FC 2020 March.qxp_FC December 06 17/02/2020 15:07 Page 1
Volume 24 Issue 3 2020
™
ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION
THIS MONTH Jets Comparison: Pilatus PC-24 vs Citation CJ4 How and Why Would You ‘Phase’ a Refurbishment Project? Avionics Focus Issue www.AVBUYER.com
2009 Bombardier Challenger 300 proudly presents
Serial Number 20239
See page 31 for Elliott Jets’ current inventory
Project1_Layout 1 24/02/2020 10:03 Page 1
IT DOESN’T SHOW ITS AGE. ONLY ITS VALUE.
FALCON 7X • • • • • •
Mint classical 14 passenger configuration without crew-rest EASA part CAT and 2020 mandates compliant Engines on ESP Platinum, APU on MSP gold EASyII: LPV, ADS-B out, SVS, CPDLC ATN-B1, CPDLC FANS 1A+ MSC 7120 Satcom with Wi-Fi in cabin HUD, EVS, dual EFB’s , External camera, Aft vacuum toilets
FALCON 7X • • • • • • •
2012 – S/N 163 3,814 hrs. / 1,527 cycles
Classical 14 seats -12 pax- BMW configuration without crew-rest EASA part CAT and 2020 mandates compliant Engines on ESP Gold, APU on MSP gold Under falconCare EASyII: ADS-B out, SVS, CPDLC ATN-B1, CPDLC FANS 1A+ MSC 7120 Satcom with Wi-Fi in cabin 3FMS; 3IRS, 3VHF, HUD, dual EFB’s
FALCON 2000LXS • • • • • • •
2016 – S/N 266 1,240 hrs. / 459 cycles
2015 – S/N 288 2,486 hrs. / 1,597 cycles
8 passengers double club 4 configuration EASA part CAT compliant, 2020 mandates compliant EASyII: base line, LPV, ADS-B Out, SVS, CPDLC ATN B1 & FANS 1A+ 3 VHF, 3IRS, 3FMS MCS 7120 Satcom with Wifi in cabin Engines on ESP Platinum, APU on MSP Gold Under FalconCare
VISIT DASSAULTFALCON.COM/PREOWNED I FRANCE: +33 1 47 11 60 71 I USA: +1 201 541 4556
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When buying a pre-owned Falcon from Dassault, you’re not only investing in a jet that’s renowned for versatility, flexibility, and lasting value. You’re also making the most of your investment by going to the source. The people whose knowledge and experience will keep your Falcon flying for years to come.
FALCON 8X • • • • • • • •
14 pax without crewrest, aft lounge with cosy corner configuration Like new interior EASA part CAT certified aircraft Airframe only 555 Hours, 150 cycles Engines on ESP Platinum , APU on MSP gold Under Falcon Care HUD FalconEye with EVS, dual EFN, 3ea video cameras 7120 Satcom
FALCON 2000LXS • • • • • • •
2016 – S/N 320 1,521 hrs. / 968 cycles
10 passengers configuration EASA part CAT compliant, 2020 mandates compliant EASy II: base line, ADS-B Out, LPV, SVS, CPDLC ATN-B1 & FANS 1/A+ 2 IRS, 2 FMS, 3 VHF, 2 EFB, RAAS MCS 7120 Satcom with Wifi in cabin Engine on ESP Platinum, APU on MSP Gold Eligible to Falconcare
FALCON 2000LX • • • • • • • •
2016 – S/N 407 558 hrs. / 143 cycles
2008 – S/N 140 3,613 hrs. / 2,439 cycles
8 passengers configuration with settee on the credenza EASA par CAT compliant, 2020 mandates compliant EASy II: base line, LPV, ADS-B Out, CPDLC ATN B1 & FANS 1A+ 2 IRS, 2FMS, 2VHF, 1 RAD ALT Iridium RT 300 Satcom EMTEQ LED direct& indirect lighting Engines on ESP Gold, APU on MSP 2C check due march 2020
Editor Welcome MARCH19.qxp_JMesingerNov06 18/02/2020 14:37 Page 1
Guest Editor’s VIEWPOINT
Per Marthinsson
Technology and Aviation: What Will 2020 Bring? s 2020 gets underway in earnest, there are some weird, wonderful, evolutionary and revolutionary technological developments in aviation. Following is an outline of a few that we can expect to hear more about in 2020…
A
The Advance of ADS-B The name may not be thrilling, but Automatic Dependent Surveillance-Broadcast (ADS-B) really is great news for BizAv and, critically, for the environment too. Without the need for action from the pilot, or any request from ATC, ADS-B provides aircraft surveillance data (such as position and speed) to air traffic management and potentially other aircraft. Why do we think that’s so great? It means air traffic controllers can manage safer aircraft separations and deliver more efficient routings than before, reducing BizAv’s environmental footprint. Now compulsory for busines s aircraft in the US, ADS-B will be necessary to operate in European controlled airspace from June 7. An Incredible ‘Parallel Reality’ Awaits Perhaps the most stunning concept at this year’s Consumer Electronics Show (CES) in Las Vegas was Delta Air Lines’ Parallel Reality tech. Nearly 100 passengers in a terminal, all looking at the same digital screen simultaneously, will each be able to see different i nformation, personalized to their particular journey (such as directions to that traveler’s gate). And if that idea doesn’t take your breath away, you should know each passenger can see their information in their preferred language. You’ll find Delta testing ‘Parallel Reality’ in mid-2020 at Detroit Metropolitan Airport. A Staggering Sense of Space If you think you know what the inside of a bizjet looks l ike, think again. Another outstanding display at CES 2020 saw electronics giant LG showing off the idea of aircraft cabins lined with OLED (organic light-emitting diode) videowalls. What the screens show is only limited by human imagination. So, if your passengers dream of sunbathing on a beautiful beach, they’ll be able to look around and (almost) believe their dreams have come true. Videowalls could mak e bizjet cabins – which are often already fantastically spacious – feel even larger than they are.
4 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
Landlines Finally Catching up With Smartphones More and more brokers and operators will be closing the gap between outdated office landlines and cutting-edge smartphones in 2020. After all, you can do so much more with a small smartphone than a large landline telephone. Landline videotelephony will grow thi s year, as will Voice over Internet Protocol (VoIP). In our integrated world, companies across BizAv are increasingly realizing the timesaving benefits of a VoIP phone system seamlessly connected to, say, customer relationship management (CRM) tech. The Rise of ‘Super Apps’ Travelers are increasingly annoyed by the need for different apps for every company in their travel supply chain. We expect to see a surge this year in the popularity of unifying ‘Super Apps’, where the core offering also acts as a gateway to countless other services. Look at the way ‘Google Maps’ now goes far beyond mapping and lets you do so many other things, from ordering an Uber to booking a table in a restaurant. Looking Beyond 2020… Many of the most exciting developments in Business Aviation are likely to be dramatic changes to the aircraft themselves. We’ve already seen the successful flight of an all-electric commercial seaplane, powered by magniX tech, in Canada. Watching that story develop will be fascinating. Now Uber plans to launch commercial electric vertical takeoff and landing (eVTOL) operations in 2023. And, Aerion plans first flight of its AS2 supersonic business jet in 2023 too. There’s no denying that with the hel p of incredible tech, BizAv is changing fast. Let’s all enjoy the ride this year. ❙
Per Marthinsson is co-founder and executive vice president Americas, Avinode Group, a leading technology and data partner for the business air charter industry. Since founding Avinode in 2001 alongside Niklas Berg and Niclas Wennerholm, Per has held several positions within the company including Sales Director, Product Manager, CFO and CEO. Visit www.avinod e.com
www.AVBUYER.com
GLOBAL JET PORTFOLIO
BOMBARDIER GLOBAL 6000 2015 / LOW HOURS 986
DASSAULT FALCON 7X 2011 / SN 118
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BOMBARDIER GLOBAL XRS 2008 / SN 9252
DASSAULT FALCON 7X 2014 / SN 251
NEW LISTING / USD $15.20M
PRICE REDUCED / USD $28.40M
BOMBARDIER CHALLENGER 850 2017
GULFSTREAM 450 2014 / SN 4300
BOMBARDIER CHALLENGER 605 2011 / LOW HOURS 1100
CESSNA CITATION XLS 2007 / SN 5753
PRICE REDUCED / USD $16.90M
VERY LOW HOURS / MAKE OFFER
NEW LISTING / MAKE OFFER
ASKING PRICE / USD $3.25M
BOMBARDIER CHALLENGER 300 2012 / SN 20382
EMBRAER PHENOM 300 2011 / SN 50500062
PRICE REDUCED / USD $10.25M
ASKING PRICE / USD $5.49M
BOMBARDIER GLOBAL 7500 POSITION AVAILABLE Q4 2021
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AIRCRAFT SALES & ACQUISITIONS
AIRBUS A319 2008 / SN 3542
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AIRCRAFT SALES & ACQUISITIONS
AIRBUS A318 ELITE 2007 / SN 3100
AIRFRAME HOURS / 6132 AIRFRAME CYCLES / 2125 CAPACITY / 19 PAX
Motivated owner / Offers welcome
ASKING PRICE / USD $20.90M GLOBALJETMONACO.COM
3D & TECHNICAL DETAILS AVAILABLE HERE
AIRCRAFTSALES@GLOBALJETMONACO.COM T +377 97 77 01 04
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AIRCRAFT SALES & ACQUISITIONS
DASSAULT FALCON 7X 2009 / SN 061
AIRFRAME HOURS / 2471 AIRFRAME CYCLES / 1139 CAPACITY / 12 PAX
Best buy on the market
NEW LISTING / USD $19.00M GLOBALJETMONACO.COM
TECHNICAL DETAILS AVAILABLE HERE
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AIRCRAFT SALES & ACQUISITIONS
DASSAULT FALCON 900DX EASY 2008 / SN 619
AIRFRAME HOURS / 4275 AIRFRAME CYCLES / 1842 CAPACITY / 14 PAX
Undergoing C Check - Best opportunity to buy
PRICE TO SELL / USD $12.90M GLOBALJETMONACO.COM
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AIRCRAFT SALES & ACQUISITIONS
GULFSTREAM 650ER 2014 / SN 6100
AIRFRAME HOURS / 1084 AIRFRAME CYCLES / 317 CAPACITY / 14 PAX
Low hours / Best buy on the market
PRICE REDUCED/ USD $45.00M GLOBALJETMONACO.COM
TECHNICAL DETAILS AVAILABLE HERE
AIRCRAFTSALES@GLOBALJETMONACO.COM T +377 97 77 01 04
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AIRCRAFT SALES & ACQUISITIONS
BOMBARDIER CHALLENGER 300 2012 / SN 20382
AIRFRAME HOURS / 1261 AIRFRAME CYCLES / 484 CAPACITY / 9 PAX
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TECHNICAL DETAILS AVAILABLE HERE
AIRCRAFTSALES@GLOBALJETMONACO.COM T +377 97 77 01 04
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Contents Layout FEB20.qxp 19/02/2020 13:48 Page 1
Guest Editor - Per Marthinsson, Avinode
4
2020
19
Contents
Vol.24 Issue 3
46 56 60 64 68
74 82 86 94
Market Indicators
Trends and observations from the leading analysts…
Market Insights
What are the Fastest Growing Registries in the World?
Buying & Selling Aircraft
What to Know When Choosing an Escrow Agent
Ownership
What Does it Cost to Operate a Medium Jet?
Refurbishment
How and Why Would You ‘Phase’ a Refurbishment Project?
Finance
Company Profile: Global Jet Capital Enjoys Market Expansion
Jet Comparision
Pilatus PC-24 vs Cessna Citation CJ4
Aircraft Price Guide Light Jet Values
Aircraft Specifications
Light Jet Performance & Specifications Guide
Avionics
Avionics Upgrades: Integrated or Individual Solutions?
98
The Pilot’s View: Human Factors & Safety in Avionics
102
What’s Next for BizAv Cockpit Technology?
110
What’s the Latest on Enhanced Flight Vision?
116
How to Tell if Your Avionics are Obsolete
118
OEM News, Industry Appointments & Upcoming Events
123
Products & Services
128
Showcases
133
Marketplace
137
Advertisers Index
138
Aircraft for Sale Index
Community News
Next Month •
Aircraft Finance/Title/Registry Focus Issue
•
Turboprop Comparison: Piper M600
•
What Does it Cost to Operate a Light Jet?
12 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
EDITORIAL Commissioning Editor Matthew Harris +44 (0)20 8939 7722 editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon dave@avbuyer.com Consulting Editor Sean O’Farrell +44 (0)20 8255 4000 sean@avbuyer.com ADVERTISING Steve Champness - Publisher Americas 770 769 6872 Steve@avbuyer.com Lee McLoughlin - Account Director US Aircraft & Services Sales Freephone from USA: +1- 855 425 7638 lee@avbuyer.com Matt Chappell - Account Manager US & Canada Aircraft & Services Sales Freephone from USA: +1- 855 425 7638 MattC@avbuyer.com Lise Margin - Account Manager US Aircraft Sales +1- 703 818 1024 lise@avbuyer.com Maria Brabec - Account Manager EMEA & APAC Aircraft & Services Sales +420 604 224 828 maria@avbuyer.com UK Head Office +44 (0)208 549 9508 STUDIO/PRODUCTION Helen Cavalli / Mark Williams +44 (0)20 8939 7726 helen@avbuyer.com mark@avbuyer.com CIRCULATION Sue Brennan +44 (0)20 8255 4000 Freephone from USA: +1- 855 425 7638 sue@avbuyer.com AVBUYER.COM Jayne Jackson jayne@avbuyer.com Emma Davey emma@avbuyer.com MANAGING DIRECTOR John Brennan +44 (0)20 8255 4229 john@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE AvBuyer House, 34A High Street, Thames Ditton, Surrey KT7 0RY, UK +44 (0)20 8255 4000 Freephone from USA: +1- 855 425 7638 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055 www.AVBUYER.com
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MARKET INDICATORS
Business Aviation Market Overview What do potential buyers need to consider when entering today’s marketplace? Rolland Vincent, editor, Business Aviation Market Overview shares thoughts and observations on the new and used business aircraft markets. ith the Northern Hemisphere scheduled to enter Spring on March 19 with the vernal equinox, the notion of balance seems like a good starting place for an assessment of the state of the business aircraft marketplace. Let us begin with an acknowledgement: Business aircraft transaction professionals have their own, often unique set of indicators to assess the state of the market. Part ‘truth’, part ‘gut feeling’, these are sprinkled with a unique blend of savory spices they bring to the table. These signals and their interpretation are part of their core competency that helps bridge the gap between a prospective buyer’s wants/needs and the solution that is best (given the marketplace of the moment). As with many things in life, finding a professional who is aligned with a customers’ requirements and expectations is vital to success, and is Step 1 in the business aircraft buying process. Prospective buyers are advised to engage a trusted advisor to navigate what can be a complex process, strewn with tripping hazards, inevitable ‘gotchas’, and the occasional dangerous reptile lurking in the leaves. Our experience suggests that a healthy mix of hard indicators and good oldfashioned qualitative reasoning makes for the best results in a business aircraft evaluation.
W
www.AVBUYER.com
Self-Evident Market Truths: New Jet Deliveries
First, let us examine what we believe to be self-evident truths. The 2019 GAMA shipments announced on February 19, 2020 confirmed all the details, but from what we know about the new business jet segment, 2019 was a good year for the manufacturers, with ~715 new units delivered by the seven primary business jet OEMs, which was up 13% YoY [Note: these numbers exclude the single-engine Cirrus Vision Jet]. •
• •
Textron Aviation’s Citation line was once again the most delivered product line, led by the popular Citation Latitude (which has already exceeded 230 aircraft in service and accounted for an impressive 29% of Textron’s jet shipments last year). Together, Textron, Gulfstream and Bombardier delivered 7-in-10 new jets last year, and account for almost 90% of the industry’s backlog (by value) at the end of the year. The ‘Big Five’ OEMs (Bombardier, Dassault, Embraer, Gulfstream and Textron) achieved a book-to-bill performance of 1-to-1 or greater in 2019, individually and collectively for the first time in the post-2008 crisis era. The combined backlog value rose by ~8% YoY to more than $US33bn by December 31, 2019.
AVBUYER MAGAZINE Vol 24 Issue 3 2020
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MARKET INDICATORS
•
New product announcements; certifications; production ramp-ups and acquisitions; and investments in Maintenance, Repair and Overhaul (MRO) capacity were a regular feature of what – for many of the OEMs – was a good year in 2019.
At the time of publication, we became aware of the signing of an MoU between Bombardier and French rail powerhouse Alstom for the latter to acquire Bombardier Transportation, the company’s sprawling, but troubled and heavily indebted rail business. Assuming that the transaction receives anti-trust approval and is closed in H1 2021 as foreseen, the deal will allow a major business jet competitor to be unburdened of much of its longterm debt, opening up degrees of freedom to focus more fully on Business Aviation. Early projections of proforma free cash flow and EBITDA suggest that Bombardier’s aviation business will have access to much more affordable capital to finance new product R&D activities (a new Challenger or two?) and (in our view) business development and acquisition opportunities. Watch this space.
Some New Aircraft Market Context
The positive results emanating from the OEMs should be considered side-by-side with the fact that new aircraft discounting is all the rage in many corners of the market. In our humble opinion, there is far too much discounting to be able to claim that the new aircraft markets are as healthy as they may seem. We would argue that conditions remain firmly in favor of the buyer, whether they are shopping for one of the almost 40 business jet models on offer, or one that’s available in the preowned market. We believe that some of the best deals to be negotiated are with lightly used off-market aircraft that – as you may have guessed – are best sourced quickly, quietly, and before the next guy even knows what happened. Our Suggestion: You will find best value with a trusted, marketsavvy and seasoned aircraft transaction professional and 20 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
AVBUYER.com
organization who intimately knows this space and believes that ultimate value does not equate to the lowest price.
Self-Evident Market Truths: Used Jet Market
Pre-owned jet transactions were down about 14% YoY in 2019 as inventory increased by about 10% overall. Prices have naturally softened, which is no surprise given how tentative the customer community feels about the state of the economy, geo-political uncertainty, and the absolute unknowns about coronavirus, Brexit, and another contentious US Presidential election in 2020. For the undecided, there is always the philosophy of one of America’s finest poets to ponder as you consider your options. In a poem written more than 100 years ago and apparently in jest to a friend, Robert Frost opined: Two roads diverged in a wood, and I – I took the one less travelled by, And that has made all the difference. Whichever airplane you buy, be open to the possibilities – the aircraft models, manufacturers and brands that are available to you. There is a wide variety of choice available in today’s market – which is broader and deeper than ever before. MI www.navigating360.com
With 35+ years in the aviation industry, Rolland Vincent, president, Rolland Vincent Associates (RVA) has served as a trusted consultant at Textron, Bombardier and ICAO in various roles in strategy, marketing, business development, aviation economics and aviation statistics. Identifying a need for enhanced insights into the state of the business aviation marketplace, Rolland Vincent Associates partnered with JETNET in 2010 to create JETNET iQ. Mr Vincent is chair of the Transportation Research Board’s Standing Committee on Light Commercial and General Aviation, and is president, RVA, a consultancy focused on aviation market research, strategy, and forecasting. Contact him via rvincent@rollandvincent.com
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©2020 Bose Corporation. All rights reserved.
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MarketIndicators MARCH20.qxp_Layout 1 19/02/2020 14:56 Page 3
MARKET INDICATORS
Flight Activity - North America TRAQPak’s review of Year-over-Year (YoY) North America flight activity (January 2020 vs. January 2019) indicates a decrease of 0.5% in January 2020. Activity also posted a month over month decrease to finish down 5.6% compared to December 2019. The YoY results by operational category were mixed, with Fractional activity posting the only yearly increase over January 2019 marking the 17th straight YoY increase for the Fractional market. The largest decline came in Part 135 flight activity. The aircraft categories were mostly positive for the month, with Mid-size, Large Cabin and Light Jets all enjoying marginal increases, while the turboprop segment posted the only yearly decline. Month-over-Month Results by operational category were all negative for the month, with Part 135 flight activity posting the largest monthly decrease, closely followed by Fractional activity. The aircraft categories were also red for the month, with Light Jets posting the largest monthly decrease.
JANUARY 2020 vs JANUARY 2019 North America Flight Activity
PART 91
PART 135
FRACTIONAL
ALL
TURBOPROP
-0.7%
-6.9%
-6.4%
-3.6%
LIGHT JET
1.8%
-4.7%
12.1%
0.8%
MID-SIZE JET
-2.6%
-0.2%
8.0%
0.9%
LARGE CABIN JET
0.2%
3.1%
-4.0%
0.9%
ALL
-0.4%
-3.0%
6.6%
-0.5%
JANUARY 2020 vs DECEMBER 2019 North America Flight Activity
PART 91
PART 135
FRACTIONAL
ALL
TURBOPROP
-5.6%
-6.9%
-7.1%
-6.2%
LIGHT JET
-4.3%
-10.1%
-8.7%
-6.8%
MID-SIZE JET
0.1%
-12.3%
-6.9%
-6.2%
LARGE CABIN JET
-1.3%
-0.6%
-2.0%
-1.1%
ALL
-3.2%
-8.1%
-6.9%
-5.6%
February Forecast TRAQPak analysts estimate there will be a 3.1% increase in overall flight activity year over year in February 2020. MI www.argus.aero
Flight Activity – Europe According to WingX there were 56,571 Business Aviation departures in January 2020, a 4.5% increase compared to January 2019… Compared to the post-recession low point in 2016, January’s flight activity was up 14%, but is still down 7% versus the prerecession high (recorded in January 2008). The big increases in activity came from France and Germany, but these were offset by a large drop in flights from the UK. Other substantial flight activity increases were recorded in Switzerland, Spain and Italy. French growth in flight activity emanated from increased Large Jet activity (up 8% YoY), while the growth in Germany was fuelled more by Small and Mid-size Jet activity. Most of the UK’s flight activity decline came in the Turboprop sector. Meanwhile, Austria, Poland and the Czech Republic saw the biggest increases in charter activity, although the UK charter market declined by almost 10% YoY.
Flights within Europe were well up, and flights from Europe to North America recorded an increase of around 10%. Flights to Africa were also up while flights to Asia-Pacific decreased in January 2020. “January’s relatively strong growth YoY clearly owes to more Large Jet activity – particularly Ultra-Long-Range and Super Mid-size Jet activity,” argues Richard Koe, managing director, WingX. “This was most apparent in activity in Germany, Italy, Spain and France, but much less so in the UK where overall activity continues to decline. “The growth trends this month correlate to an increase in the size of active business jet fleets in Europe, and point to recent fleet renewals amongst the largest international operators. The growth emphasis is in the charter market, with business jet owners flying less.” MI www.wingx-advance.com
Understanding the Business Aviation Market - with AvBuyer
22 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
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Mente Group: 2020 Used Market to be Price Driven
Generally, the business jet industry moved from a seller's market early in 2019 to a more balanced market at midyear while the year ended as a predominantly buyer's market, notes Mente Group President and CEO Brian Proctor... "We expect that trend to carry over into 2020 with perhaps fewer transactions and heightened price sensitivity for used business aircraft," he adds. Reflecting on 2019 generally, Proctor says, "The preowned market had a decent year overall,” revealing that “it was our highest transaction dollar volume in the past 10 years, and I expect that could be true for the industry in general.”
2020 Will Be Price-Driven
Proctor expects the 2020 pre-owned market to be price driven. "Strategically, we are planning for a reasonably active Q1. Q2 will slow down a little bit with an even slower Q3. Then, after the election, Q4 will be very active," he predicts. Mente Group expects buyers in this market to be opportunistic throughout 2020. "Buyers are seeking value where they can find it,” Proctor continues. “A lot of wealth has been created in the last couple of years and those buyers will continue to buy if and when they see good deals in the marketplace.” However, he anticipates pricing pressures will affect both new and pre-owned business aircraft. "Sellers and new aircraft manufacturers are going to have to be very, very responsive to what's going on in the marketplace in 2020," Proctor says. MI www.mentegroup.com
January Boost for Pre-Owned BizJets
The available business jet fleet for sale in January totaled 1,746 units (7.4% of the active fleet) according to Jefferies Equity Research. That compares to 1,825 aircraft for sale in December, and 1,667 a year ago… When looking at aircraft currently in production or fewer than seven years out of production, 6% of the fleet was for sale in January. Heavy Jet inventories rose 7% compared to a year ago, while Medium Jet inventories rose 10% in January. • The number of Bombardier business jets for sale in January rose 42% to 169 units compared to a year ago, while pricing declined 11%. • Cessna Citation business jets for sale totalled 226 units in January, up 14% from a year ago, while average list prices rose 3%. • The number of Dassault business jets for sale rose 19% compared to a year ago (to 63 aircraft), while pricing fell 5%. • Embraer business jet inventories rose 36% to 76 aircraft for sale, while pricing declined 3%. • Gulfstream business jet inventories grew 18% compared to a year ago with 87 units for sale, while pricing contracted 11%. MI www.jefferies.com
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JETNET Q4 2019 Used Aircraft Market Update
The for-sale aircraft inventory grew by 2% across all seven market sectors in a comparison of 2019 to 2018. In December 2019, the inventory stood at 6,324 aircraft, compared with 6,201 in December 2018. Here are the details… Business jets and fixed wing piston aircraft accounted for most of the inventory increase in 2019. Notably, there were also nearly 1,200 (11.8%) fewer full-sale transactions in 2019 compared to 2018, and most of the sectors were down by double digit percentages. The ‘Fleet For-Sale’ percentages for business jets and piston aircraft increased 0.7% each, and specifically, the business jet fleet for sale stands at 9.7% increased from 9% percent in December 2018. Overall, aircraft took more time to sell, but only by 2 days. The picture was mixed, however, and business jets (13 days) and turboprops (1 day) were taking less time to sell in December 2019 than a year ago. page 30 MI www.jetnet.com
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WORLDWIDE TRENDS DECEMBER 2019
BUSINESS AIRCRAFT
COMMERCIAL AIRLINERS
HELICOPTERS
TOTAL
JET
TURBO
PISTON
TURBINE
PISTON
JET
TURBO
ALL
IN-OPERATION FLEET
22,177
15,706
5,859
22,637
9,833
29,690
7,670
113,820
FOR SALE
2,099
1,015
668
1,270
550
265
335
6,324
% FLEET FOR SALE 2019
9.5%
6.5%
11.4%
5.6%
5.6%
0.9%
4.4%
5.6%
% FLEET FOR SALE 2018
9.1%
6.6%
10.7%
5.7%
5.9%
1.1%
5.1%
5.5%
CHANGE - % FOR SALE
0.4%
-0.1%
0.7%
-0.1%
-0.3%
-0.2%
-0.7%
0.1%
JANUARY - DECEMBER 2019 FULL SALE TRANSACTIONS
2,496
1,282
555
1,386
891
1,752
442
8,804
AVERAGE DAYS ON MARKET
273
280
298
516
338
532
510
392
YTD, JANUARY - DECEMBER 2019 vs 2018 % CHANGE - SALE TRANSACTIONS
-14.5%
-11.2%
-13.8%
-6.5%
-2.0%
-14.3%
-17.4%
-11.8%
CHANGE- AVG DAYS ON MARKET
-13
-1
15
-2
14
-23
27
2
Source: JETNET; Full-Sale Transactions and Leases
AVBUYER MAGAZINE Vol 24 Issue 3 2020
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2012 LINEAGE 1000 S/N 317
2’300 TT, Engines & APU on Programs, 2017 Paint & Interior, Fresh 96 Mths.
