this area, and this is used at night as it’s non-glaring and won’t disturb passengers when the cabin is dark.” Where an aircraft galley has a glass or crystal storage area in the upper area, lighting can be mounted behind the glass that can “illuminate the space and create an elegant effect,” Elofson suggests. “Galley lighting can be bright white for preparing meals, then, when meal service is complete, the lighting can switch back to match the rest of the cabin,” Traxler adds. “You can have a lot of fun with cabin lighting these days.” Traxler refers to Prizm Lighting, the solution designed and manufactured by Elliott Technologies,
REBECCA APPLEGARTH has been brought up around Aviation for as long as she can remember. She aspires to develop her passion for writing and flying as an Aviation Journalist.
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which has multi-channel controllers allowing the lighting in different areas of the airplane to be operated independently. “The forward cabin can be bright white for business, while the aft cabin can be an alternate color – such as blue/purple if someone wants to relax,” she says. “If you happen to be flying on the Fourth of July, you might choose red for the upwash, blue for downwash and white for accent lighting, or a charter operator can take advantage by programming the lighting to that customer’s corporate colors.” The beauty of the Prizm lighting system is that any passenger with a smartphone can have full control of the cabin’s lighting capabilities, Traxler highlights. “They will be able to adjust brightness and color to fit their needs at any given time.”
In Summary
Ultimately, the choices abound on what is possible for the lighting in a private jet cabin – large or small, and the budget doesn’t need to be substantial to achieve some highly pleasing results, aesthetically. But taking the time to understand your typical trip requirement, and plan the lighting to facilitate it will be essential. More information from: Duncan Aviation: www.duncanaviation.aero West Star Aviation: www.weststaraviation.com
❙
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Tips When Planning a Private Jet Galley Upgrade One of the most frequently overlooked areas of the private jet cabin is the galley. With the wide range of galley equipment available – from toasters and espresso machines, to stove tops and ovens, how can you ensure your galley functionality is optimized? Dave Higdon tucks in... ou don’t need to dig very deep on social media to see the disdain of more-than-a-few travelers flying with the scheduled airlines today. There are comments and photos aplenty berating the quality and quantity (and in some cases, non-existentence) of the airline meal. Once the highlight of an otherwise monotonous flight, airline catering has taken a nosedive in recent years, massively dented by continual budget cuts as the airlines fight to keep their services profitable. Budget cuts are generally less applicable to private aviation (though every flight operation does have a budget it needs to adhere to). So, while investments are
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made in refurbishing cabins to offer optimal comfort, supporting the passengers’ business activities through state-of-the-art technology and materials, it seems strange that far less is spoken about optimizing the galley area of the cabin. After all, this is the storage and preparation area for hot and cold food, and beverages that fuel the passengers as they travel, playing just as important a role as the Wi-Fi, CMS, or lighting in enabling them to arrive at their destination in peak condition. If a galley refurbishment is on the radar for your next cabin refurbishment, what are some of the considerations you should make?
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Consult your Flight Crew
“...a Light Jet or Turboprop may be able to facilitate a microwave oven and coffee maker – but probably not a convection oven.” 96 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
When it comes to refurbishing the galley space aboard a private jet, “It's all about where you place certain items, and how much storage you have,” says Alex Berry, Director of OnAir Dining. Within the limited confines of the majority of private jet and turboprop cabins, that means you’re going to need to be very resourceful with how you use the space. Havilande Whitcomb, Design Director and CEO, Aviation Aesthetics, recommends starting with a list of what equipment the crews want – and, leaving enough time to ensure that the project goes smoothly, especially because issues are bound to arise as the project advances, particularly for certification. The larger the aircraft the more options you can tap. For example, a Light Jet or Turboprop may be able to facilitate a microwave oven and coffee maker – but probably not a convection oven. And while there’s no possibility of the owner of a Mid-Size Jet having all of the amenities and storage space found on an Ultra-Long-Range, Large Cabin Jet, the options do broaden to incorporate some of those features in a potential galley upgrade. For these operators, it becomes important to filter out the ‘wants’ from the ‘needs’. That’s going to require you to look at your mission requirements. For example, would it serve your purposes better to sacrifice the oven (installed in your ideal galley) for additional storage if your average trip length lasts barely three or four hours? “If we were asked to provide restaurant food, which would usually come in glamorous packaging, we would fast-chill and package it in more economic packaging so that it can be stored safely and correctly on the aircraft,” Berry explains. “Then the food can be reheated and brought back to its original quality.” Thus, if it’s reheating you need to achieve, it doesn’t require an oven when a less spaceconsuming microwave will do, freeing up the space for necessary storage for the food, drinks, and crockery. As Whitcomb hinted, if your flight operation has flight attendants, involve them in the decisionmaking. They can be your best allies since they’re most familiar with the space and service restrictions of the aircraft. “There was one company we provided training for that consulted its flight attendants when refurbishing the aircraft,” says Paula Kraft, Managing Partner at DaVinci Inflight Training Institute. “It was a large aircraft, with the galley taking over the whole tail of the aircraft. “The flight attendant created a trash chute at the back of the cabin, so the trash would go into a dumpster in the belly of the aircraft [as opposed to walking garbage bags through the plush interior]. www.AVBUYER.com
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“That operator never had a problem eliminating garbage from the cabin, and the cabin wasn't cluttered, or soiled, with bags.” Flight Attendants also understand food safety practices, as well as the tastes and preferences of their passengers, Kraft adds. “That same aircraft also had a refrigerated salad station installed so the Attendants could prepare salads and keep them in refrigeration, separate from the proteins.”
Consult your MRO Center
Though part of the pleasure of re-furbishing the aircraft cabin is to make it personal and comfortable, the scope of the design program should also be looked at in terms of certification requirements and longevity, which is where a second group of people you should consult comes into the equation. Work closely with your MRO shop who will not only be familiar with the latest equipment available, but also with what is certified to be installed aboard your make/model jet. Having worked on many other aircraft similar to your own, they will have plenty of experience and ideas to share on how to make the best use of the galley space available. And those insights will be beneficial in two ways when you eventually come to sell the aircraft. Firstly, it’ll help ensure any upgrade you make won’t deter potential buyers. What works for you will one day need to work for somebody else. (Aboard some of the www.AVBUYER.com
larger aircraft, for example) some would-be buyers are said to be put off by galleys being located at the aft of the cabin. And, secondly, knowing what’s installed on similar aircraft could give you a competitive edge on the market as your jet offers newer, smarter electronics and storage solutions within the galley. The message is clear. Though you may not have given the galley area on your jet much thought over the years you’ve been dining en route to those business appointments, there are others you can ally with who will know the intricacies of the existing galley and future galley options very well indeed. Get the galley upgrade right, and you’ll reap the rewards instantly in the enhanced dining experience aboard the jet. And you’ll reap them in the future when the time comes to sell. ❚
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
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Airspace Design Updates for Bizjet Operators Ken Elliott reviews current airspace design, specifically as it applies to Bizjet operators.