1’840 TT, Engines on GE Onpoint Program, WiFi, 19 Pax.
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MARKET INDICATORS
AVBUYER.com
How Would a Bombardier-Textron Tie-Up Affect BizAv? Troubled Bombardier has been in talks to sell its business jet division to Textron, according to The Wall Street Journal. Were this to come to fruition, it would have several implications for the business jet industry, as Brian Foley explores… Five primary manufacturers produce 40 different models vying for just 700 worldwide sales a year. The business jet market is overcrowded. A Textron purchase of Bombardier would help alleviate the overcapacity — somewhat. Bombardier’s Learjet division would squarely overlap with the Citation jets made by Textron’s Cessna unit. Learjet sales have slowed significantly and the Learjet 70 and Learjet 75 models face a very uncertain future, whether under Textron or Bombardier. Further up the Bombardier model food chain is the midsize Challenger line. The long successful Challenger 350 sits almost exactly on top of Cessna’s brand-new Citation Longitude. While the CL350 has a nice following and has earned respect, it’s been six years since it debuted and is arguably in need of a makeover. The same goes for the next larger Challenger 650, which also had its last upgrade at around the same time as the CL350. The CL650 differs in that it is a much older design. It has undergone so many upgrades over time with engines, avionics and other improvements that there’s nowhere left for it to go. It’s likely that Cessna has a product path for its new Longitude (call it the Longitude+) that could conceivably position itself squarely between the CL350 and CL650, essentially eliminating both models. That leaves the most lucrative and largest Bombardier jets, the Global line, ripe for Textron to plug into its current line-up of Small and Medium Jets, giving it the long-missing Large products to compete with the likes of Gulfstream and Dassault.
Overcrowding Would Still Continue…
Using the above assumptions, should the deal close, a maximum of just four models would come off the market, leaving 36, which wouldn’t go far toward solving the industry’s oversupply problem. Textron is the only business jet OEM that makes sense as a new owner. Embraer is busy with Boeing while Gulfstream and Dassault have competing Large Cabin products to Bombardier’s. However, there are other potential bidders. •
• •
Airbus could always enter the picture since they already have a relationship with Bombardier through the A220 airliner and may wish to further expand their product offerings. Mitsubishi, which once played in the business jet market, bought the regional jet division from Bombardier last year, the airframe bones of which match the CL650. Lockheed Martin has also been postulated as a potential
30 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
•
acquirer having seen the success General Dynamics had in buying the Gulfstream program. Lastly, private equity has played in the business jet game before, having previously owned Gulfstream, the former Hawker Beechcraft and others.
How Serious Could Textron Be?
There’s also a good chance that a Textron deal will never come to fruition. Textron’s financial performance has been stressed lately, and the outlook going forward isn’t looking much better. It would thus seem a stretch for Textron to pay what would likely be in the billions of dollars for Bombardier business jets. Furthermore, they will certainly try to carve the Learjet and Challenger lines out of the deal. It’s more likely that Textron waits it out until Bombardier feels more heat from its debt load, or in a worst-case scenario enters bankruptcy and jettisons much of its debt. MI www.brifo.com or www.avstrategies.com
page 34
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MARKET INDICATORS
Increased New Civil Helicopter Deliveries Forecast
Honeywell forecasts 4,100 new civilian-use helicopters will be delivered from 2020 to 2024, marginally higher than the five-year forecast from 2019… “This year, we anticipate higher deliveries due to entry into service of new helicopter platforms,” notes Heath Patrick, president, Americas Aftermarket, Honeywell Aerospace. While deliveries are expected to be higher than 2019, purchase plans are lower, but only by less than a percentage point. “Despite the slight dip in purchase plans, we see several bright spots, including higher utilization rates. “This means operators plan to use their aircraft more frequently over the next 12 months.” Among the key survey findings were the following: • • • • • •
Purchase plans are significantly stronger from the corporate/VIP segment this year, but lower from law enforcement and oil and gas operators. A greater proportion of planned new helicopter purchases is for light twin-engine models, compared with 2019’s survey findings. The proportion is lower for light single-engine models. Overall, 56% of planned purchases are for twin-engine models, 8% higher than last year. When choosing their make and model for a new rotorcraft, the top three factors operators consider are brand experience, aircraft performance and cabin size. In North America, average utilization was higher by about 12% in 2019 compared with 2018. About 19% of survey respondents said their helicopter fleet utilization is expected to increase over the next 12 months.
MI www.aerospace.honeywell.com
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Air Taxi Market to Reach $6.63bn… Allied Market Research has recently published a report projecting the global air taxi market will reach $817.5m by 2021 and $6.63bn by 2030, a CAGR (Compound Annual Growth Rate) of 26.2% from 2021 to 2030… Requirements for alternative modes of transportation and surge in road traffic congestion are expected to drive the growth of the global air taxi market, according to the report. However, high fare differentials and stringent regulations related to aviation licensing may hinder market growth. On the other hand, supportive government initiatives could create new opportunities in the market. The report, titled ‘Air Taxi Market by Propulsion Type (Parallel Hybrid, Electric, Turboshaft, and Turboelectric), Aircraft Type (Multicopter, Quadcopter, and Others), and Passenger Capacity (One, Two, Four, and More than six): Global Opportunity Analysis and Industry Forecast, 2021– 2030’, also analyzes Europe, Asia-Pacific, and LAMEA. MI www.alliedmarketresearch.com
Brexit Advice from the UK CAA Following the UK’s exit from the EU, the UK is entering a transition period. EU law will continue to apply and the UK and its aviation sector will continue to participate in the EASA system while the future UK-EU relationship with respect to aviation is determined. According to the UK CAA, “During the transition period the UK continues to be party to the EU Air Services Regulation and mutual recognition provisions established under the EASA Basic Regulation. “Existing agreements between the EU and third countries, such as those relating to air connectivity and aviation safety, will continue to include the UK. As a result, businesses and individuals operating in the UK should see no change to existing conditions during the transition period, which is due to end on 31 December 2020.”
MI www.info.caa.co.uk/brexit
page 38
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34 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
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1st Source February.qxp_Layout 1 17/02/2020 12:18 Page 1
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MarketIndicators MARCH20.qxp_Layout 1 18/02/2020 16:05 Page 7
MARKET INDICATORS
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In-Service Aircraft Values & Maintenance Condition Asset Insight’s tracked fleet increased to 134 fixed-wing models starting with this market report. The 2,147 aircraft listed ‘for sale’ on January 31, 2020 represented an inventory fleet decrease of 1.6% over December’s figure… Medium Jets led the way with a 7% inventory decrease in January, followed by Turboprops (6.9% decrease). Meanwhile Large Jet inventory increased 0.9% and Small Jet availability rose 5.9%. The average Ask Price for aircraft in Asset Insight’s revised (and substantially expanded) tracked fleet increased 16.8% with all four groups contributing. • • • •
Medium Jets led the way through an increase of 22.7% Large Jets were a close second, rising 22.4% Turboprop ask prices increased 10.2% Small Jets increased 1.6%.
Inventory Fleet Maintenance Condition
The revised model mix improved the quality of assets for sale during January 2020, while reducing availability of aircraft harboring higher near-term maintenance costs for the third consecutive month. Asset Insight’s tracked inventory registered the following figures: •
•
The for-sale fleet’s Quality Rating rose (improved) 1.3% in January, from December’s 5.206 to 5.272. That’s a 12-month best figure that moved the Quality Rating into the ‘Excellent’ range on our scale of -2.5 to 10. At $1.332m, Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) posted the lowest (best) monthly figure for the second consecutive month.
Maintenance Exposure to Ask Price (ETP) Ratio
The ETP Ratio is a useful indicator of an aircraft’s marketability. It is computed by dividing the asset's Maintenance Exposure (the financial liability accrued with respect to future scheduled maintenance events) by its Ask Price. ‘Days on Market’ analysis has shown that when the ETP Ratio is greater than 40%, a listed aircraft’s time on the market increases, usually by more than 30%. During Q4 2019, assets whose ETP Ratio was 40% or more were listed for sale nearly 84% longer (on average) than aircraft whose Ratio was below 40% (215 versus 395 Days on Market). January’s analytics also revealed that over 48% of the tracked models, and nearly 45% of the tracked fleet, posted an ETP Ratio greater than 40%. January’s fleet ETP Ratio worsened (increased) to 72% from December’s 64.8%, representing a 12-month high (worst) figure: • • • •
Turboprops posted the lowest ETP Ratio at 42.6% (also representing the group’s lowest (best) 12-month figure). Large Jets were a distant second at 70.7%, the group’s highest (worst) figure. Small Jets saw a worsening to 76.8%. Medium Jets posted the group’s record high (worst) figure of page 40 87.4%.
38 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
Table A
Fleet Maintenance Condition 5.35
$ Million 5.272
5.25
$1.50 $1.45 $1.40 $1.35
$1.33
5.15 F
M
A
Quality Rating
M
J
J
A
S
Maintenance Exposure
LOW RISK AIRCRAFT MODEL ETP RATIO
O
N
D
$1.30
J
Quality Rating Trendline
Table B
G500 1.2% G650ER 3.0% Citation Latitude 3.9% Global 6000 4.1% CL-650 4.6% G650 5.0% F2000LXS 5.9% F7X 7.1% Citation X+ 7.3% Citation CJ3+ 8.1% Legacy 500 8.8% CL-350 9.0% Boeing BBJ 10.1% Citation CJ4 525C 10.6% G280 10.9% F2000LX 11.2% Learjet 75 11.6% F900EX EASy 11.6% King Air 350i 13.5% Legacy 650 13.5% Phenom 300 14.4% Citation Encore + 14.4% F2000EX EASy 15.8% CL-605 16.5% F900DX 17.4% Piper Meridian 17.7% Pilatus PC-12 18.2% Caravan 208-675 18.3% 19.2% TBM 850 G450 19.9% Phenom 100E 21.1% G550 22.8% Citation Sovereign 680 23.3% G150 23.7% Citation CJ3 23.8% KingAir 350 - Post-2000 24.4% F900EX 25.2% Global XRS 26.0% Caravan 208 26.6% Nextant 400XTi 27.0% Citation Encore 27.2% CL-300 28.7% Learjet 45XR 29.1% Citation CJ2+ 525A 29.4% Citation XLS 29.6% Hawker 900XP 30.0% Global 5000 30.0% KingAir B200 - Post-2000 31.6% Citation Mustang 510 32.0% Caravan Grand 208B 32.3% Hawker 850XP 33.6% Citation XLS (MSG3) 34.4% Citation CJ2 35.6% Phenom 100 36.2% Citation CJ1+ 36.5% KingAir 350 - Pre-2001 37.4% F900 37.4% Citation Excel 560XL 37.6% F50EX 39.6%
HIGH RISK AIRCRAFT MODEL ETP RATIO Embraer Legacy 600 40.0% GV 41.4% Learjet 60XR 41.7% Citation Bravo 42.5% Piaggio P-180 II 42.7% F900B 45.0% CL-604 46.2% Premier 1A 47.8% KingAir B-200 - Pre-200152.0% Citation CJ1 53.7% TBM 700A 53.7% Hawker 400XP 56.0% G200 56.0% G400 56.8% Learjet 40XR 57.6% KingAir 300 59.0% Citation VII 60.0% GIV-SP 61.5% Learjet 45 w/APU 61.6% Hawker Beechjet 400A 63.3% Learjet 40 65.0% Falcon 2000 68.0% Premier 1 68.5% Global Express 68.8% Citation V Ultra 69.8% Learjet 45 73.5% Citation V 560 78.8% Hawker 800XP 81.9% Hawker 1000A 91.4% Citation X (MSG3) 92.6% Citation ISP 94.3% Learjet 60 101.8% Learjet 55C 104.6% Learjet 31A 105.0% Hawker Beechjet 400 108.5% Citation II 108.8% KingAir C90 113.2% Citation VI 115.1% 115.9% Piaggio P-180 F50 119.3% CL-601-3R 124.9% Learjet 36A 127.6% GIV 131.5% G100 136.1% Learjet 31 140.4% Citation I 171.9% Learjet 35A 186.7% Learjet 55 187.6% Hawker 800A 191.0% CL-601-3A 198.6% Citation III 239.6% Hawker 125-700A 246.6% CL-601-1A 277.7% F20-5 378.9% G-III 661.0%
Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of January 31 2020 Source: JETNET (www.jetnet.com) Asset Insight, LLC (www.assetinsight.com)
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MarketIndicators MARCH20.qxp_Layout 1 18/02/2020 16:05 Page 8
MARKET INDICATORS
Large Jets Ask Price vs. Maintenance Exposure
Asset Quality Rating
$ Millions
Scale -2.500 to 10.000
$ Millions
Market Summary
While all four groups in Asset Insight’s expanded, tracked fleet posted a price increase, the effect on price due to lack of ADS-B equipage, especially on older models, remains blurry. Asset Insight continues to believe that non-equipped turbine asset values will be negatively impacted, and that figure is likely to be the cost of ADS-B compliance, along with a penalty for ‘buyer inconvenience’. Large Jets: The tracked Large Jet fleet inventory increased by four units in January. The group’s Quality Rating improved less than 1% and remained in the ‘Outstanding’ range for the ninth consecutive month, while Maintenance Exposure degraded (increased) 2% in January, following December’s 12-month best (low) figure. While Ask Price is at a 12-month high, due to revised fleet composition, it is still well below the group’s record high figure
Ask Price vs. Maintenance Exposure
allowing buyers to create value and sellers to close transactions during what is often a light selling period. Medium Jets: Tracked Medium Jet inventory decreased 46 units in January, a clear indication that many transactions did not close before year-end. The Quality Rating remained within the ‘Very Good’ range and, at 5.218, represented the group’s 12-month best figure. Ask Price strength continues to surprise us, and the newly comprised fleet’s figure increased 22.7% in January, a 12-month high number. While this may be good news for sellers, buyers are encouraged to run detailed analytics so as not to confuse a low-priced asset with an aircraft offering good value. Small Jets: The Small Jet category’s venture into the ‘Excellent’ Quality Rating range was short-lived, as Small Jets bounced back into ‘Very Good’ territory after losing 1.4% in January,
Medium Jets
Asset Quality Rating
$ Millions
$3.50
$3.33
$3.30
Scale -2.500 to 10.000
$1.35
5.300
5.218
$3.10
5.200
$1.30 5.100
40 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
Jan-20
Dec-19
Nov-19
Oct-19
Sep-19
Aug-19
Jul-19
Jun-19
5.000 May-19
$1.25
Apr-19
Jan-20
Nov-19
Oct-19
Sep-19
Aug-19
Jul-19
Jun-19
May-19
Apr-19
Mar-19
Feb-19
$2.50
Dec-19
$1.30
Mar-19
$2.70
Feb-19
$2.90
$2.30
Jan-20
5.400
Dec-19
$2.80
Nov-19
Jan-20
Dec-19
Nov-19
Oct-19
Sep-19
Jul-19
Aug-19
Jun-19
May-19
Apr-19
Mar-19
$2.99 Feb-19
$10.0
5.500
Oct-19
$3.00
Sep-19
$11.0
5.600
Aug-19
$3.20
Jul-19
$12.0
5.611
Jun-19
$3.40
May-19
$13.0
5.700
Apr-19
$3.60
Mar-19
$13.3
Feb-19
$14.0
www.AVBUYER.com
MarketIndicators MARCH20.qxp_Layout 1 18/02/2020 16:07 Page 9
AVBUYER.com Tony Kioussis is president of Asset Insight. The company provides audit and valuation services and has developed a standardized Asset Grading System scale that evaluates an aircraft’s maintenance condition.
Small Jets Ask Price vs. Maintenance Exposure
Asset Quality Rating
$ Millions
$0.90
$1.95 $1.85
$0.77
5.400
$0.80
5.195
5.200
dropping from December’s 5.270 to 5.195. Already sporting a high inventory level for many models, availability increased by 38 units during January. Pricing did post a 1.6% increase, but transaction values averaged 10.5% below the group’s Ask Prices during Q4. Clearly, buyers hold the edge here, but that should not be a surprise given the high inventory and age for a large portion of the fleet. Turboprops: Finally, the Turboprop category experienced a substantial improvement from virtually every angle thanks to the (www.assetinsight.com) addition of more models toAsset the Insight trackedanalytics fleet, posting a 12-month best Quality Rating, Maintenance Exposure, ETP Ratio, and average Ask Price. fact, the last time(www.assetinsight.com) Turboprop Quality was in AssetInInsight analytics the ‘Very Good’ range was in January 2019. Add to that an inventory fleet decrease of 35 units for the month, and the group continues to offer great opportunities for
Outstanding Excellent 5.500 5.250 or to Greater 5.499
Turboprops
www.AVBUYER.com
$0.50
4.750
Dec-19
Nov-19
Oct-19
Sep-19
Aug-19
Jan-20
Jan-20
4.850
Dec-19
$0.55
Nov-19
4.950
Oct-19
$0.60
Sep-19
5.050
Aug-19
Jan-20
Dec-19
Nov-19
Oct-19
Sep-19
Aug-19
Jul-19
Jun-19
May-19
Apr-19
Mar-19
Feb-19
$1.40
$0.55
$0.65
5.121
Jul-19
$1.45
5.150
Jun-19
$1.50
$0.70
Apr-19
$1.55
Below Average Average 4.500 Less to than 4.749 4.500
Good 4.750 to 4.999
Scale -2.500 to 10.000
Mar-19
$1.60
Very Good 5.000 to 5.249
Asset Quality Rating
Feb-19
$1.62
Jun-19
Asset Quality Rating Key
$ Millions
$1.65
May-19
Apr-19
buyers and sellers to structure transactions benefiting both parties. Asset Insight doesn’t expect higher quality assets to last long, so encourages serious buyers to act. MI www.assetinsight.com ❙
May-19
Ask Price vs. Maintenance Exposure
5.000
Mar-19
$0.60
Feb-19
Jan-20
Dec-19
Nov-19
Oct-19
Sep-19
Jul-19
Aug-19
Jun-19
May-19
Apr-19
Mar-19
Feb-19
$1.71
Jul-19
$0.70
$1.75 $1.65
Scale -2.500 to 10.000
AVBUYER MAGAZINE Vol 24 Issue 3 2020
41
Project1_Layout 1 24/02/2020 10:07 Page 1
The smoothest connection to your next aircraft.
2012 BOMBARDIER CHALLENGER 300 S/N 20334 S • 4,286 Hours; 1,835 Landings • One Owner Since New • 10-Passenger Configuration
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2009 BOMBARDIER GLOBAL 5000 S/N 9321
• 9,340 Hours; 5,794 Landings • Engines/APU Enrolled on MSP Gold • Fresh 12 month Inspection
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1994 BEECHCRAFT KING AIR C90B S/N LJ-1374
2018 BOMBARDIER GLOBAL 6000 S/N 9800
• 4,445 Hours; 3,727 Landings • ADS-B Compliant • Blackhawk PT6A-135A Engines
• 310 Hours; 163 Landings • Airframe, Engines & APU on Programs • Hangared Since New
2003 BEECHCRAFT PREMIER I S/N RB-90
Q2 2020 BOMBARDIER GLOBAL 6500
• 2,489 Hours; 2,055 Landings • Engines Enrolled on TAP Advantage Blue • Always Hangared
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AI RCR AF T I N V E N TO RY
2017 BOMBARDIER LEARJET 75 S/N 45-545
2014 DASSAULT FALCON 2000LXS S/N 283
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• 1,153 Hours and 598 Cycles • Heads Up Display • Synthetic Vision
2016 CESSNA CARAVAN 208 S/N 20800577
2013 DASSAULT FALCON 7X S/N 141
• 642 Hours: 1,194 Landings • WipeLine Amphibious Floats • Interior Corrosion Treatment
• 637 Hours; 162 Landings • Engine Enrolled on ESP Gold • ADS-B Out Compliant
2014 DASSAULT FALCON 900LX S/N 276
2010 CESSNA CITATION CJ4 S/N 525C-0009
• 2,046 Hours; 984 Landings • Fully Enrolled on Mx Programs • Fresh C-Check at DAS, Le Bourget
• 1,991 Hours; 1,372 Landings • 96 Month Completed in July 2018 • Fully Programmed
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2013 CESSNA GRAND CARAVAN EX S/N 208B5030 • 553 Hours; 606 Landings • Wipline 8750 Amphibious Floats • Single Point Fueling System
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2014 BOEING 787-8 1983 CHALLENGER 601-1A 2013 CHALLENGER 605 2013 GLOBAL 5000 2016 GLOBAL 6000 2011 GLOBAL XRS 2010 FALCON 900LX 2014 CITATION X+ 2010 CITATION CJ4 2004 LEARJET 60 2012 NEXTANT 400XT 2018 LEGACY 500 2011 LEGACY 650 2016 GULFSTREAM G650 2005 HAWKER 800XP
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2004 HAWKER 400XP • Serial Number: RK-374 • RVSM and Currently on a FAR 135 Certificate • Based and Registered in the US Since New
2007 LEARJET 45XR • Interior Carpet and Leather Refurbishment – Jan. 2019 • Always Hangared
2016 KING AIR 350I • Serial Number: FL-1040 • ADS-B Out • Aircell ATG-5000 WIFI • Low Hours - 911 Since New
• Delivered with Recent A - D Inspections • Paint and Interior Refurbished - 2016
2008 LEARJET 60XR • Collins Pro Line Fusion • Fresh Textron Pre-Buy Assurance Program Inspections
1999 GULFSTREAM G-IVSP • Serial Number: 1363 • Fully Programmed-RRCC/MSP Gold/HAPP • Interior Refurbishment -June • 2014 by International Jet Interiors
• Serial Number: 45-346 • Engines and APU Enrolled on MSP • Next Gen Avionics: ADSB-Out, TCAS 7.1
• Serial Number: 0360 • Airshow 410 Cabin Video System • Part 135 Operated • Total Interior Refurbishment – Sept. 2019
• ADS-B Out/In – Sept. 2019 • Fresh A (12mo) & D (96mo) Inspections – Oct. 2019 • 3000 Cycle Landing Gear Inspections – Oct. 2019
1992 BEECHCRAFT A36 BONANZA • ADS-B Out; FANS 1/A; CPDLC • GoGo ATG-5000 WiFi • 18 Passenger Executive Configuration
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Serial Number: E-2690 4,221 Hours Since New ADS-B Compliant New Paint- January 2020
• No Damage History • Seats and Carpet Interior 2011
MARKET INSIGHTS 2.qxp_MARKET INSIGHTS 18/02/2020 10:20 Page 1
AVBUYER.com
MARKET INSIGHTS
Mike Chase’s analytical and consultancy services are highly valued within the Business Aviation industry. He is founder and president of Chase & Associates, and works closely with several respected sources to compile his unique KNOWMORE reviews. Contact Mike via mike@avbuyer.com
What are the Fastest Growing Registries in the World? How many countries have aircraft registers? Which are the most popular registries, and are all made equal? Mike Chase analyses the data in his latest JETNET >>KNOW MORE review… he Certificate of Registration is a legal document required by international convention (ICAO), and requires the aircraft's registration to be marked on the exterior of every civil aircraft. The registration is an alphanumeric code to identify a single aircraft, which also indicates the country of registration of the aircraft, and must be displayed when the aircraft is in operation. An aircraft can only have one registration in one jurisdiction. However, the registration can be changeable over the life of the aircraft from one country registry to another.
T
Which Country has the Most Registered Aircraft?
The United States has the largest registry with 46,157 aircraft, or 42% of the world’s aircraft fleet. 46 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
Table A (overleaf) lists the ‘Top 15’ countries that together account for nearly three quarters of the registered aircraft worldwide, per JETNET records. The total includes commercial airlines, business aircraft and helicopters. This list does not include all General Aviation aircraft. China ranks second on the list, representing 5% of the worldwide total of over 110,800 registered aircraft as of January 2020. However, further analysis shows that the count includes 73% commercial airliners. Just 8% are business aircraft and 19% are helicopters on the China register. Canada is third on the list with less than 5,000 registered aircraft, representing 4% of the worldwide total. Of those, the percentage split is 29% commercial (scheduled airline), 28% business aircraft and 43% helicopters.
page 50
www.AVBUYER.com
5
Freestream January.qxp 17/12/2019 15:16 Page 1
2009 Boeing BBJ3
2006 Gulfstream G550
Airframe Total Time: 2,925 hrs Aircraft Total Cycles: 886 cycles
Airframe Total Time: 7419.5 hrs Aircraft Total Cycles: 2700 cycles
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2006 Gulfstream G550 S/N:5112
Airframe Total Time: 5,831.5 hrs Aircraft Total Cycles: 1,492 cycles
Airframe Total Time: 3,860 hrs Aircraft Total Cycles: 1588 cycles
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Airframe Total Time: 245.9 hrs Aircraft Total Cycles: 77 cycles
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MARKET INSIGHTS 2.qxp_MARKET INSIGHTS 18/02/2020 10:21 Page 2
MARKET INSIGHTS
AVBUYER.com TABLE A: Top 15 Aircraft Registries by Country
RANK
COUNTRY OF REGISTRATION
COUNTRY CODE
COUNT*
% OF TOTAL
CUM TOTAL
CUM %
1
US
N
46,157
42%
46,157
42%
2
China
B
5,366
5%
51,523
46%
3
Canada
C
4,888
4%
56,411
51%
4
Brazil
PR
4,539
4%
60,950
55%
5
Australia
VH
3,379
3%
64,329
58%
6
Mexico
XA, XB, XC
2,468
2%
66,797
60%
7
UK
G
2,442
2%
69,239
62%
8
Germany
D
2,351
2%
71,590
65%
9
South Africa
ZS
1,930
2%
73,520
66%
10
France
F
1,860
2%
75,380
68%
11
Japan
JA
1,799
2%
77,179
70%
12
Venezuela
YV
1,246
1%
78,425
71%
13
India
VT
1,234
1%
79,659
72%
14
Spain
EC
1,183
1%
80,842
73%
15
Indonesia
PK
1,138
1%
81,980
74%
Other
28,827
26%
Total
110,807
100%
*Count as of Jan 2020 includes commercial airliners, business aircraft (jets, turboprops and piston) and turbine and piston helicopters. Source: JETNET; ICAO
What is the US FAA’s role in Aircraft Registration?
In the US, when the Cape Town Treaty was ratified, the FAA registry system was not replaced by the International Registry (IR). Instead, the treaty made the FAA registry an exclusive entry point. After filing the registration application (FAA Form 8050-1) and bill of sale (FAA Form 8050-2) with the FAA registry, the FAA provides the IR with a ‘code’, upon request, using FAA Form 8050-135. That code is then entered into the IR system creating a dual registry system: One is governed by international law, the other by domestic US law. Both are required in order to properly protect the ownership of an aircraft.
Are all Registries Alike?
The IR started accepting the registration of aircraft, spare engines and helicopters on March 1, 2006. As of December 31, 2018, there were 74 Parties to the Cape Town Convention and Aircraft Protocol. Registrations increased by 3.4%, from 131,562 to 136,020 the previous year. This was the highest number of registrations recorded since the IR went live in 2006. There are 54 manufacturers that regularly supply the Registry with updates of the manufacturer serial numbers (MSNs) of airframes, helicopters and engines. The cooperation of manufacturers in supplying this information to the Registry was arranged through an Aviation Working Group. 50 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
As a result, 384,399 MSNs are now stored on the Registry system. This information is electronically supplied to registering users. The use of such information, where supplied, is mandatory under Section 5.1 of the Regulations.
How Many Countries Have an Aircraft Registry?
Table B (opposite) shows the countries, by continent. The number of aircraft registries in 2009 was 192 and had grown to 209 in 2019. The largest region of growth for aircraft registries in Australia/Oceania, with an increase of seven registries during that timeframe. There are more aircraft registries than countries today because some registries are not sovereign entities under international law. So, for example, there are 12 British (i.e. Isle of Man and Guernsey), and three Netherland colonies that have individual registries.
Which Registry Grew the Fastest Between 2009 and 2019?
Table C (overleaf) lists selected country registries by continent, highlighting registries with strong growth or decline in the number of registered business aircraft between 2009 and 2019. During this period, there was a 13.2% growth of registered business aircraft (jets and turboprops). www.AVBUYER.com
w
MARKET INSIGHTS 2.qxp_MARKET INSIGHTS 18/02/2020 10:22 Page 3
AVBUYER.com
28,827 T
26%
MARKET INSIGHTS 100%
110,807
M
(jets, turboprops and piston) and turbine and piston helicopters.
TABLE B:S The Number of Countries with Aircraft Registries (By Continent)
CONTINENT
2009
2019
Africa
49
52
Asia
43
45
Australia & Oceania
11
18
Europe
46
50
North America
31
31
South America TOTAL
12
13
192
209
Source: JETNET
Specifically: • Africa: 15.1% growth (334 additional registered business aircraft) • Asia: 29.3% growth (880 additional registered business aircraft) - China grew from 83 to 421 (338 additional registered business aircraft) - Philippines grew from 45 to 113 (68 additional registered business aircraft) • Australia & Oceania: 23.7% growth (254 additional registered business aircraft) • Europe: Experienced the lowest rate of growth (8%), with 567 additional registered business aircraft) - Malta grew from 12 to 190 (178 additional registered business aircraft) - UK declined from 402 to 325 (77 fewer registered business aircraft) - Other European countries to decline were Spain, Switzerland, and Ukraine • North America: 11.1% growth (5,068 additional registered business aircraft) - United States grew from 19,194 to 23,575 (4,381 additional registered business aircraft) • South America: 28.5% growth (1,346 additional registered business aircraft)
admitted for permanent residence in the US • A US governmental unit or subdivision • A non-US citizen corporation organized and doing business under the laws of the US, or one of the States as long as the aircraft is based and primarily used in the US (60% of all flight hours must be from flights starting and ending within the US).
What are the US Aircraft Registration Rules?
A security code provided in the notice enables on-line renewal and payment of the US$5 renewal fee when there are no changes in ownership, address, or citizenship to report. If there are changes to report, the form can be completed online, printed, signed, and mailed with the $5 fee.
According to the FAA, an aircraft is eligible for US Registration if it is not registered in another country and it is owned by: • An individual who is a US citizen • A partnership whose partners are both US citizens • A corporation or association… - Organized under the laws of the US or a State, the District of Columbia, or a US territory or possession, - Of which the president and at least two-thirds of the board of directors and other managing officers are US citizens, and - In which at least 75% of the voting interest is owned or controlled by persons that are US citizens. • An individual citizen of a foreign country lawfully www.AVBUYER.com
How Long is an Aircraft Registration Certificate Valid For?
In the US, the Re-registration and Renewal of Aircraft Registration final rule was published in the Federal Register on July 20, 2010. This rule provides that aircraft registrations issued on, or after October 1, 2010, will be good for three years with the expiration date clearly shown. Registration certificates (AC Form 8050-3) expire every three years after an aircraft was registered, last renewed, or when any of the following occur: • • •
The aircraft is registered under the laws of a foreign country The aircraft is surrendered to the FAA (revocation, cancellation) The aircraft is destroyed or scrapped.
Fees for outside the US (ICAO) include: • • •
Controlled entity set-up fee (1 year) US$180 User set-up fee (1 year) US$200 Registration fee US$100
Do Aircraft Registries Have Aircraft Age Limited Rules?
There are no age restrictions on aircraft registered in the US, Canada, Mexico, EU or Australia. And while the Russian Federation has no restrictions, as a
page 54
AVBUYER MAGAZINE Vol 24 Issue 3 2020
51
5
Jeteffect 6 x2 March.qxp 17/02/2020 12:31 Page 1
Gulfstream G650ER • S/N 6255
Gulfstream G550 • S/N 5265
File Photo
Gulfstream G450 • S/N 4189
Gulfstream G450 • S/N 4148
Gulfstream GIVSP • S/N 1310
Falcon 900EXy • S/N 122
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Falcon 50 • S/N 112
Challenger 650 • S/N 6086
Hawker 800XP • S/N 258390
Citation X • S/N 750-0121
Citation VII • S/N 650-7001
Citation Encore • S/N 560-0568
File Photo
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" #' ' $$ " ' '### # ' " ' " '"$#'$"$$ " ' # '# # $ ' "' $$$ ' % % % '
MARKET INSIGHTS 2.qxp_MARKET INSIGHTS 18/02/2020 10:22 Page 4
MARKET INSIGHTS
AVBUYER.com
TABLE C: Selected Country Registries by Continent For Business Jets & Turboprops CONTINENT/COUNTRY AFRICA Kenya Nigeria Tanzania AFRICA TOTAL ASIA China Philippines ASIA TOTAL AUSTRALIA/OCEANIA Australia New Zealand AU/OCEANIA TOTAL EUROPE Czech Republic Germany Isle of Man Malta Russian Federation Spain Switzerland Ukraine UK EUROPE TOTAL NORTH AMERICA Canada Mexico US N. AMERICA TOTAL SOUTH AMERICA Argentina Brazil Venezuela S. AMERICA TOTAL GRAND TOTAL
2009 # REG AIRCRAFT
2019 # REG AIRCRAFT
CHANGE
% CHANGE
87 42 50 1,026
151 76 95 1,360
64 34 45 334
31.7 34.5 37.8 15.1
83 45 1,309
421 113 2,189
338 68 880
125.2 58.5 29.3
416 37 478
615 70 732
199 33 254
21.6 37.5 23.7
40 592 145 12 41 185 208 28 402 3,422
106 750 307 190 110 129 152 10 325 3,989
66 158 162 178 69 -56 -56 -18 -77 567
62.8 12.6 45.5 297.9 63.8 -16.5 -14.5 -40.2 -10.1 8.0
1,040 918 19,194 21,690
1,290 1,242 23,575 26,758
250 324 4,381 5,068
11.4 16.3 10.8 11.1
227 981 463 2,063 29,988
363 1,643 754 3,409 38,437
136 662 291 1,346 8,449
26.5 29.4 27.6 28.5 13.2%
Source: JETNET
matter of practice it may be more difficult to register an aircraft that’s more than ten years old in the Russian Federation. Age limits tend to be arbitrary and have the consequence of restricting the importation and operation of viable and economic aircraft. Maximum age: Most countries have no restrictions for aircraft importation, but airworthiness standards are to be met. Countries with aircraft age limitation examples include: • • • • •
China (15 years) Egypt (22 years) Ethiopia (22 years) India (18 years) Indonesia (10 years)
54 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
• • • •
Saudi Arabia (20 years) South Korea (20 years) Thailand (16 years) Turkey (15 years)
Closing Word of Caution
A financing or leasing institution may be reluctant to allow the aircraft to be registered in the carrier's home country (either because it does not have sufficient regulation governing civil aviation, or because it feels the courts in that country would not cooperate fully if it needed to enforce any security interest over the aircraft), and the carrier/operator is reluctant to have the aircraft registered in the financier's jurisdiction (often the US or UK). More information from www.jetnet.com ❙ www.AVBUYER.com
Aviation Consultants to the World PRICE REDUCED
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Buying&Selling MARCH20.qxp_Finance 18/02/2020 16:15 Page 1
BUYING & SELLING AIRCRAFT
Jet Tolbert is President of American Aircraft Sales. Established in 1968, it is a premier brokerage firm which has been a trusted partner since corporations first began utilizing jet aircraft to grow their businesses. With offices in the US, a Latin America sales team and a partner office in Zurich, Switzerland, American Aircraft Sales is an active NBAA, IBAC, EBAA & AsBAA member.
56 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
What to Know When Choosing an Escrow Agent
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Buying&Selling MARCH20.qxp_Finance 19/02/2020 09:38 Page 2
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Does an escrow fund always have to be used? Is there such a thing as a bad escrow fund, and are there common scams to avoid? Aircraft broker Jet Tolbert shares background information with some industry insights…
t is hard to come up with reasons not to use escrow when buying or selling a business aircraft. An established, industry-accepted escrow based in Oklahoma City will have vast experience that it’s accumulated from completing multiple transactions yearly for both US and international customers. Such companies handle the title work as well as the funds and filings at the FAA, while acting as an intermediary to the buyer and seller, ensuring funds and document transfers are handled per a fully executed and verified aircraft purchase and sale agreement. You are unequivocably advised to use a wellvetted escrow company that your aircraft broker and legal team can agree on. Anything less than that, however, would carry huge amounts of risk. Followi ng are some tips for you to keep in mind when working with an escrow agent. While we cannot cover every angle within the scope of this article, the following should provide guidance on how business aircraft brokers and aviation attorneys will work with the escrow agent to manage your risk and protect your interests.
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Escrow Agreements: Verify the Policy
The escrow company should have a standard procedure in place (and verified) that all deposits remain refundable to the depositor unless notified otherwise. Notification should be in writing or with a signed aircraft purchase and sale agreement. While it is good to verify this policy before sending a deposit, you should also consider adding a consent and joinder, tying the escrow agent directly into the purchase and sales agreement. This extra step will often secure the deposit more closely, especially when there are multiple parties to a transaction or an intermediary is involved in the contracting, and the deposits need to be clearly tied from one end of the deal to the other.
Escrow: What are the International Considerations?
Buyers and sellers based in the United States or the European Union are subject to liens in Ireland. There are currently 72 states which agreed to the International Registry of Mobile Assets in Dublin, www.AVBUYER.com
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BUYING & SELLING AIRCRAFT
“You are unequivocably advised to use a well-vetted escrow company...” Ireland taking precedent over the FAA (or other local) lien registry. The title company will check the International Registry and make any filings, if needed, in addition to those at the FAA. It is noteworthy that many international transactions will still use an Oklahoma City-based escrow for funds, even where both parties are from outside the US.
Escrow Funds: Look out for Scams!
Never pay upfront for escrow fees. There was a time when a Nigerian company set up a fake escrow to induce sellers to agree to sell at a price using the escrow in the UK. The catch was that the seller had to pay up-front fees to open escrow before the buyer would send funds. Don’t fall for it! As stated above, many international buyers and sellers turn to Oklahoma City escrow agents for funds management. Additional security considerations, such as hacking, can be mitigated by using an escrow agreement whereby the agent verifies all wire instructions by telephone prior to sending. Hackers are gaining access to more emails lately, and have been known to wait until the last minute to send an email from the victim’s own email address issuing a 58 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
change in wire instructions. One final conside ration is corruption, and specifically the ‘Know Your Customer’ procedure. The end parties in a transaction are often unable to vet the customers to the level that the Federal banking system will. While an escrow company is not a guaranteed security blanket it certainly helps to have another link in the wire transfer chain, where the escrow bank and the Federation will help act as a barrier to prevent fund s moving to or from questionable sources.
How to Pick the Best Escrow Agent
Escrow agents are high volume and don’t work as any one party’s agent. The best escrow companies will move large volumes and have exceptional experience and efficient processes that help your transaction go smoothly. But you have to be on your game, too. As highlighted above, you need to take care when working with the best escrow agents to make sure that your transaction is protected from start to finish. Only your well-honed acquisition team can ensure this. More information from www.americanaircraftsales.com ❙ www.AVBUYER.com
Hatt & Associates March.qxp_Layout 1 17/02/2020 12:32 Page 1
2007 Falcon 2000EX EASy II S/N: N331HA Reg: 117 5,456 hours since new Engines enrolled on ESP Gold, APU enrolled on MSP Gold Next Gen Avionics FANS 1/A, CPDLC, ADSB-Out, TCAS 7.1
Refurb and 2C Inspection E, F, Interior and G Insp. Completed completed March 2019 in September2016 by Standard Aero Asking $10,750,000 Teflon Coating completed in 2017
Unique in Experience, Global in Scope. 2016 King Air 350i S/N: FL-1040 Asking Price: Make Offer 992.9 hours since new ADS-B Out Aircell ATG-5000 WiFi Pre-Buy Assurance Program completed April 2019 by Textron - Tampa
2007 Learjet 45XR S/N: 45-346. Reg: N385MH Asking Price: $2,795,000
1-(303) 790-1050 hattaviation.com
9,046.54 hours since new Engines and APU enrolled on MSP Next Gen Avionics ADSB-Out, TCAS 7.1 Delivered with recent A - D Inspections Paint and Interior Refurbished in 2016
2017 Gulfstream G280 S/N: 2107. Reg: N280FR 472.1 Hours since New Engines Enrolled on MSP Planeview280 Cockpit FANS / CPDLC / ADSB Out Aircraft will be delivered with Fresh Gulfstream ARCS Pre-Buy Aircraft will be delivered with Paint Stripes from Steven Aviation
Hatt & Associates: Global Aviation Sales Acquisitions
Brokerages
Consulting
Pre-Buy Management
Contract/Legal Services
Scottsdale | Denver | Breckenridge | Wichita | Dubai | Calgary | Miami
Ownership 1.qxp_Finance 18/02/2020 10:28 Page 1
OWNERSHIP
What Does it Cost to Operate a Medium Jet?
What does it cost to own and operate a business aircraft? Working through the different categories, David Wyndham outlines some of the common characteristics of each, and considers the scale of the associated costs… his month, we examine the workhorse of the business jet fleet, the Medium Jet. There is no single industry definition for the various business jet categories. For the purpose of this article, ‘Medium Jet’ includes aircraft that typically seat between six to nine passengers, offer limited galley and storage space, and a modest lavatory that may have a seatbelt for use as an extra passenger seat. Cabin height with (as is often the case in this category) a step-down aisle requires most adults to stoop while entering and exiting, and typically measures in the region of 68 inches. Meanwhile, range in this class varies. Nevertheless, with seats full, most Medium Jets have a non-stop range that comes between 1,800nm and 2,800nm. Flights in this category usually last two hours or less. Aircraft typical of this category include the Hawker 800/900 series; Cessna Citation Excel/XLS; Cessna Citation model 600 series (from Citation III to Sovereign); Bombardier Learjet 45, 60, and 75;
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Astra/Gulfstream G150 series; Falcon 50; and Embraer Legacy 450/Praetor 500.
How Much Does it Cost to Buy a Medium Jet?
Acquisition costs for new models in the Medium Jet category run between $14m to $19m list price. Pre-owned prices for Medium Jets in the 5- to 10year-old category run from $3.5m to $10m. It is also possible to find airworthy 30-year-old Medium Jets for under $1m. According to data tracked and compiled by AMSTAT, in December 2019 there were 7,734 active Medium Jets, of which 751 were listed ‘for sale’ with an average pre-owned asking price under $4m. Placing a pre-owned aircraft into service will most likely require extra money. A buyer may spend $500,000 or more on upgrades, paint, and moderate interior refurbishment. Major maintenance checks may also be due soon and will www.AVBUYER.com
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David Wyndham uses his aviation and business skills to independently advise aircraft owners and operators, helping them make their future aircraft decisions. Wyndham was an owner and President Conklin & de Decker from 1993 to 2020.
need to be budgeted for at the time of purchase. Engine overhauls vary considerably across this category. If the engines are close to overhaul, and are not enrolled on a guaranteed hourly maintenance plan, then an additional $500,000 to $1m (or more) should be budgeted for each engine ahead of the overhaul.
What’s the Operating Cost of a Medium Jet? The operating cost of a Medium Jet depends on the size and age of the aircraft. Below are some approximate averages from the Conklin & de Decker Report for guidance: Average variable cost per hour: Fuel*: Maintenance: Parts, Labor, Major Maintenance Reserves Engine Reserves:
$2,600 $1,250 $650 $700
*Fuel cost will depend on fuel price per gallon and fuel burn.
What are the Data Costs for a Medium Jet? Another variable cost to budget for is Wi-Fi (airborne internet). This cost will depend on the type of connection, speed, and amount of data used, and where you fly. Maintaining internet www.AVBUYER.com
connectivity will require either an air-to-ground system in North America or a basic satellite-based system. There are different installation and rate plan options designed to fit the needs of both the passengers and pilots. New installations for an airborne internet system begin at $200,000. Monthly rates based on data used and download speeds are in the region of $5,000–$10,000 per month for moderate use, depending on the plan and equipment.
What are the Fixed Costs of a Medium Jet?
Fixed costs are typically in the region of $800,000 per year and include the following: • • • • •
Salaries Training Hangar Insurance Refurbishment
Salaries & Training: The pay for two pilots ranges from $110,000 to $155,000 per pilot, depending on job duties and experience level. Pilots will need training at least annually which can run from $40,000 to $64,000 for two crew members. A third pilot is sometimes hired to help maintain
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“Ultimately, the operating budget for flying 400 hours annually in a medium-size business jet will be approximately $1.85m per year.” the flight schedule. It is also wise to employ an aircraft maintenance engineer/technician. A salary for that individual will be $80,000+ per year, and they will take care of much of the routine maintenance, handle maintenance planning and maintenance control. Moreover, if the flying schedule is complex and involves frequent changes and multiple individuals who can authorize use of the aircraft, a flight scheduler is recommended as well as an administrative person. Their salaries usually come in the region of $60,000 per year. In summary, with three pilots and one maintenance engineer, you can budget on annual salary cost, benefits, and training expenses exceeding $500,000. Hangar: For hangar rental, you should plan on an annual fee between $35,000 and $60,000 within a typical metropolitan area. Higher cost areas, such as New York City, Hong Kong or Geneva, will be significantly higher. Insurance: For a Medium Jet, insurance can range between $20,000 and $40,000 depending on the 62 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
aircraft value and liability limits. If the aircraft spends a lot of time outside developed countries, those costs may increase substantially. Refurbishment: Paint and interior refurbishment should also be considered. A new interior and paint job may last seven to nine years with excellent care. Depending on the quality/level of completion, materials and extra features, you should budget $500,000–$750,000 for this work.
What’s the Overall Cost of Owning a Medium Jet?
Additional costs that can be incurred will be acquiring aircraft technical publications for the flight crew and additional maintenance, office and travel expenses. Ultimately, the operating budget for flying 400 hours annually in a medium-size business jet will be approximately $1.85m per year. This figure does not includes the costs of capital, taxes, and depreciation. Did you find this article helpful? Check back next month when we’ll consider what it costs to operate a Light Jet… T www.AVBUYER.com
Corporate Concepts March.qxp 17/02/2020 12:32 Page 1
Corporate Concepts International, Inc. New To The Market Falcon 900EX
Never An Airliner VVIP Boeing 737-200
ADS-B for new 2020 requirements installed • Excellent hot/high performance and long range • Uncompromised performance for safe short field operation with three engine safety and reliability • Engines enrolled in in the Honeywell MSP Gold program • Transition to Extended “A” Inspection Program completed in December 2019 • Full details in www.flycci.com
Gulfstream G-V
Executive Boeing 737-300
New exterior paint by Duncan – Recent Interior Refurbishment • Enrolled in Corporate Care, CASP and HAPP • FANS-1/A, WAAS/LPV, ADS-B and CPDLC by Gulfstream • High Speed Internet • Forward Galley – Forward and Aft Lavs • Seventeen passenger – Current FAR Pt. 135 • Recent Engine Shop Visits
Priced To Sell
Always VVIP – Never an Airliner – Only 7,500 hours • Recent Interior / Exterior Refurbishment with new generation Cabin Management System • High Speed Internet, CPDLC, FANS-1/A, ADS-B, Synthetic Vision and EVS • Stage III compliant JT8D-17 engines • Long Range Fuel – Extensive Spares Pkg. • “C” Check and Landing Gear O/H by Boeing service center – Delivers February 2020 • Video and full details at www.flycci.com
Never a commercial airliner – Low total time • Engines overhauled, upgraded for increased power and decreased fuel burn, and enrolled in GE On-Point program • High Speed Internet, FANS-1/A, CPDLC, and ADS-B for 2020 • Recent Major Inspections • 42 passenger VIP interior with Forward Airstair • Long range fuel • Stage III Noise certified • New paint in February 2020 • See www.flycci.com for details
For Sale or ACMI Lease Photos and Full Details at www.flycci.com
Dennis Blackburn +1.832.647.7581 blackburn@flycci.com
Chris Zarnik +1.919.264.6212 czarnik@flycci.com
Larry Wright +1.704.906.3755 lwright@flycci.com
MaintenanceRefurb MARCH20.qxp_Finance 18/02/2020 10:47 Page 1
REFURBISHMENT Dave Higdon is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 36 years. Contact him via Dave@avbuyer.com
How and Why Would You ‘Phase’ a Refurbishment Project? What type of aircraft operator does a phased refurbishment appeal to, and what are the advantages? Dave Higdon
outlines the process, and illustrates the logical planning that’s required by those choosing this path…
lying hundreds of hours through varying weather conditions and air quality will impact all aircraft over time. Meanwhile, visible wear-and-tear to the interior can result from the many passengers who traipse in and out of the cabin. Over the long-term, just about any exposed surface will show signs of deterioration. A radome-to-tailcone refurbishment complete with new paint and interior takes weeks to undertake and carries a high cost. But there’s nothing to say that a full-spectrum makeover project is the only path to restoring your aircraft's ‘like-new’ luster? Instead, some operators take a phased approach to aircraft refurbishment, planning the steps in a logical sequence and – where feasible – tackling most phases during the aircraft’s downtime for an annual inspection or a manufacturer-defined phase inspection. In fact, three annual cycles could realistically cover all the refurbishment work, with
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the possible exception of paint, which would be a good step to make last. This strategy enables operators to plan several smaller budget hits for the overall refurbishment, possibly saving money over a total refurbishment. Here’s how…
Involve Your MRO in Your Planning
The key to the phased refurbishment is to involve the necessary craftsmen and technicians early in the process, helping to plan this long-term process. Share your plans and hopes with your MRO shop at the outset. This helps ensure the maintenance shop has all the necessary materials before you’ll require them to accomplish the next phase of your refurbishment project. And the extra time could help the shop check the finished pieces and order any rework before it’s needed. But which aspects of the work should be done first, and what should be left until last? www.AVBUYER.com
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Bright Works & Lighting
Some of the most used surfaces are the controls for the aircraft’s systems such as the light switches, air-vent controls, seat belts and buckles, and the faucets in the lavatories. Most can be ordered and installed relatively easily. Be aware that refurbishment of light controls and air systems requires removal of some panels in order to access wiring and air plumbing, but not necessarily the full interior panels. Minimizing the removal and reinstallation of seats and panels is one of the goals of advanced planning.
Carpeting & Paneling
Plans for the replacement/refurbishment of carpets and paneling will require some consideration. Ideally, these are items that will get minimum use before the end of the project since these are the surfaces that receive the greatest amounts of wearand-tear. Some MRO suggest their installation should www.AVBUYER.com
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come last, while others point out that one of the annual inspections could be used to get the measurements and make a selection of the materials to be used, making up the carpet pieces, side panels and headliners using the originals as the templates. Once made and ready, these should be sealed and stored appropriately until their installation the following year.