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he world has a governing body for aerospace, including responsibility for both its design and integration given the varying air traffic management responsibilities across different regions. The International Civil Aviation Organization (ICAO) is headquartered in Montreal, Canada and has 193 member nations, with a 39-member Governing Council. Each member state further maintains its own airspace and may invoke variations to the ICAO rules and standards. Some collective states, such as Europe, have a governing entity. In the case of Europe, that governing entity is the European Aviation Safety Agency (EASA), but even within its collective authority, EASA members can adopt regional applications to general airspace guidance. Aviation is coordinated in Europe via Eurocontrol, a separate body and Europe’s link to ICAO on airspace issues. EASA focuses on regulation and safety, while Eurocontrol coordinates and manages air traffic. EASA and the US Federal Aviation Authority (FAA) are highly regarded and mostly responsible for the initiation of airspace guidance that is later adopted elsewhere, including by ICAO. Other noteworthy agencies that are very active representing ICAO member states are: • Civil Aviation Authority (CAA) – United Kingdom • Civil Aviation Safety Authority (CASA) – Australia • Civil Aviation Administration of China (CAAC) • Ministry of Civil Aviation (MCA) – India • National Civil Aviation Agency (NCAA) – Brazil.
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Many former colony nations founded their civil aviation authorities on the system of the former colonial ruler, but although still under influence, these authorities function independently and rely heavily on ICAO rules and guidance for their own airspace.
Technologies to Accommodate Increasing Number of Airspace Users
Other Airspace Users: Airspace design is driven by the growth and route demands of its users, as well as the need to accommodate emerging technologies. Because of transitioning through, and sharing of, airspace, operators of business aircraft should remain well informed of the progress in emerging aircraft technologies. Subject to world order and economics over the next several years, everyone can expect an exponential introduction of both unmanned and urban airspace that will be a challenge for pilots to stay informed. Growth of Traditional Aircraft Users: Growth is a significant factor today as earning power grows, and demand for more aircraft seats increases. Route demands are mostly driven by efficiency. Operators want to save time and fuel, while providing the least disruption to their passengers, so they request the most efficient routing for each leg of the flight. Naturally most aircraft of similar performance capability, request optimum altitudes and navigation routing, creating popular air corridors that must be managed. www.AVBUYER.com
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themselves future-proofed for most upcoming changes. For example, they can be updated using enabling software, with minimal hardware interruption. Because air carriers typically require more catch-up, using their clout-tactics to delay implementation due dates, it means legacy business jets and turboprops may have more time to meet new requirements, using the Supplemental Type Certificates (STCs) process. When upgrading your aircraft, try to ensure new systems are ready for the future and not likely to suffer from obsolescence several years hence. These systems include: • TCAS • FMS and GPS • Satcom-data • Transponders.
Airspace Procedures & Technologies: From growth and route preferences come airspace designs and tools that are framed in transitional phases of rule implementation, these include: MNPS Oceanic & Remote; RVSM; PBNSBAS (WAAS-LPV) and GBAS; PBN-RNP; CPDLC FANS 1/A+ (Oceanic & Remote); CPDLC ATN B1 VDL Mode 2 (Europe); and CPDLC-DCL (US). The proximity of aircraft and peak periods of high airport throughput creates equipage needs to operate within the narrow constraints of popular flight corridors. The right equipage ensures adequate spacing, optimum data and voice communication, correct 3D fight path, and terrain avoidance. The equipage needed to meet these demands is significant, and some systems serve to satisfy all the criteria. Here are the influential onboard systems… • Flight Management Systems (FMS) w/qualified GPS • RVSM qualified air data systems • Satcom w/data • VHF 8.33Khz Comms Spacing • VHF with Mode 2 data • Dual HF • MNPS-RVSM qualified air data systems • TCAS/TAS • TAWS • ADS-B Out • ADS-C • Data-capable Transponders. As the airspace continues to expand in complexity, several of these systems, as well as emerging ones, will need to be further upgraded to accommodate airspace improvements. Today’s new business aircraft should find www.AVBUYER.com
Aircraft systems designers struggle to stay abreast of airspace improvements and have become accustomed to established implementation dates being delayed several times over. As an operator you can only ask that a proposed upgrade is capable of handling future airspace realignments, as an open architecture, and is capable of evolving integrations and complex software updates. An example for testing this assurance is EASA’s plan to rely only on PBN (IR) procedures, after June 6, 2030, supplemented with navigation supported by CAT II/III landing systems, where necessary. This plan excludes the use of conventional procedures after that date. Modern aircraft will be proficient in using PBN procedures, but they may need to be capable of working with EGNOS SBAS satellites and be upgradable to operate with future European PBN procedures. Application Variability: Multiple delays of implementation requirements are not the only aggravation aircraft manufacturers and operators need to endure. Airspace resolutions, to meet the increasingly high rates of air traffic, are not applied universally to equipage, procedure, or implementation timing. This lack of consistency forces international operators of business aircraft to equip according to where and when they intend to operate, while being constantly attuned to regional variation and change. Furthermore, operators must remain alert to specific requirements at individual airports. Very specifically is the ability to fly steep approaches into individual runways, such as London City, or to navigate RNP-AR approaches into Washington Reagan. For these the aircraft themselves must be equipped, and the flight department certified. Procedure requirements may be considered efficiency opportunities when less productive traditional procedures, using legacy airport and aircraft equipage, are still available.
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AVBUYER.com FIGURE 1: ICAO Performance Areas & Blocks, Showing Threads of Connected Modules in One Area
COURTESY OF ICAO
Airspace Deadlines
Operators and flight departments not only need to be sensitive to the currency of technology, but they need to consider a wide range of airspace adjustments, happening almost weekly. Upcoming known requirements from April 2022 through 2023 include: April 2022 • Australia: Comments deadline for 10-year roadmap for remotely powered aircraft and advanced air mobility (AAM for eVTOL aircraft). • US: Comments deadline for Vertiport design via draft engineering brief (EB105), for use with AAM. • Columbia: Compliance deadline for ADS-B Out. June 2022 • US: Pilot database reporting FAA Part 111. Pilots in commercial ops (Part 135 & 91K) to commence reporting records on medical, training, proficiency and disciplinary actions.