Upholstery
The seats are what the crew and cabin occupants spend the most time using, and consequently those surfaces are exposed to plenty of wear-andtear. With measurements and a little study of the existing upholstery, a skilled shop can have the surfaces made up, new foam padding, and the trim ready to use as the seats are removed from the aircraft during an annual inspection. From there the job primarily requires removal of
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“...upholstery and carpeting come last since these surfaces get the most wear.”
the old surfaces and padding, replacing them with the new materials, and securing the upholstery to the frame. Once seats, side panels, headliners and carpeting are made and standing by, it's simply a matter of the maintenance shop completing the annual inspection and returning the aircraft to an airworthy condition, complete with its new interior ready to work.
Exterior Refurbishment
The exterior refurbishment could be the least disruptive, least time-consuming of all the steps: A thorough wash and rinse, buffing out any paint oxidation, touching up paint flaws, polishing the shiny metal surfaces (like the anti-ice system), treating the rubber deice boots, cleaning and shining the chrome legs of the landing-gear struts. If a detailed buff can't bring back the new airplane look, however, it’s worth consulting with your paint shop about the time and planning needed for a repaint. There's no shortcut around the work required to get a professionally finished paint livery. If you want something new, working with a paint-design specialist offers access to the best outcome. Not only will the design shop work with you on the 66 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
colors and design, they'll also produce documentation for the paint crew to use laying out the final design.
Pick a Starting Point and Make a Plan
The interior shops and upholstery makers generally suggest prioritizing the entire interior refurbishment project by starting with surfaces that get the least human contact and utilitarian elements, such as galley hardware. Follow up with restoration of brightworks and paneled surfaces, upgrading light fixtures and any in-flight entertainment equipment occupying bulkhead space. Hardware for in-flight connectivity, upholstery and carpeting come last since these surfaces get the most wear. Painting will require downtime in excess of most other steps. Done properly, it takes a lot of steps, including masking off windows; removing control surfaces; flaps; landing-gear doors; radome and tailcone; prepping and painting; then letting the paint cure. The final step to a phased refurbishment would be the rebalance ailerons, elevators and spoilers; reinstall those control surfaces and their control linkages, test for full functionality and return to service… ❙ www.AVBUYER.com
CUSTOMER SERVICE
VISION TO SEE INSIDE YOUR ENGINES. INSIGHT TO KEEP THEM FLYING. INNOVATIVE DIGITAL SOLUTIONS TO KEEP YOU MOVING FORWARD. Pratt & Whitney’s advanced service technology provides a complete, on-wing view of your fleet from the inside out. Our FAST™ solution captures full-flight data to deliver predictive and preventive insights, empowering you to plan for maintenance and increase your fleet’s availability. It helps you see the small details — as well as the bigger picture.
EXPLORE OUR DIGITAL SOLUTIONS AT PWC.CA
19-0592 / 07-2019
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FINANCE
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Company Profile: Global Jet Capital Enjoys Market Expansion Global Jet Capital is a dedicated international Business Aviation finance
specialist, a market where most providers are either small or part of large
banking organizations. With $2.6bn in assets under management, it’s certainly filling its niche, as Vivek Kaushal, president and COO tells Rohit Jaggi…
relatively young company, Global Jet Capital was founded at the end of 2014 but today has one of the world’s biggest portfolios of business aircraft, with 180 aircraft spread across 150 customers, reveals Vivek Kaushal, president and chief operating officer. “We’re a pure-play financier of business aircraft. And while there are no published statistics, we are likely among the top two operating lessors of business jets, globally with 100-plus aircraft under operating lease,” he adds.
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The company has seen strong originations growth of nearly 20% annually since 2016, and is banking on strong growth in both Asia and Europe.
The Key to Success in Aircraft Financing
Kaushal is clear about what makes for success in aircraft financing. “It’s 100% relationship driven. You’ve got to know who you’re doing business with,” he says. “I’m grateful to be an asset financier in this business. But it’s taken a lot of time [for us] to put together the skill and expertise.” (In fact the
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management team has between it more than 255 years of business aircraft industry expertise, spanning more than 3,500 completed aircraft transactions.) Kaushal came to the company when it acquired the GE Capital Business Aviation portfolio in 2015. “I led the divestiture of the business and once we brought it over, I joined the management team. We really got going in the second half of 2016, when we did $300m of transaction volume.” The Company is capitalized by world-class private investors with expertise in the global aviation industry, including The Carlyle Group, AE Industrial Partners and FS/KKR Advisor, LLC, a partnership between FS Investments and KKR Credit. “We provide leases and loans to customers who want to get into business aircraft. Our primary product is the operating lease, with 70% of our portfolio. The other 30% is straight finance,” says Kaushal. “The value proposition of the operating lease from a customer’s perspective is that you can get into the aircraft you want. “You pick the aircraft, then we step into your shoes and purchase the aircraft and we lease it to you. You don’t have to worry about the value of the aircraft when the lease is over. You give us back the keys and move into your next aircraft.”
Aircraft Leases Without the Fuss
It’s very different from a bank loan. “A bank may require you to put up to 20% down, and also put 70 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
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some of your assets in a wealth management account at the bank before extending you a loan. “Our alternative is that you put as little as 10% (or even less) down and you can be in your aircraft with much less investment, and if you choose the operating lease route, you never have to worry about the residual risk of the aircraft.” There’s no quibbling over values, either, Kaushal insists. “There’s an emotional aspect to someone acquiring an aircraft, and it’s not productive to get in the middle of that. So, for example, if I value the aircraft at $14m and the customer paid a little more, we respect that and structure our lease accordingly.”
Enlarging the Market Through Aircraft Finance
The 30% of the business that is not operating leases comprises loans and finance leases. “The operating lease is compelling,” says Kaushal. “But if you want to do a straight financing we can still do it more efficiently than the private banks can. “We don’t lock up your capital to the same degree. We don’t ask you to put assets under management. We’re not interested in your ancillary business.” It may cost a little more than a bank, he explains, “but the rest of it can be really flexible. It depends on the credit, the structure, and the term. We give you a value-added option.” For many buyers, this means they can leave their money in their business, where it is making
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A New Conklin & de Decker is Here Evaluate / Plan / Maintain
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“We find that we almost never turn a deal away for reasons of the aircraft.” - Vivek Kaushal
Fitting into the Sustainability Question
more money than they are paying in interest charges for their new – or used – airplane. “We’re already enlarging the market,” says Kaushal, “working with all the OEMs, helping them make sales to first-time buyers and people who have been in much smaller aircraft but really have a mission profile that’s consistent with larger aircraft.”
Growing Focus on Global Presence
Global Jet Capital has been busily expanding its global presence, opening offices in Hong Kong and Zurich last year. “Last year [our business was] about 60% US, 40% international.” Those locations added to offices in the US and Mexico but marked a step change. “When we were servicing these countries from the US, we wouldn’t always get visibility to the entire flow of opportunities,” says Kaushal. “But when you have people in the market servici ng it regularly, you’re top-of-mind.” He sees Europe as ripe for the company’s operating leases, adding, “We’re going from a very small base in both Asia and Europe. The market could shrink and we could still double our volume”.
Aircraft Agnostic Lease & Finance Solution
Part of the Global Jet Capital offering is to be “aircraft-agnostic”, Kaushal says. “The type of person that is going to get into a business aircraft is very focused on the airplane, and we work with their preferences. We find that we almost never turn a deal away for reasons of the aircraft. “I will say that if the aircraft is really old – 12plus years – we’ll hesitate to do an operating lease. But at the same time if it’s in great condition, if we’re entering a relationship that will be with us for years, we’ll look at it long and hard.” 72 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
Nevertheless, there are several challenges in the air, including questions about the sustainability of economic growth in the US, and the economic health of other parts of the globe. Another question is about environmental sustainability. “This is a time of competing imperatives,” says Kaushal. “Carbon footprint is a huge imperative. It should be a huge imperative for the planet. But equally, breaking down barriers is important. “We’re trying to work out how we fit into sustainability. We know there’s a role for us. Whether it’s financing carbon offsets our customers are acquiring, helping them transition into more fuel-efficient aircraft, or helping with the supply chains around sustainable aviation fuel – I can see a day where someone wants to purchase carbon offsets as part of their lease.” But, he adds, “There is real urgency around it, and we are committed to add value to this part of the equation.”
Market Prospects for 2020…
And what about the prospects for his company and his sector this year? “With the US election coming up we’re being a bit measured, but we’ve had a great start to the year,” Kaushal explains. “We’ve done a lot of pre-owned business in the past couple of years and we know we’re going to do a lot more this year. There’s not the scarcity of aircraft like at the end of 2018. We’re set up for another banner year.” More information from www.globaljetcapital.com T
Rohit Jaggi holds airplane and helicopter licenses and frequently conducts flight tests of airplanes and helicopters for print and video. He held a number of news editing and reporting posts with the Financial Times before becoming a freelance writer. Find out more via rohitjaggi@gmail.com
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The Industry Leader In Rates & Service • Flexible Loan Programs • Unmatched Personal Service
• Easy, Fast, Efficient Process • 100% Focused on Aircraft Lending
airfleetcapital.com • 800.390.4324
AirCompAnalysisMARCH20.qxp_ACAn 18/02/2020 14:14 Page 1
JET COMPARISON
PILATUS PC-24
Jet Comparison: Pilatus PC-24 vs Cessna Citation CJ4 How do the Pilatus PC-24 and Cessna Citation CJ4 compare side-by-side? What are the advantages offered by each model? Mike Chase analyses the performance and productivity of these two Light Jet competitors.
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ver the following paragraphs we’ll consider key productivity parameters for the Pilatus PC-24 and Cessna Citation CJ4 (including payload, range, speed, and cabin size) to establish which aircraft provides the better value in the Light Jet market.
Pilatus PC-24
Pilatus Aircraft is the only Swiss company to develop, produce and sell aircraft to customers worldwide. To date, the OEM has over 1,650 of its venerable PC-12 turboprops in operation, many of which are utilized in Business Aviation operations. The PC-24, however, is Pilatus’ first business jet model. Designed with PC-12 customer feedback in mind, Pilatus sought to create a jet with increased range and speed compared to its turboprop model, while retaining the short runway capability. The resulting Pilatus PC-24 became the
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world’s first business je t that could be used on short, unmade runways. The PC-24 received FAA and EASA type certification in December 2017 and is certified to allow single pilot operations. Deliveries started in 2018, and 57 jets had entered service at the time of writing. As many as 48 were whollyowned. North America accounted for the largest fleet percentage (56%) at the time of print, followed by Europe (22%).
Cessna Citation CJ4
The Cessna Citation CJ4 (Model 525C) is a stretch extension of the previous CitationJet (CJ3) model. However, it differs most significantly compared to the previous models by incorporating a moderately swept wing design (borrowed from the larger Citation Sovereign). www.AVBUYER.com
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HOW MANY
EXECUTIVE
SEATS
PILATUS PC-24
(Manufactured between 2018-Present)
$10.07 Million
vs.
(2019 Model)
6
CESSNA
7
Citation CJ4
(Manufactured between 2010-Present)
$9.66 Million (2019 Model)
WHICH OF THESE LIGHT JETS WILL COME OUT ON TOP HOW MUCH
RUNWAY DO I NEED?
Cessna Citation CJ4
(Landing Distance ft)
500
HOW FAR
(Nautical Miles. Full Fuel/avail Payload) 2,030
Cessna Citation CJ4
2,281
500
1000
5,920
1,927
PAYLOAD CAN WE TAKE?
Pilatus PC-24
(Lbs)
3,170
HOW MANY
HOW MANY
OPERATION?
EACH MONTH?
UNITS IN
NEW/USED SOLD
57
318
Sources used: JETNET, B&CA, Chase & Associates
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5 (5%)
2000
2500
LONG RANGE CRUISING SPEED? Pilatus PC-24
2,500
Cessna Citation CJ4
1500
WHAT’S THE
HOW MUCH
CAN WE GO?
Pilatus PC-24
2,120
Pilatus PC-24
(Knots)
358
Cessna Citation CJ4
377
WHAT’S THE
COST PER HOUR?
3 (1.8%)
12-Month Average Figure
(% = Global Fleet For Sale)
Pilatus PC-24 Cessna Citation CJ4
$2,188 $2,043
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AirCompAnalysisMARCH20.qxp_ACAn 18/02/2020 14:16 Page 3
JET COMPARISON
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Table A - Payload & Range Comparison Pilatus PC-24 Cessna Citation CJ4
18,300 17,110
5,965
5,963
Max Fuel (lb)
MTOW (lb)
2,500
3,170
Max Payload (lb)
Source: OEMs, B&CA
715
987
Avail Payload w/Max Fuel (lb)
1,206
1,312 1,334 1,334
Chart A - Cabin Comparison Pilatus PC-24
1,425
Max Payload w/Avail Fuel IFR Range (nm)
Cessna Citation CJ4
J
The first flight of the Citation CJ4 took place on May 5, 2008, with deliveries starting in 2010. Since then 323 Cessna Citation CJ4 aircraft had been built (as of February 2020), and 318 of those were in operation around the world. Almost all are wholly owned, and just two had been retired as of this writing. Of the 318 Cessna Citation CJ4s in operation, North America housed the largest fleet percentage (80%) followed by Europe (14%), accounting for a combined 94% of the world’s fleet.
Payload & Range Comparison
When comparing aircraft, an important area for potential operators to focus on is payload capability, and especially the ‘Available Payload with Maximum Fuel’. Table A (top left) shows the Pilatus PC24’s Available Payload with Maximum Fuel to be 715lbs, which is less than the 987lbs that is offered by the Cessna Citation CJ4.
Cabin Comparison
Source: UPCAST JETBOOK
Chart B - Range Comparison Pilatus PC-24 Citation CJ4
2,030 (nm) 1,927 (nm)
4 Pax w/avail fuel 4 Pax w/avail fuel
Chart A (left) depicts the cabin crosssections of the Pilatus PC-24 and Cessna Citation CJ4. As shown, Pilatus PC-24 has more cabin height and width when compared to the Cessna Citation CJ4. The Pilatus PC-24 also has a greater cabin length than the CJ4 (23ft vs 17ft). Overall, Pilatus’ PC-24 provides more cabin volume (501cu.ft.) compared to CJ4 (311cu.ft.). In terms of baggage provision, while the Pilatus PC-24 provides more internal luggage volume than the CJ4 (90cu.ft. versus 7cu.ft.), the CJ4 offers 71cu.ft. external space and the PC-24 has none.
Range and Landing Distance Comparison
As depicted in Chart B (left), using Broomfield, Colorado as the start point the Pilatus PC-24 offers greater range coverage (2,030nm) than the Cessna Citation CJ4 at 1,927nm, each flying with four passengers and available fuel. Note: For business jets, ‘Four Pax Range’ represents the maximum IFR range of the aircraft at long range cruise. NBAA IFR fuel reserve calculation is for a 200nm alternate. This range does not include winds aloft or any other weather-related obstacles. Additional Note: Referring to Table A, with full payloads, the PC-24 range comes down to 1,206nm while the CJ4 covers 1,425nm. The landing distance for the Pilatus PC-24, meanwhile, is 2,120ft and the Cessna Citation CJ4 is 2,281ft in favor of the PC-24. Source: Chase & Associates
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Leading Edge 8 to view March.qxp_Layout 1 17/02/2020 12:39 Page 1
2009 Gulfstream G450 s/n 4171
2009 Hawker 900XP s/n HA-108
16 Pax Fwd. Galley, Engines on RRCC Enhanced, APU on MSP Gold, One Owner Since New, Hangered at Witham Field (SUA) in Stuart, FL
2,400 Hours TT, Engines & APU on MSP Gold, Immaculate Paint & Interior by Duncan Aviation June 2017, GoGo AVANCE L5 Wi-Fi, WAAS/LPV
2012 Gulfstream G150 s/n 300
2018 Gulfstream G500 s/n 72014
One Owner Since New, 2,146 Hours 1,081 Landings, Engines on JSSI (100% Coverage), APU on JSSI
U.S. Registered, Engines on P&WC PurePower Premium, APU on MSP Gold, Recent Price Reduction
2011 Gulfstream G550 s/n 5312
1996 Falcon 900B s/n 160
Engines on RRCC, APU on MSP Gold, 14 Pax Aft Galley Universal Floorplan w/ Fwd Crew Rest Area
One of the last Falcon 900B’s, Engines & APU on MSP Gold, GoGo Wi-Fi, Only Two Corporate Owners Since New
2013 Gulfstream G280 s/n 2013
2015 Nextant 400XTi s/n RK-276
Hallmark 10 Pax Configuration, Engines & APU on MSP Gold, GoGo ATG-5000 WiFi, ADS-B Out v2 and TCASS-II w/ Change 7.1
Collins ProLine 21 Avionics Suite, ADS-B Out w/ WAAS/LPV, Aircell ATG-5000 WiFi, Winglets
Leading Edge Aviation Solutions is one of the world’s premier private aviation brokers/dealers with 850+ aircraft transactions, 50+ years of experience & over $10 billion in aircraft transactions. Not just aircraft brokers, they offer a deep suite of service that can be employed long before and long after any aircraft transactions are contemplated.
AirCompAnalysisMARCH20.qxp_ACAn 18/02/2020 14:19 Page 4
JET COMPARISON
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Powerplant Details
Chart C – Variable Cost Comparison
Pilatus PC-24
Two Williams FJ44-4A-QPM engines power the Pilatus PC-24, each providing 3,420lbst burning 160 gallons per hour (gph). The Cessna Citation CJ4 is also powered also by a pair of FJ44-4A engines, each offering 3,621lbst and burning 172gph.
$2,188
Citation CJ4
Variable Cost Comparison
$2,043 $0
$1,000
$2,000
US $ per hour
Table B - Market Comparison
Pilatus PC-24 Citation CJ4
358
377
Long Range Cruise Speed (Kts)
840
2,030 1,927
$10.071 $9.655
4 Pax w/avail fuel IFR Range (nm)
New 2019 B&CA Price $USm
1,024
Cabin Volume Cu Ft
318
57
1.8%
5%
5
3
Average Sold per Month*
% For Sale
In Operation
J
*Average Full Sale Transactions in the past 12 months, per Dec 2019; Source: JETNET Data courtesy of BC&A; JETNET
The ‘Variable Cost’, illustrated in Chart C (left), is defined as the estimated cost of fuel expense, maintenance labor expense, scheduled parts expense, and miscellaneous trip expense (hangar, crew and catering). These costs DO NOT represent a direct source into every flight department and their trip support expenses. For comparative purposes, the costs presented are the relative differences, not the actual differences since these may vary from one flight department to another. The Pilatus PC-24 shows a higher variable cost at $2,18 8/hr compared to the Cessna Citation CJ4 $2,043/hr; a difference of $145 (7.1%). Table B (left) contains the new prices (per B&CA) for a 2019 model Pilatus PC-24 and Cessna Citation CJ4. The long-range cruise speed and range numbers are from B&CA, while the cabin volumes, the number of aircraft in-operation, the percentage for sale, and average sold are from JETNET. The Pilatus PC-24 had one aircraft for sal e on the used aircraft market at the time of writing, while 5% of the Cessna Citation CJ4 fleet were for sale on the used market. The average number of new and used transactions (units sold) per month over the previous 12 months for the Pilatus PC-24 is three, compared to five for the Cessna Citation CJ4.
Depreciation Schedule
D
Table C - Part 91 & 135 MACRS Schedule
MACRS Schedule for PART 91 Year Deduction
1
2
3
4
5
6
20.0%
32.0%
19.20%
11.52%
11.52%
5.76%
MACRS Schedule for PART 135 Year Deduction
1
2
3
4
5
6
7
8
14.29%
24.49%
17.49%
12.49%
8.93%
8.92%
8.93%
4.46%
Source: NBAA
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 (see Table C). In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation Syste m (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 are a variety of factors that
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New Price: $11,995,000!
Gulfstream G450 2008 SERIAL NUMBER 4108
Delivered with Fresh 144-month Inspection! Two U.S. owners since new
Enhanced Nav Package
Full maintenance programs
Synthetic Vision
New paint in 2017
FANS 1A/CPDLC and ADS-B Out
Falcon 2000LX
New Price: $14,495,000!
2011 SERIAL NUMBER 228
The 2000LX You’ve Been Searching For! Newest 2000LX currently available
Very low time
Former Falcon demonstrator
Enrolled in Falcon Care, ESP Gold, MSP
One owner - U.S. registered
773.935.9871 jimdonath@donathaircraft.com DonathAircraft.com
AirCompAnalysisMARCH20.qxp_ACAn 18/02/2020 14:21 Page 5
JET COMPARISON
Table D: Pilatus PC-24 MACRS Depreciation Schedule 2019 Pilatus PC-24 - Private (Part 91) Full Retail Price - Million $10.071 1
Year
20.0%
Rate (%)
2
32.0%
3
19.2%
4
11.5%
6
5
5.8%
11.5%
Depreciation ($M)
$2.014
$3.223
$1.934
$1.160
$1.160
$0.580
Cum. Depreciation ($M)
$2.014
$5.237
$7.171
$8.331
$9.491
$10.071
$8.057
Depreciation Value ($M)
$4.834
$2.900
$1.740
$0.580
$0.000
2019 Pilatus PC-24 - Charter (Part 135) Full Retail Price - Million $10.071 Year
1
Rate (%)
14.3%
2
24.5%
3
17.5%
4
12.5%
5
8.9%
6
8.9%
7
8.9%
8
4.5%
Depreciation ($M)
$1.439
$2.446
$1.761
$1.258
$0.899
$0.898
$0.899
$0.449
Cum. Depreciation ($M)
$1.439
$3.906
$5.667
$6.925
$7.824
$8.722
$9.622
$10.071
Depreciation Value ($M)
$8.632
$6.165
$4.404
$3.146
$2.247
$1.349
$0.449
$0.000
Source: B&CA
Table E: Cessna Citation CJ4 MACRS Depreciation Schedule 2019 Cessna Citation CJ4 - Private (Part 91) Full Retail Price - Million $9.655 1
Year
20.0%
Rate (%)
2
32.0%
3
19.2%
4
11.5%
5
11.5%
6
5.8%
Depreciation ($M)
$1.931
$3.090
$1.854
$1.112
$1.112
$0.556
Cum. Depreciation ($M)
$1.931
$5.021
$6.874
$7.987
$9.099
$9.655
$7.724
Depreciation Value ($M)
$4.634
$2.781
$1.668
$0.556
$0.000
2019 Cessna Citation CJ4 - Charter (Part 135) Full Retail Price - Million $9.655 Year
Rate (%)
1
14.3%
2
24.5%
3
17.5%
4
12.5%
5
8.9%
6
8.9%
7
8.9%
Depreciation ($M)
$1.380
$2.365
$1.689
$1.206
$0.862
$0.861
$0.862
Cum. Depreciation ($M)
$1.380
$3.744
$5.433
$6.639
$7.501
$8.362
$9.224
Depreciation Value ($M)
$8.275
$5.911
Source: B&CA
Cessna Citation CJ4
$4.222
$3.016
$2.154
$1.293
$0.431
8
4.5%
$0.431 $0.000 $9.655
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. Airc raft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a six-year recovery period. There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in any given year. The US enacted the 2017 Tax Cuts & Jobs Act into la w on December 22, 2017. Under the new Act, taxpayers may be able to deduct up to 100% of the cost of a new or pre-owned aircraft purchased after September 27, 2017 and placed in service before January 1, 2023. This 100% expensing provision is a huge bonus for aircraft owners and operators. After December 31, 2022 the Act decreases the percentage available each year by 20% to depreciate qualified business je ts until December 31, 2026. Table D (top, left) depicts an example of using the MACRS schedule for a 2019-model Pilatus PC-24 in private (Part 91) and charter (Part 135) operations over five- and sevenyear periods. Table E (left) depicts an example of using the MACRS schedule for a 2019-model Cessna Citation CJ4 in private (Part 91) and charter (Part 135) operations over five- and seven-year periods.
Asking Prices & Quantity
The one Pilatus PC-24 business jet available on the used aircraft market at the time of writing didn’t list an ask price. By comparison, 16 Cessna Citation CJ4s were for sale and eight showed asking prices ranging from $4.995m to $8.495m. While each serial number is unique, the Airframe Total Time (AFTT) and age/condition of an aircraft will cause great variation in the price of a specific aircraft – even between two aircraft from the same year of manufacture. The final negotiated price remains to be decided between the seller and buyer before the sale of an aircraft is completed.
PC-24 vs CJ4: Productivity Comparison
The points in Chart D (opposite) are centered on the Pilatus PC-24 and Cessna Citation CJ4. Pricing used in the vertical axis
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Chart D - Productivity Comparison
is as published in B&CA. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors:
Others may choose different parame ters, but serious business aircraft buyers are usually impressed with price, range, speed and cabin size. As of December 2019, the Pilatus PC24 had a higher price than a Citation CJ4 ($10.071m vs $9.655m), and the Citation CJ4 exhibits a lower hourly variable operating cost with a higher long-range cruise speed (377kts vs 358kts) and Available Payload with Full Fuel. Nevertheless, the Pilatus PC-24 offers a substantially bigger cabin volume, and longer range carrying with four passengers.