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December 2022 • Canada: Duty rest changes for commuter and air taxi operators. • New Zealand: Compliance deadline for ADS-B Out, down to surface. • Mexico: FDR-CVR mandate, end of incremental introduction of requirements since 2020. January 2023 • Saudi Arabia & Curacao: Compliance deadline for ADS-B Out. February 2023 • Canada: Compliance deadline for ADS-B Out (2026 down to surface). June 2023 • Europe & Guatemala: Compliance deadline for ADS-B Out. • US: Pilot database reporting FAA Part 111. Pilots in commercial
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AVIONICS
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commuter & air taxi ops to complete reporting records on medical, training, proficiency and disciplinary actions, since 2015. Note that records from before 2015 are required to be submitted by September 2024.
FIGURE 2: Current & Future Airspace Architecture Showing Greater Inclusivity and Integration of the European Airspace
September 2023 • US: Compliance deadline for operating Remote ID for unmanned aircraft.
Flight Data Recording as Potential Future Mandate
With respect to deadlines, a recent Transport Canada (TC) consultation period expired in March 2022. This call for comments centered around a Notice of Proposed Amendment (NPA) for a requirement for commercially-flown aircraft to be fitted with a Light Data Recorder (LDR). How this intention proceeds, is anyone’s guess but it is noteworthy because of the wider call for some form of digital flight record, useful to investigators of incidents. Based on European standards, the intention is to record aircraft data, cockpit audio, airborne images and data-link messages. It appears a future regulation could require devices to be active by Spring 2025, but as expected there is significant pushback and a call for General Aviation flexibility. Flight Data and Cockpit Voice Recorders (FDRs & CVRs) and Quick Access Recorders (QARs) have been around for some time. Note that CVRs must be capable of recording datalink messages for FANS operators. Unlike FDRs & CVRs that are installed based on requirements, QARs are optional and are not designed to survive crashes. QARs are popular with business aircraft flight departments because they can record and download (or save for easy download later) large amounts of data. One example is that engine manufacturers can closely monitor turbine performance and track fault or degradation trends. It is likely that there will be a wider call for the recording of aircraft data, however, either onboard or in the ‘cloud’, for a combined use of accident investigation and performance monitoring. Anticipate future mandates, applicable to any aircraft flying for hire.
COURTESY OF EUROCONTROL; NOTE: U-SPACE REFERS TO RPAS/UAS AIRSPACE
UNDERSTAND AVIONICS REQUIREMENTS
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AVIONICS
Ongoing & Future Airspace Designs
World/ICAO: Commencing with ICAO, the focus is on global harmony, providing flexibility for each member state to advance and manage their own requirements. Airspace design focuses on capacity and efficiency, where the environment and mobility are both addressed. ICAO mirrors these principles. Performance areas for improvement are: • Airport operations • Global interoperability • Optimized capacity and flexibility • Efficient flight paths. ICAO’s Global Air Navigation Plan (GANP) implements improvements, in the form of Aviation System Block Upgrades (ASBU). The beauty of the ASBUs is that they contain Modules that states can apply as they deem necessary for their airspace, as long as in the longer term there’s no major discontinuity across multiple regions. There are four ‘Blocks’ with commencement milestone dates depicted in Figure 1 (previous page). Interestingly, ICAO states that a typical CNS deployment cycle can be between 20 and 25 years, including ground and aircraft retrofits. EASA/Eurocontrol/European Commission: Under the Single European Sky ATM Research Joint Undertaking (SESAR JU-3) program, the European Commission modernizes Air Traffic Management (ATM) over a 10-year period between 2021 and 2031. Solutions are defined, developed, then deployed, following a timeline with milestones and linked to ICAO planning and procedures. For operators flying to, and within, Europe today, EASA has introduced a dynamic PDF that is updated online. This Easy Access Requirements (EAR) document, republished this year, permits the user to easily navigate through all the current operational requirements for Europe. The document Easy Access Rules for Air Operations, Rev 17, EU 965-2012, simplifies the regulation discussion and allows the reader to quickly grasp an understanding of European airspace rules for operators. US FAA: The United States FAA NextGen has closely aligned itself with ICAO and European plans/guidance through harmonization, to ensure continuity. As with Europe, it also retains its individuality, in this case, by deploying FANS domestically and implementing airspace improvements via the FAA’s NextGen Segment Implementation Plan (NSIP).
These segments are introduced in groups of time spans, like ICAO’s Block program (see Table A, below). FAA’s NextGen includes Key Programs that help to focus the airspace community on the most important future intentions, to improve overall efficiency. These are: • Trajectory Based Operations (TBO) • Data Communications • Performance Based Navigation (PBN) • Automatic Dependent Surveillance-Broadcast (ADS-B) • Decision Support System Automation • System Wide Information Management (SWIM) • Weather • Other Improvements • Safety • Environment & Energy. Some specific FAA NextGen developments pertinent to business aircraft are: • Data com en route as extension to current departure clearance (DCL). • Expansion of DME/DME RNAV as a default for GPS outage, including from malicious intent. • Widening the use of ADS-B for conflict detection, overlapping ground radar, search and rescue, reduced separation, and including Space-based ADS-B. • ADS-B In as the onboard aircraft traffic view is now optional but may be required at some point.
FAA TBO
Trajectory Based Operations (TBO) is a major goal of FAA NextGen with three implementation phases of, Initial (iTBO), Full, and Dynamic. Dynamic TBO can be viewed as 4D operations, where arrival times at virtual waypoints are provided to traffic, to ensure proper flow and separation. Dynamic TBO introduces predictive navigation and permits real-time flight tracking adjustments to aircraft to account for weather and any unplanned airspace occurrence. The FAA Annual Report Fiscal Year 2020 provides a good overview of current and future FAA NextGen initiatives.