$14.0
Price (Millions)
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
$16.0 $12.0
Pilatus PC-24
Citation CJ4
$10.0 $8.0 $6.0 $4.0 $2.0 $0.0 0.000
0.100
0.200
Index
0.300
0.400
0.500
(Speed x Range x Cabin Volume / 1,000,000,000)
Pilatus PC-24
In Summary
Within the preceding paragraphs we have touched upon several of the attributes that business jet operators value. There are other qualities such as airport performance, terminal area performance and time to climb that might factor in a buying decision, however. Operators should weigh up their mission requirements p recisely when picking which option is the best for them. Ultimately, there is plenty for a prospective buyer to consider when deciding over which performance criteria is better suited to them in an aircraft. The Pilatus PC-24 is relatively new to the market and offers exceptional range, cabin volume, and landing distance compared to its competitors, however, the Citation CJ4 has been a popular aircraft for a long time now, for reasons made clear in this comparison. T Mike Chase’s analytical and consultancy services are highly valued within the Business Aviation industry. He is founder and president of Chase & Associates, and works closely with several respected sources to compile his unique Aircraft Comparative Analysis features. Contact Mike via mike@avbuyer.com
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Values Intro July.qxp_Finance 18/02/2020 15:36 Page 1
VALUES - LIGHT JETS
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Business Aircraft Values: Light Jets Where performance and value are dominant factors for a mission need, remember this: there’s nothing lightweight about the value and flexibility of the Entry-Level & Light Jets. s business jets increase in size from Entry-Level & Light jets to the low end of the Large Cabin models, six to eight seats generally remains the standard configuration across size-category lines. And while cabins increase in volume generally (enabling more productive workspace for those traveling longer distances), full-fuel payload doesn’t seem to grow proportionally in most cases. As jets get bigger and heavier their runway needs increase, with no appreciable gain in how many people or equipment can fly – and thus we touch upon the key advantages of the Entry-Level & Light jet category - the value and flexibility offered to those who typically fly shorter legs. Fully-fuelled, an Entry-Level or Light jet can often barely carry the typical passenger load of three persons, unless one or two of them doubles as a crew member. Nevertheless, with the average mission length below 750 miles and the nominal maximum-range of Light jets around 1,200 miles, the crew enjoys the option of flying lighter and saving fuel. Fueling for the mission with NBAA reserves allows larger cabin loads, making three or four - plus crew - possible. The time difference between Entry-Level & Light jets and Large jets to fly a typical 75 0nm mission is small (about 10 to 12 minutes, overall) and is not a large time-saving for costs that may be considerably higher for the larger aircraft. Further, beyond these speed-range-payload operational basics, the Light jet crew will have the option of far
A
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more airports, often closer, more convenient and less expensive than what’s needed for the Medium and Large jets. Thus, it’s hard to escape the hea vyweight value of the Entry-Level & Light jet. So what exactly is a Light jet? Today we consider a jet “light” when its MTOW falls between 10,000 and 20,000 pounds. About a decade ago the Light segment represented the bottom rung of the business jet ladder. That was before the Entry-Level Jets entered the market, differentiated by weights below almost everything ever built at less than 10,000 pounds.
Entry-Level & Light Jet Price Guide The following Entry-Level & Light Jets Retail Price Guide represents current average values published in The Aircraft Bluebook – Price Digest. The study spans a twenty year period, from 2000 through Winter 2019, and covers 34 models. Values reported are in US$m, with each reporting point representing the current average retail value published in the Bluebook by its correspon ding calendar year. For example, the Embraer Phenom 300 average value reported in the Winter 2019 edition of Bluebook shows $6.2 million for a 2013 model, $5.7 million for a 2012 model and so forth. Note: We have included 34 aircraft models in the following Light Jets average price guide, and for additional assistance, Conklin & de Decker’s Performance and Specifications data for these models can be referre d to, beginning on page 86.
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General Aviation March.qxp_Layout 1 17/02/2020 12:41 Page 1
Retail Values MARCH20.qxp_RPG 19/02/2020 09:27 Page 1
VALUES - LIGHT JETS
Entry Level & Light Jets: Average Retail Price Guide MODEL YEAR $
2019 US$M
2018 US$M
2017 US$M
2016 US$M
2015 US$M
2014 US$M
2013 US$M
2012 US$M
2011 US$M
2.1
2.0
1.9
4.3
4.0
3.6
3.2
2.9
2.6
5.8
5.6
2010 US$M
MODEL BEECHCRAFT PREMIER 1A BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR BOMBARDIER LEARJET 40
CESSNA CITATION XLS+ 560
12.5
9.5
8.5
8.0
7.5
7.0
6.6
6.1
5.9
5.6
5.3
5.0
CESSNA CITATION XLS 560 CESSNA CITATION ENCORE+ 560 CESSNA CITATION V ENCORE 560 CESSNA CITATION EXCEL 560-XL CESSNA CITATION BRAVO 550 CESSNA CITATION CJ4 525C
9.100
8.0
7.0
6.6
6.4
6.2
CESSNA CITATION CJ3+525C
7.7
7.0
6.5
6.1
5.9
5.8
CESSNA CITATION CJ3 525B
5.4
5.2
4.9
4.7
4.5
4.3
CESSNA CITATION CJ2+525A
4.4
4.2
4.0
3.8
3.6
3.5
3.1
2.9
2.7 2.8
2.6
1.6
1.5
CESSNA CITATION CJ2 525A CESSNA CITATION M2 525
4.3
3.9
3.7
3.3
CESSNA CITATION CJ1+525 CESSNA CITATION CJ1 525 CESSNA CITATION MUSTANG 510
CIRRUS VISION JET SF50
2.5
1.850
2.650
2.350
1.8
1.7
ECLIPSE 550
2.150
1.9
1.9
9.1
8.5 7.9
7.7
4.4
4.0
3.6
EMBRAER PHENOM 300 EMBRAER PHENOM 100EV EMBRAER PHENOM 100E
3.2
1.7
1.8
ECLIPSE 500
EMBRAER PHENOM 300E
1.8
7.5
7.1
6.7
3.0
2.7
2.5
EMBRAER PHENOM 100
1.7
1.5
1.4
--
6.2
5.7
5.4
5.2
2.2
2.1
1.9
1.7
HAWKER 400XP
1.8
HAWKER BEECHJET 400A HONDAJET HA-420
5.0
3.7
9.0
8.1
NEXTANT 400XTi
3.3
3.0 3.5
PILATUS PC-24
3.0
2.6
2.1
1.7
1.5
AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM
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Retail Values MARCH20.qxp_RPG 19/02/2020 09:29 Page 2
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What your money buys today
WINTER 2019 2009 US$M
2008 US$M
2007 US$M
2006 US$M
1.8
1.7
1.6
1.4 1.2
1.1
1.0
3.4
3.2
3.0
2.9
2.6
2.5
2.3
2.6
2.4
2.1
1.9
1.7
2.4
2.2
2.0
1.8
1.4
1.7
1.5
1.3
1.2
BOMBARDIER LEARJET 40
4.0
3.8
3.6
CESSNA CITATION XLS 560
2.6
2.4
2.2
1.650
1.550
5.4
5.3
4.8
4.7
4.2
3.5
3.2
2.9
2005 US$M
2004 US$M
2003 US$M
2002 US$M
2001 US$M
2000 US$M
MODEL YEAR $ MODEL BEECHCRAFT PREMIER 1A
0.9
0.8
BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR
1.6
1.5
1.4
BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR
CESSNA CITATION XLS+ 560
CESSNA CITATION ENCORE+ 560 1.9
1.8
1.7
1.5
CESSNA CITATION V ENCORE 560
3.1
2.9
2.8
2.7
2.5
CESSNA CITATION EXCEL 560-XL
1.450
1.350
1.250
1.150
1.050
CESSNA CITATION BRAVO 550 CESSNA CITATION CJ4 525C CESSNA CITATION CJ3+525C
4.1
3.9
3.5
3.4
3.3
3.3
3.1
2.9
2.7
2.6
2.6
2.5
3.2
CESSNA CITATION CJ3 525B CESSNA CITATION CJ2+525A
2.4
2.3
2.2
2.1
2.0
CESSNA CITATION CJ2 525A CESSNA CITATION M2 525
2.4
2.2
2.0
1.9
1.8 1.7
1.4
1.3
1.2
CESSNA CITATION CJ1+525 1.6
1.5
1.4
1.3
1.2
1.1
CESSNA CITATION CJ1 525 CESSNA CITATION MUSTANG 510
CIRRUS VISION JET SF50
ECLIPSE 550 --
1.0
0.9
0.7
ECLIPSE 500
EMBRAER PHENOM 300E 5.0
EMBRAER PHENOM 300 EMBRAER PHENOM 100EV EMBRAER PHENOM 100E
1.6
1.4
1.7
1.6
EMBRAER 100
1.5
1.4
1.3
1.2
HAWKER 400XP 1.1
1.050
1.0
0.950
HAWKER BEECHJET 400A HONDAJET HA-420 NEXTANT 400XTi PILATUS PC-24
AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM
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ACSpecs Intro MARCH20.qxp_AC Specs Intronov06 18/02/2020 16:44 Page 1
SPECIFICATIONS - LIGHT JETS
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Aircraft Performance & Specifications Light Jets
T
he AvBuyer Magazine Guide to Aircraft Performance and Technical Specification Data is updated by Conklin & de Decker on a regular basis. The Guide is much more comprehensive and informative, providing more aircraft types and models and including variable cost numbers for all models. This month’s category of aircraft - Light Jets – appears overleaf, to be followed by Turboprops next month. Please note that this data should be used as a guide only, and not as the basis on which buying decisions are taken. The data presents aircraft aged below 20 years of age only, but Conklin & de Decker provides details of older airplanes too. If there are any other ways in which we can improve the content or presentation of this information, please let us know.
Tel: +44 (0) 208 255 4000; Email: editorial@avbuyer.com © 2019 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com
Description of Cost Elements
The following describes the content of each cost element used in The Aircraft Cost Evaluator. There are no sales taxes included in these costs.
SPECIFICATIONS - GENERAL
Cabin Dimensions: Cabin Height, Width, and Length are based on a completed interior. On “cabin-class” aircraft, the length is measured from the cockpit divider to the aft pressure bulkhead (or aft cabin bulkhead if unpressurized). For small cabin aircraft, the distance is from the cockpit firewall to the aft bulkhead. Height and width are the maximum within that cabin space. Cabin Volume is the interior volume, with headliner in place, without chairs or other furnishings.
•
Maximum Payload is the maximum zero fuel weight minus the basic operating weight.
Performance Range: • Ferry Range - is the maximum IFR range of the aircraft with the maximum fuel on board and no passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft.
Seats Executive: This is the typical crew and passenger seating commonly used on the aircraft. This is not the maximum certificated seats of the aircraft. These numbers may vary for different operations (Corporate, Commercial, EMS, etc.).
Cruise Speed: (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise.
Weights: • Maximum Take-Off Weight is specified during aircraft certification.
Engines: The number of engines, manufacturer and model are shown.
86 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
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GJCP 24225 - AvBuyer - March 2020.indd 1
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SpecificationsC.qxp_PerfspecDecember06 18/02/2020 16:45 Page 1
NUMBER OF ENGINES
285
6
12500
1435
850
461
2
FJ44-2A
BEECHCRAFT PREMIER IA
5.4
5.5
13.6
285
6
12500
1400
850
454
2
FJ44-2A
BEECHCRAFT BEECHJET 400A
4.8
4.9
15.6
305
7
16100
2085
1180
458
2
JT15D-5
BEECHCRAFT HAWKER 400XP
4.75
4.92
15.5
305
8
16300
2015
1180
450
2
JT15D-5R
BEECHCRAFT HAWKER 400XPR
4.75
4.92
15.5
305
8
16300
2100
1313
447
2
FJ44-4A-32
BOMBARDIER LEARJET 40
4.92
5.12
17.67
369
6
20350
2282
1573
465
2
TFE 731-20AR
BOMBARDIER LEARJET 40XR
4.92
5.12
17.67
369
6
21000
2051
1778
465
2
TFE 731-20BR
BOMBARDIER LEARJET 45
4.92
5.12
19.75
415
8
20500
2110
1423
465
2
TFE 731-20AR
BOMBARDIER LEARJET 45XR
4.92
5.12
19.75
415
8
21500
1875
1685
465
2
TFE 731-20BR
CESSNA CITATION MUSTANG
4.5
4.58
9.8
163
4
8645
1200
718
340
2
PW615F
CESSNA CITATION M2
4.75
4.83
11
201
6
10700
1400
694
404
2
FJ44-1AP
CESSNA CITATION BRAVO
4.7
4.8
15.75
292
7
14800
1925
1290
405
2
PW530A
CESSNA CITATION ENCORE
4.75
4.83
17.33
314
7
16630
2075
1410
430
2
PW535A
CESSNA CITATION ENCORE+
4.75
4.83
17.33
314
7
16830
2390
1494
430
2
PW535B
CESSNA CITATION CJ1
4.75
4.83
11
201
5
10600
1350
775
381
2
FJ44-1A
CESSNA CITATION CJ1+
4.75
4.83
11
201
5
10700
1365
895
389
2
FJ44-1AP
CESSNA CITATION CJ2
4.75
4.83
13.58
248
6
12375
1400
1075
413
2
FJ44-2C
ENGINE MODEL
MAX SPEED (ktas)
13.6
FERRY RANGE-nm (NBAA IFR FUEL RESERVES)
5.5
MAX PAYLOAD (lbs)
CABIN VOLUME (Cuft)
5.4
MAX TAKEOFF (lbs)
CABIN LENGTH (ft)
BEECHCRAFT PREMIER I
PASS SEATS TYPICAL
CABIN WIDTH (ft)
AVBUYER.com
CABIN HEIGHT (ft)
SPECIFICATIONS - LIGHT JETS

Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.
88 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
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SpecificationsC.qxp_PerfspecDecember06 18/02/2020 16:45 Page 2
12500
1720
1194
413
2
FJ44-3A-24
CESSNA CITATION CJ3
4.75
4.83
15.67
286
6
13870
1925
1374
417
2
FJ44-3A
CESSNA CITATION CJ3+
4.75
4.83
15.67
286
6
13870
1925
1374
417
2
FJ44-3A
CESSNA CITATION CJ4
4.75
4.83
17.3
293
7
17110
2150
1667
454
2
FJ44-4A
CIRRUS VISION SF50
4.07
5.08
11.48
170
4
6000
1200
796
300
1
FJ33-5A
EMBRAER PHENOM 100
4.92
5.08
11
212
5
10472
1312
915
390
2
PW617F-E
EMBRAER PHENOM 100E
4.94
5.08
11
212
5
10582
1334
917
390
2
PW617F-E
EMBRAER PHENOM 100EV
4.94
5.08
11
212
5
10582
1334
1178
406
2
PW617F1-E
EMBRAER PHENOM 300
4.92
5.08
17.17
324
7
17968
2216
1811
444
2
PW535E
EMBRAER PHENOM 300E
4.92
5.08
17.17
324
7
17968
2216
1811
444
2
PW535E
HONDA AIRCRAFT HA-420 HONDAJET
4.8
5
12.1
-
5
10600
1521
792
422
2
HF120
NEXTANT AEROSPACE 400XT
4.75
4.92
15.5
305
7
16300
2469
1852
471
2
FJ44-3AP
NEXTANT AEROSPACE 400XTi
4.75
4.92
15.5
305
7
16300
2050
1527
460
2
FJ44-3AP
ONE AVIATION ECLIPSE 500
4.16
4.66
7.6
109
3
6000
1088
574
371
2
PW610F-A
ONE AVIATION TOTAL ECLIPSE 500
4.16
4.66
7.6
109
3
6000
1088
574
371
2
PW610F-A
ONE AVIATION ECLIPSE 550
4.16
4.66
7.6
109
3
6000
1088
574
371
2
PW610F-A
PILATUS PC-24
5.08
5.58
23
501
6
17968
2522
1525
440
2
FJ44-4A
ENGINE MODEL
NUMBER OF ENGINES
6
MAX SPEED (ktas)
248
FERRY RANGE-nm
13.58
(NBAA IFR FUEL RESERVES)
4.83
MAX PAYLOAD (lbs)
CABIN VOLUME (Cuft)
4.75
MAX TAKEOFF (lbs)
CABIN LENGTH (ft)
CESSNA CITATION CJ2+
PASS SEATS TYPICAL
CABIN WIDTH (ft)
AVBUYER.com
CABIN HEIGHT (ft)
SPECIFICATIONS - LIGHT JETS
Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.
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T
Aircraft we built. Expertise you trust.
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4/11/19 1:07 PM
Client: Textron Aviation Ad Title: We Sell More Pre-Owned Publication: AvBuyer Trim: 8.0625” x 10.625” Bleed: 8.19” x 10.748”
AVIONICS.qxp_Layout 1 18/02/2020 16:32 Page 1
ACTIONABLE INTELLIGENCE FOR AVIONICS
INCLUDING... Avionics Upgrades: Integrated or Individual Solutions? What’s Next for BizAv Cockpit Technology? How to Tell if Your Avionics are Obsolete
AVIONICS SPECIAL
Sky Aviation Holdings March.qxp_Empyrean 17/02/2020 12:45 Page 1
2001 LEAR 60 -230
Airframe TT: 4629.8 Landings: 3655 • Corporate Pedigree Aircraft • Engines on ESP GOLD – Overhauled Less than 140 Hours Ago! • Beautiful Updated Interior • L3 Avanace Wi-Fi • 3 Rotor Brake Mod • LED Cabin Lighting • Turn Key Aircraft • CASP Avionics Warranty Engines ON ESP GOLD 1 2 TSN: 7313.9 7313.9 CSN: 4388 4388 TSOH: 128 128 Avionics CollinsProLine4Flight Control System ADF: Collins ADF-462 Autopilot: Dual Collins FCC-850A Comm’s: Dual Collins VHF-422C w/8.33 Spacing CVR: Universal 30B DME: Dual Collins DME-442 Flight Phone: MagnaStarC-2000 Digital w/Dual Handsets ADS-B WAAS/LPV Additional Equipment • Airshow 400 Cabin Entertainment • 10.4” Cabin Monitor • Collins DAU-650 Data Acquisition Units • J.E.T. 3-inch Standby Altitude Gyro & Power Supply • Exterior Locking Package • Electronically Heated Baggage Interior Delivered withRefreshed Interior 2019 • Executive 8 Passenger FireblockedFloorplan 2 M60-2 • Delivered with Refreshed Cream Leather Seating, New Lower Side Panels, New Carpeting, New Headliner, New Plating, & LED Lighting • High-Gloss BubingaWood Veneer Package Exterior Delivered with Refreshed Paint 2019 • Matterhorn White with Updated Silver & Black Accent Stripes
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AVIONICS
Avionics Upgrades: Integrated or Individual Solutions? If your flight deck is looking a little tired, or lacks the necessary capability for your operations, it’s probably time for an upgrade. Should you choose an OEM’s integrated panel solution, or mixand-match the individual components? Dave Higdon discusses…
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Dave Higdon is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 36 years. Contact him via Dave@avbuyer.com
ntegrated flight panel upgrade solutions are coordinated avionics collections that are assembled box-by-box from the OEMs’ branded components. These give pilots a matched-set communication and navigation system upgrade. Although popular, some operators choose a different path to upgrade their flight panel, instead seeking the best of each individual component they require. They select instruments from vari ous manufacturers. What are the benefits of each path, and why do they appeal to those who choose them? We’ll examine the case for each below.
I
Integrated Avionics Upgrades
Since the advent of integrated avionics, stacks such as Avidyne’s Release 9, BendixKing’s AeroVue, Collins’ ProLine family, Garmin’s G1000, G3000 and G5000) and Honeywell's Primus have become standard fare in all manner of aircraft. Recent data show that while integrated packages dominate in new airplane panels, they do also hold a strong position in retrofit installations. But they remain relatively new compared to component packages made up of individual radios matched in panel appearance and in terms of compatibility. When you recognize that today's panels offer features far more advanced than what was available 20 and 30 years ago, and come with simplified installation, maintenance and operations processes, it’s easy to see their attraction in today’s market. Opting for the advantages of retrofitting an integrated panel does, however, lock the operator into the maintenance and software support of the OEM. But that support will be tailored to a wide variety of operators around the world – and the higher the number of operators utilizing the integrated solution, the greater the incentive for the OEM to continue to mount a product-support effort that can carry dual benefits. Among those benefits, customers share their ideas for improving the integrated avionics package and, with the OEM integrating as many suggested improvements as possible, the prospects for the next version of the package are buoyed.
www.AVBUYER.com
Individual Component Avionics Upgrades
An integrated avionics stack retrofit holds less appeal for other pilots and aircraft owners, though, and the reasons vary. One major reason is the investment required to install most integrated packages (six figures for a new-fit installation, five figures for some of the available retrofit options). Instead, for many older aircraft, individual avionics components are available to deliver the desired ca pability gains. Thus, selecting individual components allows the operator to pick and choose what best fits the panel and meets their need, generally for less investment. Where some of the earliest GPS navigators installed in aircraft aged 20 years or older offer limited instrument-flying capabilities (generally, en route and terminal – non-precision approach capabilities came to second generation navigat ors). Today, the state-of-the-art in GPS navigators use satellite signals enhanced by WAAS. So, when the operator is still satisfied with most of the panel, later-model VHF communication and navigation radios, options exist to add glass components, including satellite weather avoidance hardware and WAAS GPS navigation. Not only is WAAS GPS an integral component for the function of ADS-B, it also brings new capabilities in the form of new satellite-based precision-approach capabilities and more accurate, more stable nonprecision approach capabilities.
Who Does Each Upgrade Type Suit Best?
Which approach best suits an operator will depend on a combination of factors, including: • • • • •
What's installed in the panel now? How old is the aircraft? What’s the budget for the avionics upgrade? How long does the operator plan to keep the aircraft? Does the operator need to improve aircraft utility?
So, what should guide an individual operator into picking the right route for their needs? Essentially, there are three factors that govern the process of
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“With the integrated avionics system approach, the operator can be assured everything is already proven to be compatible, and installation should be shorter and easier.” selecting between updating individual components versus updating to an integrated avionics package. These are: 1) 2)
3)
Availability: If there is an integrated avionics system available and approved for the aircraft, either option is viable. Read on… Aircraft Replacement Plans: If you intend to keep the aircraft long enough to warrant the investment in an integrated avionics stack, either option remains viabl e. Read on… Budget: If the equation between upgrade costs and residual value satisfy you, there’s only personal preference to decide. Either option remains viable.
Choosing Between the Two Paths…
Consider the dilemma of an operator unable to decide either way… If you’re one such operator, it’s important to know what improvements you seek, ultimately. For example, improvements available from installing a glass cockpit add full-color multifunction displays (MFDs) with maps to the older cockpit, along with traffic and graphical weather, digital 96 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
primary flight displays (PFDs) with six instruments and navigation indicators co-located on a single, centrally mounted display, with solid-state reliability and no spinning-mass gyro instruments can all be available. These improvements can be gained with either appro ach to panel upgrades. Taking the component process, the operator can tailor the installation to specific preferences, look and fit. With the integrated avionics system approach, the operator can be assured everything is already proven to be compatible, and installation should be shorter and easier. It may prove too much of an upgrade for other operators who only need to improve some of those capabilities in their cockpits. Operators already flying an aircraft equipped with an integrated stack should also inquire into the prospects of a follow-on, upgraded version (like Garmin gave thousands of G1000 users with the launch of the G1000 NXi package). Overall, the most cost effective, easier to install upgrade with enough improvements to keep operators consulting the owners’ manual for a long time to come wil l usually settle which path to take, usually based on an operator’s unique circumstances and requirements… ❙ www.AVBUYER.com
The Private Jet Company February.qxp_Layout 1 20/01/2020 12:05 Page 1
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Avionics 2.qxp_Finance 18/02/2020 11:29 Page 1
AVIONICS
The Pilot’s View: Human Factors & Safety in Avionics 98 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
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With a focused approach on global excellence and creativity, Andre Fodor has managed flight operations for the U.N. and Flight Options as well as being a senior demonstration pilot and instructor for Embraer Aircraft. He is the Aviation Director for his current employer.
Have avionics become so sophisticated that human factors don’t matter? How is the role of the pilot changing regarding best safety practices and eliminating human error in an increasingly simplified, digital cockpit? Andre Fodor shares insights… nnual recurrent training is an opportunity to recycle knowledge and skills. An annual review of systems dusts away cobwebs that may have settled over the previous twelve months. More importantly, it serves as a reminder that what’s happening ‘automagically’ behind the instrument panel is dependent on highly advanced aircraft systems and technology. While simulators give pilots the opportunity to toggle switches that otherwise gather dust thanks to the automation and high reliability of today’s cockpit, recurrent training also serves as a priceless opportunity to connect with other pilots and to hear of emerging trends and reallife lessons. Truth be told, it’s hardly surprising that most of these exchanges include mishaps that result from an over-reliance on technology and automation in today’s cockpit. One colleague who flies an older jet relayed a story of the time his crew was on a routine climb to the higher flight levels. The aircraft was hand-flown before the autopilot was engaged at 18,000ft. At that point the crew shifted their focus from scanning the primary instruments to discussing an upcoming trip. A few minutes into their conversation, they were surprised to see the aircraft’s stall warning system activate. Although they responded correctly and regained positive control of the airplane before they reached the stall envelope, to their surprise the autopilot had never captured, and they never procedurally confirmed autopilot engagement. This was a clear violation of procedure and could have yielded a bad outcome. The story
A
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also serves to highlight the continued importance of understanding how human factors affect the interface between man and machine. All phases of flight must be considered critical, regardless of how automated the cockpit seems. By developing SOPs (Standard Operational Procedures) that cover the transition of flight states, the levels of automation, and enhancing awareness during different flight phases, you will help enforce a solid interface between pilot and automation. In today’s highly automated and advanced cockpits, we must be vigilant, and be aware of how easily we can disconnect and be distracted from the business of flying the aircraft. It’s also imperative to understand what the aircraft will do when we engage systems. During an LPV/WAAS approach, for example, what are the annunciations that we should expect to see and hear outside the final approach fix, once the glideslope is intercepted? And, if a system malfunctions, or fails to behave as expected, what actions should be taken (either manually or automatically) to correct or abandon the approach?
Avionics & Automation: Staying in the Loop
During a conference held by one major business jet OEM, the concept of ‘Deviation from Normal’ was discussed, and the theme included how much the machine should attempt to manage system malfunctions before sharing with the crew that something is wrong. With monumental computing power already available in the cockpit, and artificial
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intelligence algorithms emerging that will far outperform human performance, how should pilots be kept in the loop to manage the processes and systems? This technology could deliver ‘Deviation from Normal’ information as workload permits. For example, does a pilot really need to know that the airplane’s automation sensed a pressurization fault that it can easily correct during a critical approach phase of the flight? Or should the logic manage the fault and tell the pilot what happened after they have landed? It is important for the industry to be thinking about the best ways to strengthen appropriate human interface in the cockpit – particularly today where it’s possible to cross the Atlantic with barely a word spoken on the radio; with redundant triple navigational systems; and with a flight plan constantly uplinked to ATC. The aircraft I fly will autotune the ILS frequency and set the inbound course autonomously. It will also load the Missed Approach Procedure (MAP) and, if I press the correct buttons, it will fly the approach and the MAP without my intervention. Of course, there are steps that I can be taking to make a conscious effort to stay interfaced with the machine. For example, I still set the localizer
frequency, the inbound course and minimums manually on the pre-selects. I do so during a complete briefing that includes reviewing the FMS route page to make sure the guidance looks correct. With the potential gross navigational errors reduced to a minimum through automation, however, what are the new risks? As highlighted in our previous example, having a distracted crew with very little to do during a seven-hour international crossing poses a whole new set of challenges.