In Summary
For many reasons, future airspace for business aircraft is not totally predictable, but strong indications of the general direction do exist. Harmonization across the world’s regional authorities ensure some continuity and aids equipage requirements. Ample material can be
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104 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
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AVIONICS.qxp_Finance 18/05/2022 12:18 Page 6
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FIGURE 3: How TBO Integrates the US Airspace, as with Europe’s Future Architecture
COURTESY OF FAA
found on the ICAO, SESAR, EASA and FAA websites, supporting robust future airspace implementation programs. Once the surface is scratched, the programs reveal very specific milestones for many individual improvements, not all of which require a change to your aircraft. However what decreases predictability is the actual process of implementation, involving a collaboration and cooperation of airports and the different user groups. The NBAA is the optimum advocate for Business Aviation, and is in lockstep with those who intend to improve their flight trajectories. The association also ensures its members are informed of short-to-long-term developments within airspace operations. New user groups, focused on low altitude and urban
airspace, will present many challenges, and while those users will need to equip to operate, there will inevitably be some equipage expectations for all airspace users. One of these systems is Aircraft Collision Avoidance System for NextGen (ACAS-X), which will come in several flavors: • ACAS-Xa to replace TCAS-II • ACAS-Xo as advanced TCAS • ACAS-Xu for UAS • ACAS sXu for small UAS • ACAS Xr for rotorcraft and AAM/UAM applications. There will be also other tweaks and additions to existing technologies to meet these challenges, so sit tight and plan your long-term budgets accordingly. ❚
KEN ELLIOTT has more than 50 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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Middle of it All The JETNET iQ Summit is going to be charged with a new energy as business leaders from around the world meet at the New York Marriott Marquis, September 15-16th. Join us in Times Square and experience the excitement of business aviation’s bright new direction: Bluer Skies. Greener Future.
The possibilities of sustainability are as momentous and significant as this gathering of our industry’s top leaders. Trust us, you’ll want to be in the middle of it all. Don’t miss the chance to meet with the “Who’s Who” of business aviation -
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Clip Group 2020 Bell 505 Jet Ranger X April.qxp_Heeren Cit Ultra sep 18/05/2022 15:00 Page 1
S H O W C A S E
2020 Bell 505 Jet Ranger X Serial Number: Registration: Airframe TT:
65253 SP-MRW 26
ADS-B GPS / WAAS receiver VHF COM transceiver VHF NAV and glideslope receivers
As owner, we are proud to present this BRAND NEW Bell 505 Price from Bell in this configuration (including ferry to EU) was $1,85M Price: $1,8M
Exterior Painted 2020 Metallic Black with Dynamic White Bell 505 logo
Airframe Delivery hours: 26 hours Dual Pilot Controls Wire Strike protection
Interior 2020 Premium interior with black leather seats Floor protectors: Baggage bay, Cockpit & Cabin A20 Bose headsets w/Bluetooth Air-Conditioning
Engine Dual-channel FADEC engine control system Auxiliary Control Unit (backup for HMU) Automatic startup Surge and flame-out protection Engine parameter recording for maintenance (BOOST compatible) Automatic cycle and flight hour counting
Location Swarzędz Gmina, Greater Poland, Poland Contact: Agnieszka Hips
Avionics ADS-B Equipped Garmin G1000H™ avionics suite Integrated on PFD / MFD Traffic Information System (TIS) Moving Map Fuel and NAV range HTAWS, and Synthetic Vision System
STS Centrum Dystrybucji Samochodów Sp. z o.o. Swarzedz, Poland
www.AVBUYER.com
Tel: +48 663 792 802 E-mail: agnieszka.hips@clip-group.com
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M A R K E T P L A C E
Tel: +971 509 616 916 E-mail: Bsarhan@icleasing.aero
IC Leasing
Gulfstream G550
Price:
For Lease
Available for Lease
Year:
2013
Very good pedigree and condition
S/N:
TBD
Please contact us for more information:
Reg:
-
TTAF:
0
Phone: +971 50 756 6955 | +44 7446 957334 Please also visit our website: www.icgroup.aero/ic-leasing WiFi: Yes
Location: United Arab Emirates
Bombardier Global 5000
Tel: +971 509 616 916 E-mail: Bsarhan@icleasing.aero
IC Leasing Price:
For Lease
Available for Lease
Year:
2011
Very good pedigree and condition
S/N:
TBD
Please contact us for more information:
Reg:
-
TTAF:
0
Phone: +971 50 756 6955 | +44 7446 957334 Please also visit our website: www.icgroup.aero/ic-leasing WiFi: Yes
Location: United Arab Emirates
Cessna Citation XLS+
Tel: +971 509 616 916 E-mail: Bsarhan@icleasing.aero
IC Leasing Price:
For Lease
Available for Lease
Year:
2013
Very good pedigree and condition
S/N:
TBD
Please contact us for more information:
Reg:
-
TTAF:
0
Phone: +971 50 756 6955 | +44 7446 957334 Please also visit our website: www.icgroup.aero/ic-leasing WiFi: Yes
Location: United Arab Emirates
Cessna Citation IISP
Price:
USD $495,000
Year:
1981
S/N:
551-0351
Reg:
N5TR
TTAF:
7180
Location: USA & Canada
Hawker 1000A
This is a superb example of a low-time Citation II SP (single pilot), the largest cabin turbojet aircraft with thrust reversers (TRs), which are excellent for cold weather operations on snowy/icy runways. Perfect for the owner/operator who wants to build turbine time while running his/her business. The aircraft has been meticulously maintained and pampered for the last 18 years by the same part 91 business owner/operator. The aircraft could use new paint and interior, but is mechanically sound and has extensive avionics upgrades and modifications. No 135 operations at any time. 7100 Total Airframe Hours. You simply can’t get more cabin volume or value for the dollar in a single pilot certified turbojet aircraft. Principals only please. No dealers/brokers
Tel: +33 (0) 611 430 634 Email: christophe.levasseur@bluebairjet.com
Christophe Levasseur Price:
Please email
Year:
1992
S/N:
259021
Reg:
HB-VOQ
TTAF:
5120
Location: Switzerland
108 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
Tel: +1 (248) 663 7000 Email: info@housey.com
Gerard Housey
Very low flight time. Engines on ESP Gold Plus. Dual NZ-2010 (version 6.1), ADS-B out, TCAS 7.1, CVR, FDR, dual KGS 200 WAAS... Gear due in 2029, Xrays 96 months due in 2026. Camp Systems maintenance. APU: HAMILTON T62T HOURS: 2853 CYCLES: 4978. Avionics: FMS : Dual NZ-2010 (version 6.1). RMU : Dual RMU 855 (ADS-B Out). TCAS: TCAS-2000 (Version 7.1). Autopilot: Dual Honeywell DFZ-800. ELT: Artex C406-1. CVR: Fairchild A100. COMMS: Dual Honeywell RCZ-833 W/8.33 Spacing. HF: Dual King KTR-953 W/SELCAL. NAV : Dual Honeywell NZ-850 W/FM immunity w/SB 34-3651. Int: Fireblocked 9 passenger cabin with Taupe leather seats and tan carpet.
www.AVBUYER.com
P108-112.qxp 18/05/2022 11:57 Page 2
Dassault Falcon 20F-5
Chakib Lahrichi Price:
USD $1,200,000
Year:
1973
S/N:
273
Reg:
CN-TNM
TTAF:
16545
Location: Morocco
Dassault Falcon 10
M A R K E Tel: +212 522 973 903 T E-mail: info@alfaair.aero P L Fully EASA compliant & 135 compliant, Equipped with lavatory and A galley, Recent check C, Recent Engines MPI, APU, YOR 2020, Air C Conditioner, 10 seats & range 2 400 nm. Airframe: Good condition, leather seats. Engines: Honeywell TFE-731-5BR – 2C. APU: E GARETT 36-150. Avionics: AUTO-PILOT: Collins AP-105. FMS: Dual UNS-1D with GPS. EGPWS: Honeywell MK VIII. NAV: Dual Collins VIR 32. COM: Dual Collins VHF-22D. ADF: Dual Collins ADF-60A. DME: Dual Collins DME-42. XPNDR: Dual Honeywell MST-67 Mode S. Int: Number of passenger seats, ten. Galley location forward. Galley equipment: Oven, manual fill coffee maker, cold storage. Forward cabin configuration: Four-place club. Ext: Last paint 2020
Tel: +212 522 973 903 E-mail: info@alfaair.aero
Chakib Lahrichi Price:
USD $500,000
Year:
1978
S/N:
128
Reg:
CN-TKN
TTAF:
9944
Beautiful, Fully EASA compliant, Turn-key aircraft, All maintenance current and ready to go, 2020 paint, C-2C done in 2020, great interior, YOR 2020, Leather seats, Good landing gear status, Equipped with lavatory, Equipped with galley, Air Conditioner, Certifield single pilot. Engines: HONEYWELL TFE731-2-1C. Avionics: C & 2C 07 2020. Interior: YOY 2020. Exterior: New paint. Additional equipment: STC stretcher
Location: Morocco
Dassault Falcon 10
Price:
USD $700,000
Year:
1979
S/N:
120
Reg:
CN-TLD
TTAF:
15548
Location: Morocco
Cessna Citation Excel
Beautiful, Fully EASA compliant, All maintenance current and ready to go, 2020 paint, Check C&3C done in 2021, great interior, YOR 2020, Leather seats, Good landing gear status, Equipped with lavatory, Equipped with galley, Air Conditioner, MTW upgraded to 19300 lbs, Engines upgraded to TFE731-2-2C. Airframe: MTW upgraded to 19300 lbs. Engines: Both engines upgraded to the 2C mod. 2100 hour periodic inspections 4200 core zone inspection. AP: Honeywell SPZ-650. HF COM: HF 718U-5. COM: Dual Collins VHF-22C. NAV: Dual Collins VIR-32. RADAR: Honeywell Primus 400. Int: 8 passenger interior includes rear 3 place divan, 3 individual chairs, 1 corner chair, and belted jump seat. Ext: Paint 2020
Tel: +45 40583755 E-mail: rungholm@dat.dk
DAT Price:
USD $2,495,000
Year:
2002
S/N:
5236
Reg:
OY-JRU
TTAF:
9458
Location: Denmark
Fly Moove
Piper Meridian
Price:
Please call
Year:
2014
S/N:
4697537
Reg:
N415DM
TTAF:
720
Location: USA & Canada
www.AVBUYER.com
Tel: +212 522 973 903 E-mail: info@alfaair.aero
Chakib Lahrichi
Very nice European Excel in good condition and fresh from maintenance. On AOC and can remain with new owner. Based BLL/EKBI. Airframe: Very good condition paint although not new. Engines: approximately 1.000 hours remaining with extension. Not on any program. APU: Approximately 400 cycles remaining with extension. Avionics: standard with duel UNS. Interior: 8+1 standard Excel seating. Not new but nice. Maintenace & inspections: fresh. Weights: std Price Reduced
Tel: +33 (0) 615 892 988 Email: arthur.ingles@flymoove.com Engine, Prop Only 200 Hours Since Prop Overhaul, next due May 2026 FCU Due May 2026 Available in September 2022 Delivered with a Fresh Annual by High Performance Aircraft, Inc. Int: All Leather Six Seat Lounge Interior in Light Tan with Coordinated Side Panels and Black Carpet. Ext: Gamma Grey with Gloss Black and Deep Red Striping and Accents. Additional: Full Deicing Group with Annunciators. Stowable Executive Writing Table. Stainless Steel Fasteners. Window Shades on Passenger Windows. Piperaire Air Conditioning. Pyramid Cabinet. Oxygen System 4.25 cu.ft. Fire Extinguisher. New Ship’s Battery
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M A R K E T P L A C E
Cessna Caravan 208
Tel: +1 314-409-4791 E-mail: sales@jet-transactions.com
The Ritchie Group Price:
$2,295,000
Year:
2016
S/N:
208-00585
Reg:
-
TTAF:
575
Location: USA & Canada
Low-Time, Well-Maintained, Privately Owned. 7-Passenger and 1Crew VIP Taupe-Leather Interior Configuration. TKS Ice Protection System, Air Conditioning System and Oxygen System. CESCOM, ADS-B Equipped and WAAS. U.S. Registration: N1Q (Seller Will Retain Registration Number). Always Hangared; No Known Damage History. Total Landings Since New 460 Landings. Prop: (as of April 2022) Description McCauley, 3-Blade. Engine: (as of April 2022) Description Pratt & Whitney PT6A-114A. Additional: Garmin GTX33ES. GDU 1040A Display. Air Conditioning. Garmin Synthetic Vision. Jeppesen Chartview. GWX Weather Radar
www.jet-transactions.com
Daher Kodiak
Price:
€950,000
Year:
2011
S/N:
0053
Reg:
HB-NBH
TTAF:
2850
Location: Switzerland
BELL 412EMS
Tel: +41 (0) 796 596 909 E-mail: andi@wikiplane.ch
Andreas FRANZ
A real workhorse. Available in skydive- or passenger-version. EASAcertified / registered (Europe), is mandtory for commercial operation in Europe (as e.g. paradroping). 5-blade propeller, much less noise (76.6 instead of 82.5 dBa). Mainly flown by only 3 commercial pilots. Garmin 1000, dual VOR / ILS receivers, dual GPS receivers, mode s transponder w/TIS, S-Tec Autopilot, Gear Box Chip Detector, Power-FLARM, 2 Cameras (Front and Back). Oxigen for pilot and copilot in skydiveconfiguration: up to 15 skydivers, vertical sliding jumü' door / closing by pilot, wind deflector, jump step, grab bars, jump light, 2 benches in passenger-configuration: pilot-, copilot - and 4 passenger-seats
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 & Canada
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 & Canada
Bell 407
Aleksey Butovich Price:
Make offer
Year:
1997
S/N:
53136
Reg:
UR-WAL (KVV)
TTAF:
2296
Location: Ukraine
110 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
Tel: +380 503 131 376 E-mail: a.butovich@b2baviatrading.com.ua Landings - 4734. The helicopter will be sold with a fresh form of maintenance - 12 months. It is currently under maintenance. We plan to finish the service in 10 days. A new main battery was installed in February 2022. 6 new Bose A20 headsets (3 of which are with Bluetooth). The helicopter that was used exclusively for VIP (PAX transport). Good condition. Bell 407 is based in Kiev (Ukraine). Parking & Storage in a warm, heated hangar. 206-706-212-119 Particale Separator. 206-706-502-103 - Rotor Brake. KMA24H-71 VHF/ADF Audio Panel. KX-155 - VHF/NAV Equipment. KR-87. ADF Equipment (TT31) - Transponder Mode S. S1851501-02