In Summary…
Though I don’t have the room or all the answers to describe the ways to strengthen and solidify the safe use of modern cockpit technology, what is clear is that a sterile cockpit environment, with reduced distraction and focused awareness, is essential. This will be helped through developing solid procedures that keep us ‘in the loop’ and in charge while technology supports us in our job of flying airplanes with more accuracy and efficiency. Regardless of the avionics, we must always remember who the Pilot in Command is, and act accordingly… ❙
Understand Business Aircraft Avionics - with AvBuyer 100 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
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Wright Brothers March.qxp_Empyrean 17/02/2020 12:48 Page 1
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What’s Next for BizAv Cockpit Technology?
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Chris Kjelgaard has been an aviation journalist for 40 years, with a particular expertise on aircraft maintenance. He has served as editor of ten print and online titles and written extensively on many aspects of aviation. He also copy-edits most major documents published by a global aviation industry trade association.
Now that ADS-B Out is here, what’s next for Business Aviation cockpit technology? Chris Kjelgaard speaks to various industry experts to find out what’s likely to be the focus for cockpit avionics OEMs in the coming months… n various parts of the world, mandatory equipage for ADS-B Out is either complete, or soon will be. But that doesn’t mean the ADS-B saga is nearly over as it pertains to likely advances in Business Aviation flight deck technology. In fact, the aviation world may yet be nearer the beginning of the ADS-B revolution than the end. The implications of that for business aircraft operations may be far-reaching. For example, the aviation industry is only just waking up to the fact that the economic use case for the other major aspect of ADS-B technology – ADS-B In – has potentially received a massive boost as a result of mandatory ADS-B Out equipage. That’s according to Darin Underwood and Matt Carrico, respectively principal engineer for Proline Fusion avionics and senior fellow in business and regional aircraft avionics in Collins Aerospace’s Avionics business unit.
I
ADS-B Out – The Next Big Thing?
Potentially the biggest benefit conferred by ADS-B In is that a fully equipped ADS-B Out operating environment gives pilots additional situational awareness regarding the positions and intents of other air traffic in the vicinity of their aircraft, whether that traffic is in the air or on the ground at airports. For many years, operators resisting installing ADS-B In transponders on their flight-decks, argued that the technology made little economic and operational sense if every aircraft was not fitted with the ADS-B Out broadcasting technology required for ADS-B In to be effective. Thus, airworthiness authorities worldwide decided only to make ADS-B Out equipage mandatory, as a major first step in improving the safety and efficiency of air traffic management.
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But the situation is changing… While ADS-B In equipage still isn’t mandatory, “We’re hearing from operators that TIS [Traffic Information Services] has traffic awareness benefits,” said Carrico. “Now that everybody is equipped [with ADS-B Out], that will shift the conversation. There will be a sea-change in the conversation around ADS-B In, and I suspect this will be the decade when, as an industry, we will prove those applications which have most benefit in terms of operational credit—which will probably be [provided] in terms of reduced separations” for ADS-B In-equipped aircraft. That will allow such aircraft to fly more efficient flight profiles and routings and—with the participation of Air Navigation Service Providers (ANSPs) in providing synthesized TIS information of aircraft positions and intent to ADS-B In transponders and nav/comms units— allow aircraft to fly assisted visual approaches and to maintain reduced separation minima during en route flying. The latter benefit is already becoming available for aircraft flying across the Atlantic using the North Atlantic Track System. The UK’s ANSP NATS and Canada’s ANSP Nav Canada—each now using Aireon’s spacebased ADS-B air traffic management surveillance system to surveil all airspace actively in the busy Shanwick and Gander flight information regions, which together handle more than 80% of all transatlantic traffic—are working to reduce lateral separations of aircraft down from yesteryear’s 50nm to today’s 30nm, and eventually to 15nm. That will massively increase the number of transatlantic flights able to use the airspace at any given time and each day it will allow hundreds of transport and business aircraft to fly much more efficient transatlantic routings.
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“In instrument flight conditions, SVS shows pilots computer-generated, 3D imagery of the terrain ahead of the aircraft...” While it’s possible that ADS-B In units might initially be installed more often in new business aircraft rather than those already in operation, the fact that all business aircraft operating in many of the world’s busiest aviation environments have to have ADS-B Out capability installed within the next year means that existing aircraft can make just as much use of ADS-B In’s situational awareness-improving and safetyimproving capabilities as new aircraft. Operators will be able to gain just as much operational credit, which pilots will convert directly into flying those aircraft more efficiently in terms of distance flown, time saved, fuel burned, and carbon emissions saved.
CPDLC Developments
Another new flight-deck technology beginning to show benefits is direct text messaging of ATC instructions to aircraft flight-decks using ControllerPilot DataLink Communications (CPDLC). This technology does away with the problems caused by missed clearances resulting from voice frequency congestion and by pilot read-back errors. Instead, pilots can now confirm receipt of textmessaged clearances and instructions from controllers merely by pushing a button and then—in modern digital flight-decks—they can input those messages directly into the flight management system, which then complies with the ATC instructions. By removing the voice element from the equation, CPDLC saves pilots and their passengers time and fuel 104 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
spent waiting for clearances and routing instructions, and further reduces carbon emissions. “It complements what we [as an industry] have done with Link 2000 and FANS service on oceanic aircraft,” for en route flying in Europe and inside the US, notes Creighton Scarpone, director of airlines and business aviation sales, Garmin International. “We will see [CPDLC technology] filter to more of the smaller turbine airplanes” in due course.
SVS & EVS Evolution
A third category of emerging flight-deck technologies (not exactly new, but evolving fast and through weight and size reduction and avionics integration becoming widely available for smaller business jets and turboprops, too) are the improved capabilities provided by synthetic vision systems (SVS), enhanced vision systems (EVS) and a combination of the two as combined vision systems (CVS). Originally SVS and EVS were intended to improve situational awareness for pilots, according to Mike Ingram, vice president and general manager of cockpit systems, Honeywell Aerospace. In instrument flight conditions, SVS shows pilots computer-generated, 3D imagery of the terrain ahead of the aircraft, including the locations and orientation of the runway or taxiway ahead. Usually this is projected on the head-up displays (HUDs). This capability is being enhanced by new waveguide technologies developed by the major avionics OEMs, allowing HUD projectors to be smaller, lighter and take
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“Several other major technological advancements are also beginning to make their presences felt in business aircraft...” up less cockpit space. EVS provides a similar function, but instead of displaying computer-generated imagery it shows a real-time view as seen by infra-red cameras, which can penetrate low cloud and fog to show the terrain ahead. CVS combines the two technologies to offer further-improved situational awareness, with moving maps of airport layouts, taxiway guidance and other views. While very effective too ls, SVS and EVS are increasingly being recognized by regulators as offering operational credit, particularly in reducing decisionheight minima during landing approaches. New regulations are authorizing up to a 100ft reduction in the minimum decision height from 200ft to 100ft for instrument approaches for EVS, while regulators are working toward offering a 50ft decision-height reduction (to 150ft) for SVS, according to Ingram. Regulators are also working to offer a 100ft decision height with CVS, “which gets you to that all-weather operation” which saves time and fuel—by not having to divert to an alternate airport when the cloud ceiling is below 200ft, notes Collins Aerospace’s Underwood. SVS is now available “for every software load on new business jets,” says Ingram. “Some [systems] are still additional options, but the purchase rate is very high. It’s making its way into the older fleet too,” through cockpit upgrade programs such as Honeywell’s Primus Elite, Collins Aerospace’s Pro Line 21 and Garmin’s G600TXi and G700TXi digital flightdeck lines for retrofit to business aircraft. SVS is now almost ubiquitous in new business jets 106 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
and is affordable both for new business turboprops and for retrofit into used jets and turboprops with enough flight-deck computer power to handle the processing SVS requires, according to Honeywell’s Ingram. EVS and HUDs are also becoming common in new business jets and may well become affordable for mainstream business turboprops, adds Garmin’s Scarpone. However, he adds, EVS and HUDs are unlikely soon to reach price points where they will make economic sense for any aircraft smaller than King Airs or TBMs. Likewise, CVS (only now being introduced into larger business jets) is likely to remain beyond the economic reach of owners of smaller business aircraft for the foreseeable future.
In Summary…
Several other major technological advancements are also beginning to make their presences felt in business aircraft, including touchscreen navigation controllers or direct forward touch, connected weather (synthesizing the broadcast output of every digital weather radar in a fleet of aircraft and rebroadcasting the total weather picture to every aircraft); two-way, cyber-secure WiFi connectivity between touchscreen electronic flight bags and integrated avionics; and voice control of flightdeck functionality. We’ll look more closely at these and other developments in a follow-on article. Stay tuned… ❙ www.AVBUYER.com
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What’s the Latest on Enhanced Flight Vision? They’re the most significant developmental change to navigation into airports since 1929, when the Instrument Landing System (ILS) was first introduced for testing. What is the current status of Enhanced Flight Vision Systems (EFVS)? Ken Elliott reviews…
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FIGURES A & B: The building blocks of Enhanced Flight Vision Systems (EFVS) and how they are evolving
1990s
Early 2000s
Aircraft Display Data
Aircraft Display Data
Head Up Display with FPV*
Optional 2nd HUD
Enhanced Vision System
Aircraft Reference Data
The addition of Infrared based EVS allowed for limited operational credit
Today Aircraft Display Data
Combined Vision System
Multi Spectral System
Tomorrow Head Down Displays with FPV*
Synthetic Vision System
Aircraft Display Data
Head Up Display with FPV*
Optional 2nd HUD
Combined Vision System
Head Up Display with FPV*
Aircraft Reference Data
Optional Head Worn Display
Multi Spectral System
Enhanced Aircraft Reference Data
The addition of SVS and Multi-Spectral Sensors has allowed for greater flight credit
he significance of EFVS in terms of its capability, reliability and overall benefit to a flight department cannot be overstated. Several years ago, as EFVS was maturing, only those closely involved with it could sing its praises. Now, as mainstream manufacturers compete with EFVS products, industry experts are coming around to an appreciation of its significance.
T
What is EFVS?
There has always been confusion and misunderstanding around the long-winded product title of EFVS. The Europeans do not include the ‘F’, referring to the technology as EVS. EFVS originated out of the FAA and its evolutionary approval process for different airport navigation landing and take-off requirements. For anyone who installed an Enhanced Vision Camera, there is only the benefit of situational awareness and operators may not take any form of www.AVBUYER.com
Optional 2nd HUD
Aircraft Reference Data
*FPV - The FPV represents the lateral and vertical inertial path as a trajectoy of the airplane, with respect to the ground. It results from instantaneous flight profile data, especially from the aircraft’s inertial reference systems, and is a valuable guidance tool for the pilot.
Synthetic Vision System
Head Up Display with FPV*
Passive Millimeter Wave Sensor
Head Down Displays with FPV*
...and/or Head Worn Displays
The focus is on finding ways to reduce costs and standardize on smaller aircraft, by dealing with heads up viewing, while increasing capability by adding MMW
credit with respect to flying rules. Equally, through the installation of a Head-Up Display (HUD) alone a flight crew can only receive limited credit for a few approach types into specified airport runways. Simply by combining an EVS with a HUD, you will also not cross the crucial threshold of claiming to be ‘EFVS Equipped’. That’s because both the HUD and EVS must both meet well-documented minimum performance standards. These standards require the married EVS-HUD combination be certified as a system, onboard each aircraft type. This is significant. Who is going to go through all that trouble to certify EFVS on only a few aircraft, or on legacy aircraft that have a lower resale value? Today, offering EFVS is at the exclusive discretion of the aircraft manufacturers who can control the process. Ultimately, EFVS is an advanced aircraft landing, take-off and taxi system that requires the integration of a very special EVS camera and HUD, certified on specific aircraft models. The ability to obtain flight
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FIGURE C: How the traditional Enhanced Flight Vision System (EFVS) operates, using FAR Part 91.175 rules, where a final landing decision is required at 100ft 'Height Above the Terrain' (HAT)
‘Height Above the Terrain (HAT)
Courtesy of FAA
FIGURE D: How Enhanced Flight Vision Systems (EFVS) are intended to operate as new systems mature. For corporate aircraft they will already be y p y will already be enabled enabled by the proactive and finalized Part 91.176 rules by the
proactive and finalized Part 91.176 rules
Courtesy of FAA
credit also relies on the operational approval of the crew and requires recurrent training. The model of aircraft must also have a compatible avionics suite. EVS cameras may now come in the Multispectral variety, where live video is available across multiple frequency bands. If someone informs you the camera operates on infrared, that could be old news. Infrared cameras are how this all began, but now things are different…
How Does EFVS Work?
Because it is a vision-based system, EFVS is likely to be of significant assistance to the pilot when there is poor visibility around an airport. Apart from through smoke, visibility is mostly a component effect of weather. For example, as our weather warms up, a reality whatever the cause, there will likely be more fog around. Think of those days when the rain has departed and warm air hangs around, especially early in the morning. With an ability to see comes the ability to land, to take off and to taxi. It’s necessary to see enough runway and taxi-way surface in relation to your forward motion and dynamic direction of flight to make 112 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
informative decisions in advance of your next intention. If you can reliably and consistently see, by whatever means, you have a good chance of executing your intended flight, from start to finish. Therein lies navigation’s Holy Grail. All of today’s electronic guidance technology means nothing if you cannot fully execute the flight. Worse is being unable to determine the flight’s most likely outcome prior to take-off because you have no idea what the visibility situation will be. EFVS sees through rain, fog and cloud, whereas traditional infrared-only systems couldn’t penetrate cloud. Admittedly the detection of severe weather (i.e. wind shear, lightning, turbulence, hurricanes and tornados) are not overcome by installing modern EFVS. But in themselves, they are mostly predictable through using modern weather radar and on-board live weather monitoring. The timing and precise location of poor visibility is a tougher proposition to predict ahead of dispatching a flight. The essence of EFVS is the combined sensor output from the camera(s), acting like the human eye in real time. It is also the simple genius of the Flight Path Vector (FPV) command from the HUD that is informed
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AVBUYER.com TABLE A: Some Current EFVS Options (or Standard Fit) Found in Business Aircraft AIRCRAFT OEM
BRANDED EFVS
NOTES
Gulfstream
Gulfstream EFVS
Some with touchdown & rollout approval (91.176)
Bombardier
BEVS, Collins CVS, Vision Cockpit
Existing with 91.175. Focus on combining EVS with SVS (91.176)
Dassault
FalconEye Combined Vision System
Certified to operate to 100’ HAT using multispectral cameras (91.175)
Embraer
Collins Aerospace HGS 3500 & EVS 3000
Legacy 450/500, Certified to operate to 100’ HAT, using HUD and EVS (91.175)
Textron
Garmin HUD GHD 2100 and EVS
On the Citation Longitude
by several aircraft avionics systems and guides the pilot to land. However, the pilot flying, or using the HUD, is always in control, hand-flying as necessary. A working EFVS, relies on seeing the runway approach and threshold lighting, runway surface & markings, runway lighting, taxi lights and taxi-way surface and signage, depending upon the phase of flight and approval basis of the system. For example, new sensors that can reliably see the runway surface, during intense poor visibility, can use that visual cue as a means of credit to continue an approach or to takeoff. Note, take-off requirements vary by the operational category of the aircraft. So, an EFVS works by providing the pilot with a reliable and consistent view of the necessary visual cues within an airport environment, to enable the execution of the phase of flight intended. Because of the critical nature of flight phase being executed, the visual cues must be presented on a HUD and the pilot must be able to follow the FPV command.
Is EFVS Available to all Aircraft?
Being complex, aircraft model specific, and approved as a crew operational system, EFVS is not likely to be found aboard all aircraft. However, the last several years have brought profound changes in the technology being offered in favor of smaller or more budget-constrained aircraft. HUDs are found in different locations than overhead, for example, as head worn, removing the constraints of pilot head clearance and dealing with design eye-point considerations. Cameras are more like advanced sensors but use cost-effective technology innovations. These combine sensor outputs, allowing the strengths of each sensor to be leveraged, while the weakness of each becomes superfluous by the different strengths combining, to see visual cues in any poor visibility condition. As solutions for EFVS are created by individual aircraft manufacturers and promoted as avionics options, it is for the aircraft builder to determine its availability on each model it produces. The EFVS must seamlessly integrate into the primary avionics suite and feel as natural as any other avionics system to operate. 114 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
An EFVS installation includes ergonomic considerations with respect to HUD operation and EVS control. The HUD must display all the data a pilot needs to ‘continue a landing to touchdown’ (for example), the same as if the pilot was flying head-down/head-out. So, it is a big decision for an aircraft builder to offer EFVS, but more and more want to do it. By and large, if the aircraft is a Medium to Large business jet, look for a Combined Vision System (CVS) offering. Do not be afraid to ask re. Light Jets. As Size, Weight, Power and Cost (SWAPc) comes down it will be more attractive for Light Jet manufacturers to consider offering EFVS in their cockpits.
Update Notes
HUDs and EFVS are becoming desirable, and in some cases required for international operations. If you have plans to operate in China, for example, review the requirements for HUDs and EFVS. In October 2019, SAAB along with Vu Systems announced the introduction of a new HUD and EFVS: Vu Systems has successfully developed a unique sensing camera that ‘sees’ in all visibility conditions presenting a clear view of the airport surfaces at a sufficient distance to enable the pilot flying to see the required visual cues and, if approved, continue to land. The camera uses passive millimeter-wave technology. Millimeter-wave technology has been around for a while but only as an active system, not as a reliable and practical passive system. The active system, performing similarly to a radar, has been impractical mostly because of physical size and weight (SWAPc). Perhaps, as the millimeter-wave camera commences its integration with other multi-spectral sensors, the navigational Holy Grail may be discovered! ❙ Ken Elliott is a veteran with 52 years of aviation experience focused on avionics, in General and Business Aviation. Having a broad understanding after working in several countries on many aircraft types and avionics system, he has contributed to several work groups and committees, including for NextGen, Airport Lighting, Human Factors, Unmanned Aircraft and Low Vision Technology. In retirement, he is st riving to give back the knowledge gained with an eye on aviation’s future direction.
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How to Tell if Your Avionics are Obsolete What are the subtle signs your existing cockpit avionics are becoming obsolete? How should you act when you notice a need to refresh your flight panel? Rebecca Applegarth asks the industry experts…
Rebecca Applegarth is an Aviation Journalist on the AvBuyer team.
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hether your aircraft is decades old or only a few years off the production line, keeping its avionics up to date (from software updates through to a full panel retrofit) is an important part of maintaining optimal efficiency. But what are the telltale signs to look out for, regarding your avionics becoming obsolete? How can you tell the time might be right to update? While budget is an important factor in an upgrade decision, the need to update avionics will also depend on many other factors, including an operator’s wants, and mission needs, notes Bill Forbes, avionics sales manager, Elliott Aviation. “If the aircraft doesn’t have new enough equipment that allows for good situational awareness, traffic, terrain, airspace or a moving map, then it is probably time to invest in upgrades,” he suggests. Offe ring a wide-range of expertise in avionics upgrades, Elliott Aviation provides (among other items) Garmin G1000/G1000NXi/G5000 panel retrofits, Pro Line 21 modernization solutions, and an aftermarket avionics program supporting a wide variety of turboprops through to mid-size jets, through which operators can gain access to a large inventory of Pro Line II, Pro Line IV, Honeywell and Universal Avionics p arts. According to West Star Aviation, however, another factor can creep up on operators gradually and suggest there’s a need to upgrade the flight panel. “Once an operator starts having issues finding replacement parts or they’re finding the parts are becoming expensive, that can cause them to start looking for upgrades,” a company spokesperson told AvBuyer. West Star Aviation, a FAA Certified Class I, I I, and III avionics repair station, can install, repair and update most avionics systems common in Business Aviation. “If the operator is finding more options available from third-party vendors than with the actual Original Equipment Manufacturer (OEM), those would be subtle clues that their cockpit is becoming outdated,” the spokesperson adds. “It also points to the fact that the OEM has newer options
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available on that airframe.” “If replacing parts like-for-like are hard to come by, the costs will (more often than not) be inflated,” Forbes concurs. “Ultimately, budget, mission and parts obsolescence all play a key role in an operator considering an avionics retrofit.”
How to Act on a Retrofit Requirement
Assuming the signs are emerging that the flight panel is becoming outdated, it’s time to put an action plan in place. As Forbes explains, “Upgrading may only be cost-efficient, it may also improve the overall aircraft function.” “Operators should make themselves aware of what is new within the avionics market,” West Star’s spokesperson suggests, “because upgrading avionics can add features to the cockpit that weren’t there previously.” Additional features might include synthetic vision or charts, “all of which can be added to the cockpit by upgrading the avionics.” It’s also important to remember that you’re not alone when it comes to exploring the avionics upgrade/retrofit market in search of the best possible solution for your aircraft/mission need. “Any time you start seeing obsolescence in your cockpit, reach out to a vendor you trust who is knowledgeable about options for your aircraft, and the p ricing,” West Star Aviation suggests.
In Summary…
Ultimately, a realization of avionics obsolescence may be gradual, becoming clear over a period of months or even years of flight operations. As suggested by the experts, operators should keep abreast of product developments, whether an upgrade need is imminent or not, talking to their MRO provider who will offer additional insights. That way, when the time does come to replace part, or all, of the flight panel you’ll know how to maximize the efficiency as well as the potential resale value of your aircraft. More information from www.elliottaviation.com and www.weststaraviation.com ❙
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OEM Bites
Bell signed an MoU last month with Sumitomo Corporation and Japan Airlines to explore Mobility-as-aService (MaaS). The collaboration will inform the development of an ondemand air mobility ecosystem utilizing Bell’s air mobility solutions including Bell’s Air Taxi, the Nexus 4EX, in Japan. www.bellflight.com
Airbus Reveals MAVERIC At last month’s Singapore Airshow, Airbus unveiled its MAVERIC (Model Aircraft for Validation and Experimentation of Robust Innovative Controls) ‘blended wing body’ scale model technological demonstrator. easuring two metres long and 3.2 metres wide, MAVERIC features a disruptive aircraft design, that has the potential to reduce fuel consumption by up to 20% compared to current single-aisle aircraft. The ‘blended wing body’ configuration also opens up new possibilities for propulsion systems integration, as well as a versatile cabin for a totally new on-board passenger experience. Launched in 2017, MAVERIC first took to the skies in June 2019. Since then the flight-test campaign has been
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ongoing and will continue until the end of Q2 2020. “Airbus is leveraging emerging technologies to pioneer the future of flight. By testing disruptive aircraft configurations, Airbus is able to evaluate their potential as viable future products,” said Jean-Brice Dumont, EVP Engineering for Airbus. “Although there is no specific timeline for entry-into-service, this technological demonstrator could be instrumental in bringing about change in commercial aircraft architectures for an environmentally sustainable future for the aviation industry.” More information from www.airbus.com
Boom Supersonic announced the formation of a strategic partnership with Flight Research, Inc. (FRI) to test its XB-1 technology demonstrator in a supersonic corridor stretching across the Mojave Desert. Construction of the XB-1 is now underway at Boom’s facility in Denver, Colorado, and flight testing is scheduled to begin later this year. www.boomsupersonic.com
Embraer’s Phenom 300E has become the first single-pilot jet to reach Mach 0.80, offering a quieter cabin and upgrades to its avionics that include predictive windshear and a runway overrun awareness and alerting system. https://executive.embraer.com
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REGISTER FOR THE PREMIER BUSINESS AVIATION EVENT IN EUROPE Join thousands of business leaders, government officials, manufacturers, flight department personnel and all those involved in business aviation for the European Business Aviation Convention & Exhibition (EBACE2020), which will take place at Geneva’s magnificent Palexpo from 26 to 28 May. This is the perfect venue for investors considering aviation as a business opportunity; companies thinking of using an aircraft for business; and flight departments who have long used aircraft as a valuable business tool. Visit the website to learn more and register today.
REGISTER NOW | ebace.aero
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OEM Bites
Dassault Falcon 6X Mock-Up Displayed in Singapore
Leonardo Helicopters is to take over Swiss heli manufacturer Kopter Group in a $185m deal. The deal will see Leonardo acquire 100% of the company from its current owner Lynwood. Leonardo says Kopter will continue to operate autonomously and in coordination with the Italian parent. The deal is expected to close in the first quarter of 2020. www.leonardocompany.com
Dassault has completed the critical design review of its Long Range, widebody Falcon 6X twinjet, and is closing in on the preliminary design of the advanced low-noise follow-on.
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onfirming persistent rumors, Dassault chairman and CEO Éric Trappier said Dassault is working toward the preliminary design for the follow-on new Falcon. “We are mobilizing significant resources for our next model, which we plan to unveil later this year,” he said. Although virtually no details of the concept have been revealed, the jet is expected to be focused on a Medium to Long range design, with the wide cabin cross-section of the 6X and a configuration optimized to reduce noise and fuel burn. Meanwhile, Dassault has entered the manufacturing stages of the Falcon 6X. The first fuselage has been assembled at Dassault’s Biarritz facility, and will eventually be moved to the company’s
Bordeaux-Mérignac site for completion and mating with the wings. When last reviewed, in October 2019, testing of the aircraft’s Pratt & Whitney PW812D engine was progressing on schedule, with six engines involved in the certification effort, including one mounted using a United Technologiesdeveloped nacelle on the engine maker’s Boeing 747SP flying testbed. The 13,000lb.- to 14,000lb.-thrust business aircraft engine is based on the smaller core of the PW1200G geared turbofan. Dassault’s move to the 6X follows the axing of the shorter-fuselage Falcon 5X in the wake of delays to the Safran Silvercrest engine, which was originally earmarked for the now-cancelled project. More information from www.dassaultfalcon.com
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Pilatus has received full rough field certification for the PC-24 Super Versatile Jet. Certification for operations on dry sand and gravel was delivered in 2018. A comprehensive postcertification test campaign was conducted throughout 2019. All PC-24s may now also be operated on wet and snow-covered unpaved runways. www.pilatus-aircraft.com
Stratos Aircraft has completed load testing on its 716 very light jet (VLJ) and is now assembling the first prototype of the single-engined six-seater, which it hopes to fly in H2 2020. The 716 was launched in July 2018 as a longer and wider version of the 714, which it replaces. www.stratosaircraft.com
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Gabriel Bastos is named vice president, Latin America and South Florida, for Guardian Jet LLC, the aircraft brokerage, appraisals and consulting firm.