www.AVBUYER.com
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Airbus/Eurocopter EC 120B
HELITACTICA S.A. Price:
Please email
Year:
2001
S/N:
1230
Reg:
ZP-HEC
TTAF:
2685
Location: Paraguay
Bell 206L 3
Price:
Please email
Year:
1982
S/N:
51006
Reg:
ZP-HBH
TTAF:
122329
Price:
Make offer
Year:
2021
S/N:
65293
Reg:
OKRAA
TTAF:
160
Price:
Please Call
Year:
2008
S/N:
4575
Reg:
N353CE
TTAF:
850
MCF Aviation Price:
Please Call
Year:
1996
S/N:
5601
Reg:
N766AM
TTAF:
0
Location: United Kingdom
www.AVBUYER.com
This is a professionally maintained Bell 206L3 with the 104,8% power kit applied and Aeronautical Accessories Inlet Barrier Filter. The helicopter was purchased from an Air Methods subsidiary in 2013 where it was used for HEMS-Helicopter Emergency Medical Services, and since them it has been operated by Helitactica also for HEMS. This aircraft has been maintained and operated under Part 135 air taxi standarts for decades. Comes with a passenger interior and the Life Port stretcher kit with a FAA STC. Never operated for external load or in corrosive/saline environment. Light aircraft with an empty weight of only 2616 lbs., allowing a useful load of 1534 lbs. W ith the additional Range Extended Fuel Cap carries a maximum of 353 liters allowing for almost 3.8 hours of flight time.
Tel: +421 905 290 290 E-mail: p.rychtarik@outlook.cz Garmin G1000H NXi HSV,TAS,TAWS,Second VHF G225B, ELT, FRAHM system, WSPS, Air codition, premium leather interior with carpet, cargo hook provisions, auto door openers and sliding windows, L a R, BOSE ANR headsets, will be avialable in august 2022. Warranty until 10/2024 or 1.000FH. Always hangared, flown by owner only. Maintained in BELL Prague LKPR. Owner upgrades to new Bell 407GXI. Ext: Original Deep red with removable white strips and stars and registration.. (tapes). Please email for full specs.
Heliair B.V. Netherlands
Location: Netherlands
Airbus/Eurocopter AS 355N
Tel: +1 595 9766990111 E-mail: alexandre@helitactica.com.py
Pavel Rychtarik
Location: Czech Republic
Airbus/Eurocopter AS 350B-3
compleated on July/2021. Huge investment on several items. - Original Fuel flow meter, an expensive optional. Gives range in distance and flight time. - Price includes annual inspection and Export COA at the time of delivery. Seller is a Part 135 Operator and a Part 145 Maintenance Facility. In 2021 installed the best avionics available on the market: - Latest Garmin double 7” portrait screen G500HTxi (pilot and copilot). - GTN750HTxi with remote audio and transponder.
HELITACTICA S.A.
Location: Paraguay
Bell 505 Jetranger X
M A R K E Tel: +1 595 9766990111 T E-mail: alexandre@helitactica.com.py P L Engine currently on Safran SBH Program. In 2021 the 15-Years A inspection was executed at Safran, and several new components were C installed. - Completely redesign: new leather interior, new carpets, new airframe exterior and interior paint, all new windshield and side E windows. Bose stereo connection. - 12-year airframe inspection
Tel: +31 (0) 652 407 808 Email: arno@heliair.nl
We are excited to bring to market this beautiful, very clean and well maintained 2008 Eurocopter AS 350B-3+, SN 4575 recently completed 12 Month and 144 Month inspections. This very low time, one owner since new helicopter has great avionics, airconditioning and no known damage history. Engines: Arriel 2B1 - 850 hours TT/ AFS Aerospace Filtration system. Avionics: AFS IBF. Airframe fuel filter. Facet oil filter. Night scanner lighting system. Electircal system upgrade. Pulse light. Sagem ICDS-8 PFD. TAS610 Traffic. Int: Leather seats, black. Ext: Black yellow Special paint. Additional: Dual Hydraulic.
Tel: +44 (0)7712 220 230 Email: carl@mcfaviation.co.uk • Single pilot IFR AS355N in very good condition cosmetically and mechanically. • 6 seat configuration • High quality avionics package • Dart Aerospace steps • RH Baggage compartment extension • Wire strike protection kit • Lockable fuel caps • Weather radar • Pilot and co-pilot windshield wipers • Engine fire extinguishers • Rotating landing lamp • Dual controls • Rotor brake. RECENTLY COMPLETED 12 YEAR INSPECTION. Avionics: GTN 750 NAV/COM / GPS + GNC255a NAV/COM • Bendix King EFIS • KLN90B NAV/COM • Weather Radar ART2000. Int: • Very good condition • Green leather interior • Black Carpet
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M A R K E T P L A C E
Airbus/Eurocopter AS 350B-3
Price:
Please call
Year:
2005
S/N:
3953
Reg:
G-OOTT
TTAF:
1450
Location: United Kingdom
Airbus/Eurocopter EC 120B
Tel: +44 (0)1935 863 123 Email: Huxley@hcaviation.com
Huxley Cowen
Low Hours. 3 AXIS SFIM Autopilot. Engine 15 year inspection due in 2028. EFIS. Stormscope. Only Two Owners, both in the UK. VAT Paid. Avionics: 3 Axis Autopilot Sfim T85-31. 2 x EFIS Displays (PFD/ND) EFIS 40. Vertical Gyros Honeywell KVG 350. Multifunction Display (inc moving map) KMD 850. Stormscope L3 Goodrich WX 500. Remote Compass System Honeywell KCS 305. Int: VIP interior with extra soundproofing. Seats covered in Melrose black leather with central black ‘Tapisuede’ suede panels. The exterior of the helicopter is painted all over, including skids, in metallic black. Additional: Sfim 3 axis Autopilot. Energy Absorbing Front Seats. Emergency Floats (Fixed parts only)
Tel: +44 (0)771 040 2980 E-mail: andy.leslie@network-airline.com
Andrew Leslie Price:
£850,000 No VAT
Year:
2008
S/N:
1565
Reg:
G-IAGL
TTAF:
1078
Location: United Kingdom
Truly immaculate privately owned helicopter which I have owned for the last eight years. Only 1078 hours since new. 12 year check including full bare metal respray by Edmondson Aviation carried out in 2020. VIP grey leather interior. Full floats which have just been fully serviced. Helicopter will be delivered fresh from 12/24 month check. This helicopter is absolutely perfect and has been maintained by A2B at Shorham since 2013. Further photos, video and full status report on hours, cycles, life limited parts etc available on request. This helicopter is like new in every respect. Please don't hesitate to call or email me for any other pertinent information. No VAT applicable.