Gabriel Bastos
Chris Broyhill was named senior vice president Clay Lacy Aviation’s new office at Fort Worth Meacham International airport, Texas. Chris Charnley has been appointed by Jet Support Services, Inc. (JSSI) as its new director of business development, Canada. Matthew De Foe is promoted to manager of the FlightSafety International Paris Le Bourget training facility.
Chris Broyhill
Kenny Dichter, founder and CEO of Wheels Up, has received the Eren Ozmen Entrepreneur of the Year Award at the 17th Annual Living Legends of Aviation Awards. JJ Frigge was promoted to president of Hartzell Propeller. He assumes the role previously held by Joe Brown, who has become company Chairman.
Chris Charnley
Brent Hanson has been hired by Pentastar Aviation as account manager and client relations
representative. He’ll be based at Gerald R. Ford International airport as part of Pentastar's new partnership with Avflight. Rich High has been promoted to CEO at FlightSafety Textron Aviation Training. He assumes this responsibility from Brian Moore who has been named senior VP of operations, FlightSafety International.
Matthew De Foe
Andreas Meyer has joined the International Business Aviation Council (IBAC) as the new Director, ICAO Liaison, for IBAC in Montreal. John G. Rosanvallon, former CEO and current special senior advisor to the chairman and CEO of Dassault Aviation, will be the Keynote Speaker at the JETNET iQ Global Business Aviation Summit in June.
Kenny Dichter
Rachel Runner has been promoted to manager of the Wichita FlightSafety Textron Aviation Training Cessna Learning Center. Patti Ann Sullivan has been named vice president of aircraft management at Meridian, the award-winning private aviation company.
Brent Hanson
BizAv Events 2020 BBGA Annual Conference Mar 5 Luton, UK www.bbga.aero
Revolution.Aero Europe 2020 Mar 17 – 18 London, UK www.revolution.aero
AERO Friedrichschafen Apr 1 - 4 Friedrichschafen, Germany www.aero-expo.com
US Corporate Aviation Summit May 8 Fort Lauderdale, FL, USA www. aeropodium.com
NBAA: Regional Forum Mar 5 San Jose, CA, USA www.nbaa.org
NBAA: Business Aircraft Finance Conf Mar 22 - 24 Amelia Island, FL, USA www.nbaa.org
ABACE: CANCELLED Apr 21- 23 Shanghai, China www.nbaa.org
IADA Meeting May 11-13 Dana Point, CA, USA www.iada.aero
NBAA: Schedulers & Dispatchers Conf Mar 10 – 13 Charlotte, NC, USA www. nbaa.org
AEA Int’l Convention & Trade Show Mar 24 – 27 Nashville, TN, USA www.aea.net
Business Aviation Safety Summit (BASS) Apr 28 - 29 Savannah, GA, USA www.flightsafety.org
Cybersatcom May 13-15 Los Angeles, Ca, USA www.cybersatsummit.com
European Corporate Aviation Summit Mar 13 Malta www. aeropodium.com
Aircraft Interiors Expo Mar 31 – Apr 2 Hamburg, Germany www.aircraftinteriorsexpo.com
NAFA: Convention Apr 28 – May 1 Napa Valley, CA, USA www.nafa.aero
The Elite London May 15 - 16 Wycombe Air Park, Bucks, UK www.theeliteevents.com
NBAA: Int’l Operators Conference Mar 16 – 19 Charlotte, NC, USA www.nbaa.org
Sun-n-Fun Int’l Fly-In & Expo Mar 31 – Apr 5 Lakeland, FL, USA www.sun-n-fun.org
NBAA: Maintenance Conference May 5 – 7 Hartford, CT, USA www.nbaa.org
Vertical Flight Society Forum 76 May 19 – 21 Montreal, Canada www.vtol.org T
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PRODUCTS & SERVICES Single Pilot Safety Updated from NBAA
www.nbaa.org The National Business Aviation Association (NBAA) has updated an important training resource for certain single pilot operations, specifically those of jet aircraft weighing 10,000 pounds or less, certificated for single-pilot operations and equipped with advanced cockpit automation, automated engine and systems management and/or integrated autoflight, autopilot and flight guidance systems. The NBAA Training Guidelines for Single Pilot Operations of Very Light Jets (VLJ) and Technically Advanced Aircraft (TAA) was revised in response to a safety recommendation from the National Transportation Safety Board (NTSB) following an Embraer EMB-500 (Phenom 100) accident in 2014 in Gaithersburg, MD. The NTSB determined the probable cause was the pilot’s attempt of an approach in icing conductions without proper use of the airplane’s deice system or accurate consideration for landing performance speeds based on weather conditions and aircraft weight. “In the safety recommendation, the NTSB tasked NBAA with developing enhanced training guidelines related to risk management in winter operations and special emphasis on appropriate use of ice protection systems and related standard operating procedures, as published by the manufacturer,” said Mark Larsen, NBAA’s senior manager of safety and flight operations. “These revised Training Guidelines for Single Pilot Operations of VLJ and TAA reflect the safety recommendation by placing additional emphasis on these key skills.” 122 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
Specifically, the updated guidelines feature expanded discussions of: • The areas of greatest risk to these operations, including the implications of winter operations, aircraft performance, and procedural noncompliance • Pre-arrival training and proficiency, to include advanced cockpit procedures, aeronautical decision making and risk management • Recurrent training recommendations • Increased aerodynamics knowledge during training to address unique flying qualities of the aircraft type The guidelines do not establish mandatory training requirements; rather, they are meant to describe the minimum curriculum the association believes is necessary for successful VLJ transition and recurrent training programs. The guidelines help operators and training providers establish their own training programs utilizing these industry best practices. The NBAA Safety Committee, which is made up of aircraft operators, manufacturers, insurance experts, flight training providers and more, developed the original guidelines in 2005. A special project team made up of representatives from the NBAA Safety Committee, applicable aircraft manufacturers, relevant simulator and in-aircraft training providers, industry safety leaders and relevant safety experts developed this revision. Review the new guidelines. www.AVBUYER.com
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PRODUCTS & SERVICES Astronautics Provides Displays for Bell 412EPX & 429
Astronautics has captured a key program as the provider of the integrated flight display system on the newly designated Bell 412EPX, as well as the 429. Under the agreement with Bell, Astronautics is providing its updated Badger Pro+ displays for the Bell BasiX-Pro flight deck, replacing Rogerson Kratos displays. The Badger Pro+ project has been in the works for several years, and Astronautics has secured FAA TSO for the display line as well as certification for both the 412 EPX and 429. The first few Bell 412EXPs have now rolled off the production line www.astronautics.com
Avidyne Helios for Rotorcraft
Following the introduction of the Atlas touchscreen flight management system (FMS) for legacy business jets, Avidyne announced the Helios version for rotorcraft. Helios is a Dzus-mounted unit that fits into a typical cockpit console on helicopters, and Avidyne’s initial target market is the Sikorsky UH-60 Black Hawk and S76 and Bell 212 and 412. Helios will be available later this year, with prices starting at $23,999. Like Atlas, the Helios hybrid touchscreen user interface allows for conventional multi-touch gestures or the use of buttons and knobs. Hybrid touch has long been a feature on Avidyne’s IFD series navcoms and it is “gaining traction with the rotorcraft crowd,” said Avidyne CEO Dan Schwinn www.avidyne.com
Bombardier to Expand at Biggin Hill
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Bombardier announced plans to expand its London Biggin Hill service centre with the construction of a new and larger facility that will measure close to 250,000 square feet (approximately 23,225 square metres). The new facility, which will replace its existing hangars at the UK-based businessaviation airport, is scheduled to be operational by mid-2022. Bombardier says the facility will have the capacity to accommodate as many as 14 Global 7500 aircraft at the same time. The expansion will introduce capabilities like interior refurbishment, component repair and overhaul workshops, training rooms, and a parts depot www.bombardier.com
Clay Lacy Opens New Office
Clay Lacy has opened an office at Fort Worth Meacham International airport in Texas. Headed by senior vice president, Part 91 operations and Texas regional development Chris Broyhill, the new office will provide local aircraft management services and support for individual owners and corporate flight departments. Clay Lacy Aviation currently manages 120 business jets in 26 cities across the United States. With the addition of new aircraft in the region, the office will expand to offer worldwide jet charter services and the Clay Lacy Preferred membership programme www.claylacy.com
Cobham Introduces Connectivity Line
Cobham Aerospace recently launched its new Titan line of digital aircraft audio management products for light to medium rotary- and fixedwing aircraft. Noting the growing demand for connectivity solutions in smaller aircraft utilized by police, fire, medevac and other public safety aerial operations, Cobham said Titan provides all the necessary functionality for those missions in a compact profile that is more than 50% lighter than other comparable systems www.cobham.com
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PRODUCTS & SERVICES Concorde Batteries Certified
Concorde Batteries has received FAA certification for installation on Gulfstream G350/G450 models. The STC includes temperature sensors to mount in each battery. Gulfstream G350 & G450 operators now have a second battery option available by using Concorde STC ST00890DE. The FAA STC approves installation of Concorde’s Platinum Series RG-380E/46L sealed lead acid batteries in place of original equipment lead acid batteries www.concordebattery.com
Duncan Grows Inventory Program
During 2019, Duncan Aviation’s Managed Rotable Inventory (MRI), expanded its customer base by more than a third, adding 45% more available part numbers and increasing its inventory value by $2 million dollars. The MRI is a unique parts program like no other in the aviation industry, the company says. It allows clients to sell their aircraft rotable inventory to Duncan Aviation’s large customer base while still maintaining ownership, price control, and oversight. “When clients first hear about it, many think it is too good to be true,” says Chris Gress, Duncan Aviation Parts & Rotables Sales Business Development Manager. “They think they missed something when we begin to discuss the basics of the program.” The basics of the MRI program are quite simple. Here’s how it works: Clients ship select aircraft components from their rotable inventory to Duncan Aviation in Lincoln, Nebraska. Duncan Aviation manages all of the daily operations such as customer service, sales, marketing, shipping, exchange, repair, insurance, and billing. But clients maintain ownership and control of their inventory, making all pricing and stock level decisions www.duncanaviation.aero
Elliott Aviation Acquired by Private Equity Firm
Private equity firm Summit Park has acquired a majority interest in FBO/MRO provider Elliott Aviation. Aircraft sales and brokerage subsidiary Elliott Jets and manufacturing brand Elliott Technologies were included in the deal. Wynn Elliott, former chairman of Elliott Aviation, retains a minority share of the company. Greg Sahr has taken over for 124 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
Wynn Elliott as CEO of the company. No financial details of the transaction were disclosed. Founded by Herb Elliott in 1936, the FBO/MRO chain provides aircraft maintenance, avionics, paint, interior, parts, accessories, FBO services, and appraisals for midsize jets and turboprops. The company is also Garmin’s top aviation retrofitter, completing more full cockpit retrofits than any other dealer in the world. Besides its headquarters in Moline, Elliott has facilities in Des Moines, Iowa, and Eden Prairie, Minnesota www.elliottaviation.com
Farnborough Record Movements
Farnborough Airport has announced record air traffic movements for a third consecutive year, surpassing the previous record from 2018 for the highest ever number of total annual movements. For the full year 2019, Farnborough Airport saw a year-onyear increase in air traffic movements of 5.3%. For December 2019, the airport recorded an 11.6% increase in movements for the month, with initial forecasts indicating this positive trend is set to continue in 2020. Farnborough Airport currently handles more than 30,000 flights per annum and is equipped to cater for a wide range of aircraft types, including Boeing Business Jets and Airbus Corporate Jets. As the only dedicated business aviation airport in the UK, it is specifically designed to offer a one-stop shop for business aviation customers, and with 240,000 sq ft of heated hangar facilities and 1.2m sq ft of ramp space can accommodate both based and transient aircraft www.farnboroughairport.com
FlightSafety’s New Level D Heli Simulators
FlightSafety International recently announced it is expanding its helicopter training programs and services by adding new Level-D-qualified simulators for the Airbus Helicopters EC145 and Leonardo AW139. Level D certification is only assigned to the highestfidelity simulators, capable of night, dusk and day visuals, as well as movement through multiple axes of motion. The new EC145 and AW139 simulators include FlightSafety’s VITAL 1150 visual system and CrewView collimated glass mirror display. The Airbus Helicopters EC145 simulator is scheduled to enter service this month at the FlightSafety Learning Center in Denver, Colorado. While it will be used primarily to support Air www.AVBUYER.com
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PRODUCTS & SERVICES Methods, an air medical transport company, FlightSafety will also offer training using this new advanced technology device to other operators of the aircraft. The Level D simulator being built for the Leonardo AW139 is expected to be completed by the end of this year and enter service at FlightSafety’s Learning Center in Lafayette, Louisiana, early in 2021 www.flightsafety.com
F/LIST's First-Ever TechDay
At the end of January, the first-ever F/LIST TechDay took place in Thomasberg, Austria. Four start-ups pitched in front of an expert jury from the globally manufacturer of high-end interiors for business jets, yachts and residences. The declared aim was to learn about new technologies and to make F/LIST ready for the future. Last year, F/LIST launched a company-wide game-changing process and started to deal extensively with future-related topics and new technologies. As part of this transformation, F/LIST founded the TechDays initiative. The idea behind the TechDays is to prepare F/LIST for the future. Although F/LIST has an exceptionally strong innovative power, new input from outside are always welcome. “There are many start-ups promoting game-changing technologies, but they have no markets. We do have markets and we are eager to adopt new technologies”, Katharina ListNagl, CEO of F/LIST explains www.f-list.net
ACI Guide for Cybersecurity Threats
The Airports Council International (ACI) has launched a new resource to help airports establish a programme of cyber resilience and maintain robust and efficient cybersecurity defences. The Cybersecurity Implementation Handbook provides airports with a comprehensive overview on how to implement an all-inclusive cybersecurity programme, complete with cybersecurity best practices and case examples, drawing on the experience of experts in both cybersecurity and airport systems. It explores the current global threat in this area, and offers a range of different measures and solutions that can be tailored to the unique local conditions and challenges faced by airports around the world. It also helps airports to understand www.AVBUYER.com
their own cybersecurity risk exposure. This includes cyber risk management and a seven-factor cybersecurity scorecard to help airports evaluate their defensive strategies encompassing key issues of confidentiality, integrity, and availability. This is ACI’s second cybersecurity handbook, preceded by the 2019 publication of the Cybersecurity for Airport Executives Handbook, and is part of a drive to promote airport excellence through sharing guidance on important security topics www.aci.aero
Collins Unveils Singapore Innovation Hub
Collins Aerospace has officially launched its 10,000-sq.-ft. Singapore innovation hub at its Changi MRO campus. The hub, which aims to deliver more than 40 proofs of concept over the next five years, will lay the groundwork for what the company calls “the Collins MRO shop of the future.” According to Bob Butz, VP and general manager of global repair services at Collins Aerospace, the hub will focus on innovation segments such as sensing, machine learning and robotics and automation engineering to address customer pain points like inventory management and parts availability. The hub will initially focus on three major solution areas: customer connectivity, integrated operations and digital tools www.collinsaerospace.com
Jet Aviation IS-BAH stage 1 for the Netherlands
Jet Aviation has received International Standard for Business Aircraft Handling (IS-BAH) Stage 1 Registration from the International Business Aviation Council (IBAC) for its Amsterdam and Rotterdam FBOs in The Netherlands. It intends to achieve IS-BAH Stage 2 Registration for both FBOs by December 2021. As a safety management system, IS-BAH establishes criteria to ensure handling systems, processes and practices meet rigorous safety and security standards. Jet Aviation expanded its network to The Netherlands with the acquisition of the KLM Jet Center in October 2018. Together, the Amsterdam and Rotterdam FBOs support more than 7,500 movements per year www.jetaviation.com AVBUYER MAGAZINE Vol 24 Issue 3 2020
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Join us in Napa Valley for NAFA’s 49th annual conference. Register now at www.nafa.aero Where the industry gathers to connect the people and ideas that finance the world’s business and general aviation aircraft.
Keynote Speaker Dawn Hudson
Widely recognized as one of the most important female business executives of the past decade, Dawn Hudson is the former Chief Marketing Officer at the National Football League and the former President and CEO of Pepsi Cola North America. She has led an impressive career spanning high-level posts in media, retail, consumer goods, consulting, and healthcare at some of the biggest corporations in the world.
Hudson’s work has been focused on revolutionizing and strengthening brands’ positioning and marketing, tapping into culture change as fuel for innovative business strategies, and championing inclusive leadership and diversity. She has been recognized as the “Most Vital Leader in Tech, Media, and Marketing” by AdWeek – topping a list of 50 industry titans – and twice as one of Fortune magazine’s “50 Most Powerful Women in Business.”
Some topics of importance covered at our event • State of Aviation Insurance • Detecting Fraud in Aircraft Transactions • The Future of Aviation and Urban Mobility • Aviation Industry Townhall • New Aircraft Showcase • Preowned Market Update • Desktop Appraisal Best Practices
Also included in our annual conference: • One Extra Day for Additional Content • Annual Golf Tounament • Wine Tasting Activities • Networking Find out more about the advantages of membership at www.nafa.aero. 410-571-1740 | info@nafa.aero
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tel: email: DLUFUDIW#JRY LP web: ZZZ LRPDLUFUDIWUHJLVWU\ FRP twitter: #,20$LUFUDIW5HJ linkedin: ,VOH RI 0DQ $LUFUDIW 5HJLVWU\
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877.531.1450 jetappraisals.com
Desktop Aircraft Appraisals / On-Site Asset Verification and Logbook Review Residual Values / Customized Analysis www.AVBUYER.com
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Al Jaber Aviation March.qxp_Empyrean 17/02/2020 15:26 Page 1
S H O W C A S E
Price Reduced
Only $14,900,000 2010/2011 Embraer Lineage 1000 Serial Number: Registration: Airframe TT: Landings:
261 A6-AJI 3766 1068
$14,900,000 Best value on the market FAA/EASA Commercial Certification Immediate sale/delivery directly by owner Low time / well maintained / on programs Will be delivered with fresh M8 and ADSB-Out Interior refresh possible during M8 inspection Engines: GE/CF34-10E7B Enrolled on GE OnPoint Program Left engine Right engine Total Hours: 3766 3766 Total Cycles: 1068 1068 APU: PWC/APS2300 Serial Number: HSCE1023797 Total Hours: 3794 Avionics Lineage 1000 Honeywell Primus Epic Avionics Suite, Fly-by-wire technology, Steep approach capability Dual Honeywell DF-855 ADF Dual Honeywell TR-865A & TR-865B VHF Standby Magnetic Compass Dual Honeywell DM-855 DME 5-tube EFIS 5-tube Flight Director Audio International (cordless) Flight Phone
Dual FMS Dual Honeywell GPS w/Honeywell Antenna Dual Honeywell KRX-1053 HF w/SELCAL Dual Honeywell IRS Dual Honeywell VHF NAV Honeywell Radar Altimeter Iridium ICS-400 & PABX SATCOM EGPWS w/Windshear Honeywell TCAS-3000SP Dual Honeywell XS-857A Mode S Transponders Primus 880 Weather Radar w/Turbulence Interior & Entertainment VVIP/19 Passengers TTL. Seating - Forward meeting area, dining & conference suite, mid-cabin 4-place club, aft-4-place club, divan & 6-place conference group, aft divan opposite 2-place club, observer seat, flight attendant seat. Forward galley: 2 ovens, microwave oven, chiller, coffee brewer, espresso maker. Forward 17-inch video monitor, mid-cabin 42-inch monitor, additional aft 23-inch mid-cabin monitors entertainment cabinets, dual Audio International CD players, Airshow 4000 (lineage premium worldwide package), three multi-region DVD players, iPOD, external audio/video connectivity, Hi-Fi stereo surround sound, SATCOM, high-speed data w/wireless LAN Business- fax machine, laptop connections * Subject to verification by buyer upon inspection, subject to prior sale and/or removal from market
Al Jaber Aviation LLC Bilal Yousuf Al Bateen Airport, Abu Dhabi United Arab Emirates
128 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
+971 (50) 813-3029 bilal.yousuf@ajaprivatejets.com
www.AVBUYER.com
Twinjet March.qxp 18/02/2020 12:52 Page 1
S H O W C A S E
2007 Cessna Citation CJ3 Serial Number: Registration: Airframe TT: Landings:
525B-0131 AP-ESL 3416 3967
• Certification Date: 12 January 2007 • Delivered: 20 March 2008 • Aircell Iridium Satellite Phone System • 7 pax interior + belted lavatory • Pro Parts & Power Advantage • ADS-B Out –Installed January 2020 • TCAS II Softare 7.1 Upgrade • Next Doc 22 is due May 2021 • Engines are on a 5000 hour TBO/3000 hour MPI Engines Williams International FJ44-3A Left Engine : Total Hours: 3,416 Total Cycles: 3,967 Right Engine: Total Hours: 3,378.6 Total Cycles: 3,933 Avionics & Connectivity SATELLITE WEATHER DATA LINK: Single Rockwell Collins XMWR-1000 VHF NAVIGATION: Dual Rockwell Collins NAV-4000/4500 VHF COMMUNICATION: Dual Rockwell Collins VHF-4000 ADF: Single Rockwell Collins NAV-4000 MARKER: Dual Rockwell Collins NAV4000/4500 DME: Dual Rockwell Collins DME 4000 RADIO ALTIMETER: Single Rockwell Collins ALT-4000
WEATHER RADAR: Single Rockwell Collins RTA-800 ATC TRANSPONDER: Dual Rockwell Collins TDR-94D INTERCOMMUNICATION: Dual Rockwell Collins ACP-4110 AIRCELL: Single Iridium Telephone Sytem ST-3100 ELT: Single ARTEX C406-N EGPWS: Single Honeywell MARK-V TCAS: Single Rockwell Collins TTR-4000 PA: Dual Rockwell Collins ACP-4110 GPS: Dual Rockwell Garmin GPS4000A/500 CVR: Single L3 Communications CVR-2100 FDR: Single L3 Communications FA-2100 FMS: Single Rockwell Collins FMS-3000 RVSM SECONDARY FLIGHT DISPLAY: Single L3 Communications GH-3000 Navigation and Compliance: RVSM Interior & Entertainment The interior of the CJ3 is configured for 7 passengers, with a belted aft toilet seat for occasional use. The colour scheme is elegant with the use of patterned fabric on the sidewalls up to the dado level, which complements the beige interior. The forward cabinets are in excellent condition. The light fittings and air vents are finished in matt stainless steel. The aircraft is equipped with a forward refreshment centre, with electric kettle Exterior Overall white, with burgundy and gold accent stripes
Twinjet Aircraft Sales (UK) Limited Essex House, Proctor Way, London Luton Airport , Beds LU2 9PE, UK
www.AVBUYER.com
Tel: +44 (0) 1582 733615 Email: jk@twinjetsales.com www.twinjet.co.uk
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Jetsense Aviation Bombardier Challenger 601-3R March.qxp_Empyrean 17/02/2020 15:28 Page 1
S H O W C A S E
Bombardier Challenger 601-3R Serial Number: Registration: Airframe TT: Landings:
5174 N276GR 7298.6 4016
On Condition Engines Enrolled on GE OnPoint with Great Time Remaining on LLC’s Fresh 12/24/48/60 Month Inspections ADS-B Out Flight Data Recorder TCAS 7.1 Upgrade Allied Signal MK-V EGPWS 10-Passenger Interior including Aft Divan and Crew Jump Seat Engines Left engine Right engine Description: CF34-3A1 CF34-3A1 S/N: 807229 807230 THSN: 7298.5 Hours 7298.5 Hours TCSN: 4118 Cycles 4118 Cycles TBO: On Condition On Condition Engine Program GE OnPoint GE OnPoint APU Description GTCP 36-100E Serial Number SN: P-297 Total Hours Since New 5896.9 Hours Avionics & Connectivity EFIS (Electronic Flight Instrument System) 5Tube Honeywell EDZ-815 w/ Multi Function Display FMS (Flight Management System) 2 NZ-2000 TCAS (Traffic Collision Avoidance System) 1 TCAS II w/ 7.1
IRS (Inertial Reference System) 2 Honeywell Laseref II GPS 2 VHF COVHF COM (Very High Frequency Communications) 2 Collins VHF-22D w/ 8.33 KHZ Spacing HF COM (High Frequency Communications) 2 Collins HF-9000 w/SELCAL ADF (Automatic Direction Finder) 2 Collins ADF-462 DME (Distance Measuring Equipment) 2 Collins DME-42 NAV (Navigation Radio) 2 Collins VIR-32 Weather Radar 1 Sperry Primus 870 FDR (Flight Data Recorder) 1 Fairchild F1000 CVR (Cockpit Voice Recorder) 1 Fairchild A100A FDS (Flight Directors) 1 FZ-800 Transponder 2 Collins TDR-94D Radar Altimeter 1 Honeywell RT-300 EGPWS (Enhanced Ground Proximity Warning System) 1 Allied Signal MK V Interior & Entertainment Passengers 10 + Crew Jump Seat Forward Configuration 4-Place Club Aft Configuration 4-Place Divan Opposite 2Place Club Galley Location Fwd. Galley Location Aft Baggage Compartment Aft Refurbishment Year 2014 (Seat Leather, Carpet, Fire Blocked Cushions) Exterior Base Color Matterhorn White Stripes Paisley, Harvest Gold and Castle Tan
Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 1 Golfview Rd, 2nd Floor, Lake Zurich, Illinois 60047
130 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com www.AVBUYER.com
European Aircraft Sales March.qxp_Heeren Cit Ultra sep 18/02/2020 12:52 Page 1
S H O W C A S E
2011 Pilatus PC-12 NG Serial Number: Registration: Airframe TT:
1277 OO-JCV 1350
European Aircraft Sales can now offer this stunning and well-maintained Pilatus PC12 NG from 2011 available for purchase! This great performance machine comes enrolled on Pratt & Whitney’s Silver Lite ESP Program with no minimum hours on it, and Honeywell Maintenance Program! Ready to take you anywhere, this industry leading performance machine is the turboprop you need, for any kind of operation! This PC12 is in great condition, it flies like a dream and is ready to go!