Tel: +41 (0) 796 321 116 E-mail: tprospero@europavia.ch
Europavia (suisse) SA
Airbus H125
Price:
Please call
Year:
2016
S/N:
8310
Reg:
HB-ZPT
TTAF:
680
Location: Switzerland
Airbus H125
Immaculate H125 2016, low Hours in perfect condition. Very well equipped. AVIONICS: STANDARD AVIONICS VFR DAY AND NIGHT 1 GYRO HORIZON THALES H 321 EHM. 1 GYRO DIRECTIONAL AIM205-1BL WITH GI106A. 1 TURN & BANK INDICATOR UI 9560. OPTIONAL: 05-21003-00-CI Cable Cutter System. 05-24004-01-CI Tail Rotor Arch. 05-37010-01-CI Dual controls. 05-25025-00-CI Enhanced Engine Air Particle Separator. Additional: External Paint (exclusive three colors met.). DART Floor window XXL. DART Bear paws. FM Radio Kenwood. RH side De-iced external mirror kit (incl. skid mirror) Air Zermatt Type STC
Tel: +41 (0) 796 321 116 E-mail: tprospero@europavia.ch
Europavia (suisse) SA Price:
Please email
Year:
2016
S/N:
8211
Reg:
-
TTAF:
3704
Location: Switzerland
Aircraft Spare Parts Wheels, Starters, Brakes, etc. Outright and Exchange
The H125 (previously named the AS350 B3e) outclasses all other single-engine helicopters for performance, versatility, low maintenance, and low acquisition costs, while excelling in high and hot and extreme environments. It is a member of Airbus’ Ecureuil family, which has accumulated almost 36 million flight hours worldwide. Our Helicopter is equipped for Aerial Work & pax missions, full swing, mirrors and floor window, equipment list availabe on request. Aircraft immediately operational. Engines: ARRIEL 2D. Total Run Hours : 3608 Hrs 21 mn. Cycles N1 : 14813 10 - Cycles N2 : 3252. FM Radio, Upper/Lower Cargo for long line ops.
Par Avion Ltd FALCONS • HAWKERS • LEARS
Cessna, Learjet, Hawker, Westwind, Falcon, Gulfstream, Global Express
Manufacturer of Select GSE & Speciality Tooling 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 Preowned GSE also available
www.AlberthAviation.com 112 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
www.paravionltd.com SALES • ACQUISITIONS • CONSULTING
Buy * Sell * Trade
832-934-0055 www.AVBUYER.com
Assent Aeronautics June.qxp_Layout 1 18/05/2022 14:18 Page 1
P114 AIRCRAFT INDEX.qxp 19/05/2022 14:20 Page 1
Aircraft For Sale • AIRCRAFT • HELICOPTERS
AIRCRAFT
PAGE
AIRBUS A318 Elite . . . . 5, 116 A319 VIP . . . . . 5 ACJ330-200. . . 116
BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . 43 BBJ MAX8 . . . . 43 737-700 . . . . . . 8 787-8 . . . . . . . 5, 116 787-8 VIP . . . . . 116 787-9 . . . . . . . . 116
BOMBARDIER Global 5000 . . . 108, 116 Global 6000 . . . 116 Global 7500 . . . 53, 116 Global Express. .35 Global Express XRS. .12
Challenger
300 350 604 605
. . . . . . . . . 8, 39, 43, 45, 116 . . . . . . . . . 45 .........8 .........8
Learjet
45XR . . . . . . . . 116 60XR . . . . . . . . 39
CESSNA Citation
IISP . . . . . . . . . 108 CJ3 . . . . . . . . . 116
AIRCRAFT
PAGE
AIRCRAFT
Bravo . . . . . . . . 33 Caravan 208 . . 110 Excel . . . . . . . . 109 Jet . . . . . . . . . . 39 Latitude . . . . . . 5 Sovereign . . . . 39 Ultra . . . . . . . . 39 X . . . . . . . . . . . . 55, 116 XLS . . . . . . . . . . 116 XLS+ . . . . . . . . . 45, 59, 108
GULFSTREAM IV SP . . . . . . . . 59 V . . . . . . . . . . . 59, 115 VII . . . . . . . . . . 116 150 . . . . . . . . . 35 450 . . . . . . . . . 23, 45, 59 550 . . . . . . . . . 13, 43, 59, 108 650 . . . . . . . . . 5, 43 650ER . . . . . . . 45
King Air
SR20 G3. . . . . . 23 SR22 . . . . . . . . 23
DAHER Kodiak . . . . . . . 110
DASSAULT FALCON 7X . . . . . . . . . . 23, 45, 116 10 . . . . . . . . . . 109 20F-5 . . . . . . . . 109 900EX EASy. . . 115 900LX . . . . . . . 116 2000LX . . . . . . 115, 116 2000EX EASy. .
Legacy 500 . . . 1, 19 Legacy 600 . . . 116 Legacy 650 . . . 116 Phenom 300 . . 59, 116
AIRCRAFT
HAWKER BEECHCRAFT
CIRRUS
EMBRAER
PAGE
250 . . . . . . . . . 39 B200 . . . . . . . . 59 300-LW . . . . . . 35 350 . . . . . . . . . 59 C90A . . . . . . . . 29 C90GTi . . . . . . 59
Beechcraft
1900 UE-360 . . 29
Hawker
400A . . . . . . . . 35 1000A . . . . . . . 108 800XP . . . . . . . 31, 59 900XP . . . . . . . 59
PIAGGO
PAGE
PIPER Meridian . . . . . 109
HELICOPTERS AIRBUS/ EUROCOPTER AS350B3 . . . . . 111, 112 AS355N . . . . . . 111 EC 120B. . . . . . 29, 59, 111, 112 EC 135 . . . . . . . 29 EC 135T2 . . . . . 59 H125 . . . . . . . . 112
AGUSTAWESTLAND AW109E Power .8 AW139. . . . . . . .116
BELL 206L 3 . . . . . . . 111 212 . . . . . . . . . 110 412EP . . . . . . . 59, 412EMS . . . . . . 110 407 . . . . . . . . . 110 505 Jet Ranger X. .107, 111
P180 EVO Avanti . .115
PILATUS PC-12 NG . . . . 8
Advertiser’s Index 1st Source Bank ........................................ 89
Dassault Falcon Pre-Owned ................. 2 - 3
IADA .......................................................... 66
Action Aviation ........................................... 53
Duncan Aviation .................................15 - 16
Jetcraft Corporation .................... 20 - 21, 116
AeroBuyNow.............................................. 29
Eagle Aviation............................................ 23
JetHQ ....................................................... 35
AEROLEDS ............................................... 85
ElliottJets .................................................. 39
JETNET ................................................... 106
Aircraft Blue Book ..................................... 97
Engine Assurance Program....................... 25
Jet Values .................................................. 63
Aradian Aviation ........................................ 59
Flight Safety International.......................... 61
More&Company......................................... 79
ATP............................................................ 79
Freestream Aircraft ................................... 43
NBAA-EBACE ..........................................103
Avpro ........................................................ 59
General Aviation Services ......................... 31
OGARAJETS..........................................1, 19
Bombardier ................................................ 67
GE OnPoint Aviation.................................. 73
Pratt & Whitney.......................................... 71
Central Business Jets ............................. 115
Global Jet Capital ..................................... 93
Sparfell & Partners ................................. 8 - 9
Clip Aviation .............................................107
Global Jet Monaco....................................... 5
The Jet Business................................ 12 - 13
Concorde Battery ...................................... 85
Gogo Business Aviation ......................... 6 - 7
The Private Jet Company .......................... 55
C&L Aerospace.......................................... 49
Hatt & Associates ...................................... 33 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), June 2022, Vol 26 Issue No 6, is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 672033517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.
114 Vol 26 Issue 6 2022 AVBUYER MAGAZINE
www.AVBUYER.com
CBJ June.qxp_CBJ November06 18/05/2022 12:18 Page 1
General Offices
Germany Office
Minneapolis / St. Paul
TEL: +49 151 15295243
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Falcon 2000LX SN220
2018 Piaggio P180 EVO Avanti
One Owner Since New, ADS-B Out (SB302), Enhanced Navigation w/ LPV (SB301), Easy II (SB300), HUD & EVS, Synthetic Vision System (SB303), Enhanced Avionics EASy II Load 16.4 (SB322), 10 Seat Configuration, Belly Camera, Lightning Sensor System, Electronic Jepp Charts
Manufacturer’s Warranties, ADS-B Out, Electronic Charts, Maps Overlay, TCAS II 7.1, XM Satellite Weather, SBAS / LPV Capability, Anti-skid braking system, GoGo Avance L5 WIFI w/ Text & Talk
Gulfstream V SN522
Falcon 900EXy SN153
Three U.S. Owners since new (current owner since 2003), Honeywell PlaneDeck Avionics (DU-885 LCD Displays), HUD & EVS, GoGo Avance L5 WIFI, Satellite TV, Triple Laseref IV, FANS 1A/+, WAAS/LPV, ADS-B Out V.2.0
Single US Owner with over 50 Years of Falcon Jet History
Aircraft wanted: Gulfstream G280 • Falcon 2000LXS • Gulfstream G550 Falcon 7X • Falcon 2000EXy
www.cbjets.com
Jetcraft June.qxp_Layout 1 18/05/2022 12:25 Page 1
Your next aircraft. Ready when you are.
With the world’s largest inventory, comprised of every major brand, Jetcraft offers unmatched aviation experience and aircraft choice. And if you’re selling NDJG 8JGG:CI ?:I şGHI DJG DC I=: <GDJC9 >CI:AA><:C8: B:6CH L:]AA şC9 NDJ I=: G><=I 7JN:G DG I6@: >I >C trade ourselves. Jetcraft. Worldwide aircraft sales, acquisitions and trading at the speed of life.
ALSO AVAILABLE 2014 2007 ȽȻȼɄ ȽȻȼɀ ȽȻȼɀ 2011 2006 2015
Agusta AW139 Airbus A318 Elite >G7JH ȾȾȻ ȽȻȻ D:>C< ɂɃɂ Ƀ +ȧ% D:>C< ɂɃɂ Ʉ Challenger 300 Global 5000 Global 5000
2010 Embraer Legacy 650 S/N 14501142 • 2,901 Hours; 512 Landings • Engines Enrolled on RRCC • Fresh 96 Month Inspection
1998 Cessna Citation X S/N 750-0059
• 3,713 Hours; 3,471 Landings • Engines & APU Enrolled on JSSI 10 • GoGo Avance L3 WiFi
2009 Dassault Falcon 2000LX S/N 182 • 3,320 Hours; 1,806 Cycles • Engines on MSP Gold • Synthetic Vision and EVAS
2015 2019 2022 2013 2006 2006 2013 2013
Global 6000 Global 6000 Global 7500 Citation CJ3 Citation XLS Learjet 45XR Falcon 7X Falcon 900LX
JETCRAFT HAS ONE OF THE LARGEST INVENTORIES IN THE INDUSTRY Use the QR code or visit jetcraft.com/aircraft to view our full list of available aircraft.
2009 Embraer Legacy 600 S/N 14501100 • 4,099 Hours; 2,852 Landings • Engines Enrolled on RRCC • New Paint & Interior 2021
2013 Embraer Phenom 300 S/N 50500133
• 2,228 Hours; 1,874 Landings • ɂ %6M DCş<JG6I>DC :AI:9 !6K • G:H= !:K:A ȧȧ %G: %JG8=6H: Inspection
2022 Gulfstream GVII-G600 S/N 73066 • Delivery Hours Only • Fully Transferable Warranties • FAA Part 135 Compliant
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