The classy exterior and comfortable executive interior will have you travelling in both comfort and style anywhere you go. Engines P&W PT6A-67P (TT 1350 hrs) Avionics & Connectivity Honeywell Primus Apex Suite Elite Package, including: - Co-Pilot PFD - Co-Pilot Audio/Marker Panel - 2nd GPS - TAWS Class B & TCAS I (KMH 980) - StormScope (WX500) - Honeywell weather radar - 2nd Mode STransponder
- Electronic Checklist Function - Honeywell Chartlink - RVSM - Coupled VNAV - GPS WAAS/LPV Functionality Honeywell KGS200 Satcom Antenna and Port Executive Interior & Entertainment Overall snow white with with metallic blue and dark grey accenting stripes. One of the best kept and most beautiful PC12s we have seen! Price : USD $3,595,000
2014 Pilatus PC-12 NG Serial Number: Registration: Airframe TT:
1487 D-FLAT 1850
European Aircraft Sales is proud to announce that this wonderful Pilatus PC12 NG from 2014 is available for purchase! This industry leading performance machine is the peak in turboprop power, and owning this aircraft will give you nothing but pleasure, comfort and many great hours in the sky. The classy and clean looking exterior signals nothing but style, and the comfortable interior will leave you happy and well-rested after your flight.
Engines P&W PT6A-67P Avionics & Connectivity Honeywell Primus Apex Suite Elite Package, including: - Co-Pilot PFD - Co-Pilot Audio/Marker Panel - TAWS Class B & TCAS - Smart View - 2nd Mode S Transponder - Wireless connected Flight Deck - Weather radar
Interior & Entertainment 6+2 seat interior: 6 executive seats and 2 pilot seats, all done in grey leather. 2 additional commuter standard seats are included (not fitted in photos) Exterior Overall snow white with grey bottom. Classy, stylish and clean looking - a beautiful machine Price : USD $3,750,000
"Contact us today and let's arrange a meeting at AERO in Friedrichshafen!" European Aircraft Sales Gl Skolevej 26 - DK-6462 Morud Denmark
www.AVBUYER.com
Tel: +45 4016 5401, +45 2043 5287 +44 7771900198 Email: sales@europeanaircraftsales.com www.europeanaircraftsales.com
AVBUYER MAGAZINE Vol 24 Issue 3 2020
131
Mesotis March.qxp 19/02/2020 14:02 Page 1
S H O W C A S E
MESOTIS JETS HAS EXCLUSIVE MANDATE TO SELL THESE TWO OFF- MARKET AIRCRAFT
2005 Cessna Citation CJ2 Airframe TT: 6121:54. Landings: 4847. ENGINES ON TAP ELITE (100%). EASA COMPLIANT • NEW PAINT (SEPTEMBER 2018) • DOC 10 (SEPTEMBER 2018) • ADSB-OUT • BELTED TOILET SEAT • ALWAYS HANGARED
Cessna Citation CJ • ADSB-OUT • LPV/WAAS • TAP ELITE • INTERIOR REFURBISHED IN MAY 2018 Mesotis Jets Thomas Thums Fleischmarkt 7/3 1010 Vienna Austria
132 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
Mob: +43-67-6590-0082 Tel: +43-1-533-757216 E-mail: tthums@mesotisjets.com www.mesotisjets.com
www.AVBUYER.com
P133-135.qxp 20/02/2020 09:35 Page 1
Bombardier Challenger 350
Milcham Aviation Price:
Off Market
Year:
2019
S/N:
207XX
Reg:
N-TBD
TTAF:
00
Location: USA & Canada
Bombardier Challenger 650
Milcham Aviation Price:
Off Market
Year:
2019
S/N:
61XX
Reg:
N-TBD
TTAF:
00
Location: USA & Canada
Gulfstream G450
M A R K E Tel: +1 (310) 984 6777, Cell: +1 (323) 426 8922 T E-mail: sales@milcham.lu P L FRACTIONAL OWNERSHIP PROGRAM. 2 SHARES AVAILABLE. A BRAND NEW BOMBARDIER CHALLENGER 350 DELIVERY C MIDDLE 2020. FRACTIONAL OWNERSHIP 1/6 OF THE PLANE. E PLANE WILL BE DELIVERED END OF APRIL. 1/6 of the Challenger 350: AMOUNT OF THE SHARE 5,200,000.00 USD. ALL INCLUDED WITH 125 HOURS PER YEAR DURING 4 YEARS. NO MANAGEMENT FEES, NO FUEL, NO CREWS EXPENSES ETC...... ALL ARE INCLUDED ON THE SHARE TRADE CONSIDERED
Tel: +1 (310) 984 6777, Cell: +1 (323) 426 8922 E-mail: sales@milcham.lu FRACTIONAL OWNERSHIP PROGRAM. 1 SHARE AVAILABLE. BRAND NEW BOMBARDIER CHALLENGER 650 DELIVERY END 2020. FRACTIONAL OWNERSHIP PROGRAM PLANE WILL BE DELIVERED END OF MAY 1/4 of the CHALLENGER 650: AMOUNT OF THE SHARE 10.990.000,00 USD. ALL INCLUDED WITH 200 HOURS PER YEAR DURING 4 YEARS. NO MANAGEMENT FEES, NO FUEL, NO CREWS EXPENSES ETC...... ALL ARE INCLUDED ON THE SHARE TRADE CONSIDERED
Tel: +1 (314) 409-4791 E-mail: sales@jet-transactions.com
The Ritchie Group Price:
Make Offer
Year:
2013
S/N:
4282
Reg:
TBD
TTAF:
1275.5
POWER, PERFORMANCE AND COMFORT 2020 Compliant! ADS-B Out (DO 260B), CPDLC FANS 1/A Enhanced Navigation, Lightning Sensor System, Airshow 4000 & RAAS Rolls Royce Corporate Care® 14 Passenger, Forward Galley with Crew Lav No Known Damage or Accident History
Location: USA & Canada
www.jet-transactions.com
Cessna Citation Bravo
Price:
Make Offer
Year:
2002
S/N:
550-1007
Reg:
LZ BPP
TTAF:
3533.8
Location: Bulgaria
Cessna Citation Sovereign
Tel: +359 888 211 134 E-mail: office@aviobravo.com
Boris Peev
EU Registration. ENG1-PW 530A, 3533.8 H. ENG2-PW 530A, 3533.8 H. RVSM: Factory Standard. No damage history. Complete records and all log books. Special AOC Package: Commercially registered and operated in European AOC. This aircraft is in excellent condition. Aircraft's current location - LBSF. Avionics: Honeywell Primus 1000 Integrated Avionics System 3 – Tube EFIS. COMMUNICATION: Dual Bendix/King KY196B Comm. VHF NAVIGATION: Dual Bendix/King KN53 Nav Receiver. Interior: Standard Citation Bravo (7+ 2 + 1 Belted Lavatory). Center Club, two Aft Forward-facing Seats, rear Facing Seat across from Galley including Belted Lavatory. Price Reduced
Dennison Aviation, LLC Price:
Please Call
Year:
2005
S/N:
680-0018
Reg:
N889DF
TTAF:
5379.2
Tel: +1 (248) 701 9446 E-mail: Sd@dennisonaviation.com
The best looking Sovereign avaliable. Paint and Interior fully refurbished in 2016 by West Star Aviation. WAAS/LPV. ADS-B installed by Cessna. 9 Place interior. Aircraft lives in private facility where it is meticulously maintained and cared for
Location: USA & Canada
www.AVBUYER.com
AVBUYER MAGAZINE R Vol 24 Issue 3 2020 R
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M A R K E T P L A C E
Bombardier Learjet 36A
Leonard Hudson Drilling Price:
Offer/Trade
Year:
1977
S/N:
36A-030
Reg:
N160GC
TTAF:
15,600
Location: USA
BELL 412EMS
Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range. Recent paint and interior, RVSM. Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter Would consider trade for KingAir 200/300
Leonard Hudson Drilling Price:
Offer
Year:
1981
S/N:
33017
Reg:
N554AL
TTAF:
15265
Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com
Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com
Full EMS Medical 4 patient and 4 attendant interior. Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours. Both engines are fresh Pratt and Whitney overhauled. Immediate delivery, Meticulous records. Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A
Location: USA
BELL 212 (Five Available)
Leonard Hudson Drilling Price:
Please Call
Year:
1991-1996
S/N:
Call for details
Reg:
Call for details
TTAF:
Call for details
Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com
Five, Late Model, Bell 212s In 'Off Shore’. Available for immediate use. Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096
Location: USA
Beech King Air B200
AUGSBURG AIR SERVICE
Tel: +49 821 7003 143 E-mail: sales@aas-augsburg.de
Price: Year:
WANTED
S/N:
with Pro Line 21 Avionics, Raisbeck EPIC Kit + High Flotation Gear in good condition and at a fair price
Reg: TTAF: Location:
Beech Bonanza F33A
AUGSBURG AIR SERVICE
Tel: +49 821 7003 143 E-mail: sales@aas-augsburg.de
Price: Year:
1989
S/N: Reg: TTAF:
EU-Reg, Engine 630 h TSN, WX-500 Stormscope, 2x Garmin GTN750/650, King KFC150 AP, GTX-345R Mode-S XPDR, ILS/RNAV approach, Tip Tanks, Seats refurbished - in good condition!
2.070
Location:
134 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
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P133-135.qxp 18/02/2020 16:43 Page 3
Jeff Johnson
Hawker Beechcraft 800A
Price:
USD $1,500,000
Year:
1994
S/N:
258253
Reg:
N1310H
TTAF:
9763.7
Location: USA & Canada
Cessna Citation Sovereign
M A R K E Tel: +1 (863) 221 8705 T E-mail: cirrus1955@yahoo.com P L ADS-B Compliant. TT Since New 9763.7. Landings 7695. Engines: A MSP. TFE-731-5R-1H. Left P91698 TT 9652.6 Cycles 7526. Right C P91594 TT 9343.1 Cycles 7293. APU: T-62T-49-77 (SP-E925271). E Avionics: Honeywell SPZ-8000 / Primus II. Honeywell SPZ-8000 Flight Director. Honeywell DFZ-8000 Autopilot. Dual Honeywell AHZ 600 AHRS. Int: Last interior refurbishment by Stevens Aviation, Inc. June 2007. Eight passenger configuration with forward four individual club seating, one single left seat and three- place divan on the right side. Ext: Last repaint by Midcoast Aviation, Inc. - June 2008 White and Grey with Red and Black stripes.
Tel: 1 (316) 409 4225 E-mail: 971598357@qq.com
Jeffery Harris Price:
$8,800,000 Plus Tax One owner only, very low hours- 650 hours totally.was flying 100 hours
Year:
2012
S/N:
334
Reg:
N777GD
TTAF:
962
Location: USA & Canada
Airbus H125
each year for business use only. Interior seems and smells as new! Always in hangar. never grounded for maintenance reason ever. Never any smallest accident. ADSB, wifi and satellite phone equipped. Engines: PRATT & WHITNEY PW306C. 650 hours each only. esp covered. APU: Honeywell RE100. Avionics: Honeywell Primus Epic ADF: Single Honeywell. Comms: Dual Honeywell. NAVS: Dual Honneywell. Int: Seating: 9 passengers. Medium taupe interior. Forward side-facing seat, dual double clubs, aft RS non-belted lav seat Refreshment: Forward RS refreshment center
Tel: +48 503 828 110 E-mail: info@helipoland.com
Helipoland Price:
€1,950,000
Year:
2011
S/N:
7076
Reg:
SP-SRB
TTAF:
550
Location: Poland
Hughes 369
Best equipped and very well miantained VIP configured helicopter with aerial work provisions. Airframe: Wire strike protection system. High visibility rotor blades. DART landing gear footsteps. Engines: Arriel 2B1, SN 51056. APU: 200A Starter Generator. Avionics: EFIS: Garmin G500H. VHF COM, ILS/VOR/GPS NAV: 2 x Garmin G430 WAAS. Moving map: MT Visionair EP. FM Communication: Motorola GM360 radio. Interior: Dual Controls. Stylence VIP configuration 5 pax + 1. Brown Leather uphoistery, carpet. Energy absorbing pilot and copilot seat. Tinted windows
Tel: +44 (0)783 122 5440 E-mail: phil@hovercam.co.uk
Philip George Price:
£315,000 Excl. VAT
Year:
1972
S/N:
62-0389S
Reg:
N2742Y
TTAF:
2464
Location: United Kingdom
Alberth Air Parts
+1 832 934 0055
Spare Parts
Always hangared. Upgraded nearly new C18B. Nearly new HTC rotor blades. Nearly new 10K boom / shaft Excellent times remaining. Annual inspection July 2019 Turbine Wash Kit Garmin GNC 300XL. Nav / Com King 196A. Com Garmin GMA 340 audio panel Trig mode S transponder 4K Cine camera gimbal available
Par Avion Ltd FALCONS • HAWKERS • LEARS
•BUY •SELL •TRADE CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM
www.alberthaviation.com
www.paravionltd.com SALES • ACQUISITIONS • CONSULTING
Fax: +1 832 934 0011 www.AVBUYER.com
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CAN February.qxp_Layout 1 18/12/2018 15:40 Page 1
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Stronger Together
Models ranging
15,000 to 280,000 lbs.
Electric Towbarless Certified Easy to Use Universal Rugged Simple to Maintain www.
LEKTRO .com
1-800-535-8767 1-503-861-2288 sales@lektro.com
Advertiser’s Index 1st Source Bank...................................................35 Aircraft BlueBook...............................................127 Aircraft Finance Corporation .............................13 Airfleet Capital.......................................................73 Al Jaber Aviation.................................................128 AMSTAT ...............................................................115 Aradian Aviation .................................................113 AvBuyer................................................................108 Avjet Global ................................................. 48 - 49 Avpro ..............................................................14 - 18 Boutsen Aviation................................................105 Bose ........................................................................21 Castle Air.............................................................109 Central Business Jets .......................................139 Conklin & de Decker............................................71 Corporate Angels Network..............................136 Corporate Concepts ...........................................63 Dassault Falcon Pre-Owned. ........................2 - 3
Donath Aircraft Services.....................................79 Duncan Aviation ...........................................24 - 26 Eagle Aviation........................................................39 EBACE.................................................................119 ElliottJets ...............................................................31 Engine Assurance Program ...............................89 European Aircraft Sales ...................................131 Freestream Aircraft...............................................47 General Aviation Services ..................................83 Global Jet Capital.................................................87 Global Jet Monaco........................................ 5 - 11 Hatt & Associates ................................................59 Isle of Man Aircraft Registry ............................127 JetBrokers ..............................................................69 Jetcraft Corporation ..........................42 - 43, 140 Jeteffect .........................................................52 - 53 JetHQ .............................................................44 - 45 JETNET...................................................................27
Jet Sense Aviation .............................................130 Leading Edge Aviation Solutions......................77 Lektro....................................................................137 Lone Mountain Aircraft .....................................107 Mesotis Jets ........................................................132 NAFA ....................................................................126 OGARAJETS................................................36 - 37 Par Avion ................................................................55 Pratt & Whitney .....................................................67 Sky Aviation Holdings .........................................93 Sparfell & Partners ......................................28 - 29 Textron Aviation Pre-Owned ..............................91 The Jet Business..........................................32 - 33 The Private Jet Company ....................................97 Twinjet Aviation Sales .......................................129 Wright Brothers Aircraft Title ..........................101
Copy date for the April 2020 Issue - Wednesday 11 March 2020 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), March 2020, Vol 24 Issue No 3 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.
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AVBUYER MAGAZINE R Vol 24 Issue 3 2020 R
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Aircraft For Sale • AIRCRAFT • HELICOPTERS
AIRCRAFT
PAGE
AIRCRAFT
AIRBUS
CESSNA
ACJ 318 . . . . . . . 33 A318 Elite . . . . . 7 A319 . . . . . . . . . 6 A380-800 . . . . . . 29
Citation
BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 33, 140 BBJ2 . . . . . . . . . 5 BBJ3 . . . . . . . . . 47 737-200 . . . . . . . 63 737-300 . . . . . . . 63 757 . . . . . . . . . . . 49 787-9. . . . . . . . . . 43
BOMBARDIER Global 5000 . . . . 42, 43, 105, 140 Global 6000 . . . . 5, 42, 43, 140 Global 6500. . . . 42 Global 7500 . . . . 5 Global Express . 32 Global Express XRS. 5, 14, 43, 140
Challenger 300 . . . . . . . . . . . 1, 5, 11, 14, 15, 31, . . . . . . . . . . . . . . . 42, 83 350 . . . . . . . . . . . 14, 105, 133 601-1A . . . . . . . . 140 601 3A . . . . . . . . 15 601 3A-ER . . . . . 24 601-3R . . . . . . . . 25, 130 604 . . . . . . . . . . . 15 605 . . . . . . . . . . . 5, 15, 24, 25, 32, 43, . . . . . . . . . . . . . . . 49, 83, 140 650 . . . . . . . . . . . 42, 53, 133 850 . . . . . . . . . . . 5
Learjet 31A . . . . . . . . . . . 69 35A . . . . . . . . . . . 69 36A . . . . . . . . . . . 134 45 . . . . . . . . . . . . 16 45XR . . . . . . . . . . 16, 31, 45, 59, 69 55 . . . . . . . . . . . . 17, 69 60 . . . . . . . . . . . . 16, 25, 43, 83 ,93, . . . . . . . . . . . . . . . 140 60SE . . . . . . . . . . 31, 139 60XR . . . . . . . . . . 45, 97 70. . . . . . . . . . . . . 97 75. . . . . . . . . . . . . 43
PAGE
II . . . . . . . . . . . . . 69 III . . . . . . . . . . . . . 69 V. . . . . . . . . . . . . . 39, 69 VII . . . . . . . . . . . . 53 X . . . . . . . . . . . . . 17, 39, 53 X +. . . . . . . . . . . . 43, 140 XLS . . . . . . . . . . . . 5, 17 CJ1+ . . . . . . . . . . . 31, CJ2. . . . . . . . . . . . . 132 CJ2+ . . . . . . . . . . . 43, 55 CJ3. . . . . . . . . . . . . 26, 31, 55, 69, 97, . . . . . . . . . . . . . . . . 129 CJ3+ . . . . . . . . . . . 55 CJ4. . . . . . . . . . . . 29, 43, 140 Bravo . . . . . . . . . 25, 133 Encore . . . . . . . . 17, 53 Excel . . . . . . . . . . 36 Caravan 208. . . . 43 GrandCaravanEX. 43 Jet . . . . . . . . . . . . 36, 39, 132 Mustang. . . . . . . . 24 Sovereign. . . . . . 133, 135 Sovereign+ . . . . 25 182T . . . . . . . . . . 39 206H . . . . . . . . . . 39, 69 340A RAN VI . . . 39 Ultra . . . . . . . . . . . 69
CIRRUS SR22T. . . . . . . . . 39 SF50 . . . . . . . . . . 107
DAHER SOCATA TBM700A . . . . . . 105 TBM700B . . . . . . 39 TBM930 . . . . . . . 31 TBM940 . . . . . . . 31
DASSAULT FALCON 7X . . . . . . . . . . . . 2, 5, 8, 15, 25, 33, 43, . . . . . . . . . . . 47, 105, 139 8X . . . . . . . . . . . . 3, 15 20C-5AR. . . . . . . 69 20F-5BR . . . . . . . 31 50 . . . . . . . . . . . . 16, 53, 69, 139 50EX . . . . . . . . . . 16 900B . . . . . . . . . . 77 900DX . . . . . . . . 83 900DX EASy . . . 9 900EX . . . . . . . . . 63, 140
AIRCRAFT
PAGE
900EX EASy . . . 15, 16, 25, 32, 52 900LX . . . . . . . . . 43, 140 2000 . . . . . . . . . . 15 2000EX EASy . . 15, 32 2000EX EASy II .59 2000LX . . . . . . . . 3, 79 2000LXS. . . . . . . 2, 3, 43
DORNIER 328-310 . . . . . . . 26
EMBRAER Legacy 450 . . . . 39 Legacy 500 . . . . 16, 26, 43, 140 Legacy 600 . . . . 29 Legacy 650 . . . . 43, 140 Lineage 1000 . . 29, 128 Lineage 1000E . 105, 139 Phenom 100 . . . 36, 107 Phenom 100E . . 24 Phenom 100EV. 36 Phenom 300 . . . 5, 107
GULFSTREAM
AIRCRAFT
PAGE
Premier IA . . . . . 105, 113 A36 Bonanza. . . 45 F33A Bonanza. . 134
Hawker 400XP . . . . . . . . . 36, 45 800A . . . . . . . . . . 135 800XP . . . . . . . . . 16, 29, 36, 53, 97, . . . . . . . . . . . . . . . 140 800XPi . . . . . . . . 16, 42 850XP. . . . . . . . . 31 900XP . . . . . . . . . 16, 31, 36, 43, 77, . . . . . . . . . . . . . . . 113 4000 . . . . . . . . . . 97
HONDA Jet HA 420 . . . . . 31
IAI Astra 1125SP . . 139
NEXTANT 400XT . . . . . . . . . 43, 140 400XTi . . . . . . . . 77
IVSP . . . . . . . . . . 45, 97, 113 V. . . . . . . . . . . . . . 14, 63, 83, 113 150 . . . . . . . . . . . 77 200 . . . . . . . . . . . 14, 105 280 . . . . . . . . . . . 36, 59, 77, 139 450 . . . . . . . . . . . 5, 14, 49, 52, 77, 79, . . . . . . . . . . . . . . . 105, 113, 133 500 . . . . . . . . . . . 48, 77 550 . . . . . . . . . . . 14, 29, 33, 36, 47, 49, . . . . . . . . . . . 52, 77, 105, 113 650 . . . . . . . . . . . 43, 140 650ER. . . . . . . . . 10, 47, 49, 52
PILATUS
HAWKER BEECHCRAFT
AGUSTAWESTLAND
King Air
AW109 C . . . . . . 109 AW109 MkII . . . 109 AW109 Power . . 109 AW109S Grand. 29, 109 AW109SP . . . . . . 25
250 . . . . . . . . . . . 31 200XPR . . . . . . . 69 300 . . . . . . . . . . . 31 350 . . . . . . . . . . . 45 350i . . . . . . . . . . . 59 A100 . . . . . . . . . . 69 B200 . . . . . . . . . . 134 C90 . . . . . . . . . . . 42 C90B. . . . . . . . . . 69 C90GT . . . . . . . . 31
PC-12 NG. . . . . . 131
PIPER Cheyenne IIIA . . 69
HELICOPTERS AIRBUS/ EUROCOPTER EC 120B . . . . . . . 113 EC 145 . . . . . . . . 105 H125 . . . . . . . . . . 135
BELL 212 . . . . . . . . . . . 134 412EP . . . . . . . . . 113 412EMS . . . . . . . 134
Beechcraft
MD
Premier I . . . . . . 42
Hughes 369. . . . 135
The best aircraft for sale search anywhere, everywhere - on pc, smartphone and tablet
Copy date for the April Issue - Wednesday 11 March 2020
138 Vol 24 Issue 3 2020 AVBUYER MAGAZINE
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Mexico office
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TEL: 52.55.5211.1505
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2015 Falcon 7X SN267
Embraer Lineage 1000E SN190-00611
8X Replacement makes this Aircraft Available Now, Will Deliver with United States C of A, Will Deliver with New Paint and Interior, Heads Up Display / Enhanced Vision / Synthetic Vision / Etc / Etc / Etc…
Only 1075 Hours and 450 Cycles Since New; Preferred 19 Passenger Interior, World Wide Ready, Transferrable Warranty and Maintenance Programs
D L SO 2014 Gulfstream G280 SN2039
2004 Falcon 2000EX Easy II SN040
Single owner since new, Enrolled in all Programs (Honeywell MSP Gold & Gulfstream Planeparts), 1,628 Hours, 502 Landings, 4 Year Heavy Check completed at Gulfstream Appleton, FANS/CPDLC, ADS-B, WAAS/LPV, Well maintained, 9 place interior
ESP Gold on Engines, WAAS/LPV, ADS-B Out, CPDLC-FANS/1A, Increased Max Take Off Weight
D L SO 2005 Lear 60SE SN282
Citation Encore SN646
Artex 406 ELT w/ Nav Interface, WX 1000E Stormscope, Lightning Detection System, Ice Detection System, Extended baggage space, WAAS/LPV, Collins ADS-B Out
Cessna Power Advantage on airframe and Engines, Proparts, CESCOM, No damage history
Falcon 50 SN163
Astra 1125SP SN048
MSP Gold on Engines, Enrolled on CASP Avionics Program, New Exterior Paint August 2018 at WestStar, New Carpet and seat conditioning September 2018
Exceptional Pedigree, Airshow 410, Extension Fuel Tanks, External Lav Service, Increased Gross Weight Mod, AirCellST3100 Iridium Radio Telephone
www.cbjets.com ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)
This being the aviation industry, you’d think more companies would share our
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The smoothest connection to your next aircraft.
2013 DASSAULT
foot view. FALCON 900LX S/N 270 • 1,581 Hours; 633 Landings
• Engine and APUview on Programs Up here, the air and the competition are rare. Our birds-eye of the • Fresh from C-Check,
aircraft brokerage market comes from our unmatched combination of ADS-B Compliant nearly 50 years’ experience and a large, global network of partners and customers. That means you have more buy, sell and trade options.
2001 BOEING BUSINESS JET
S/N
put a tailwind on your transaction. Call us and see. You’ll love the view. 2003 DASSAULT FALCON
www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400 900EX EASy S/N 123
• 6,381 Hours; 3,656 Landings • Engines & APU Enrolled on MSP Gold • EASy II Enhanced 3rd Certification
2012 GULFSTREAM G450 S/N 4237
32774
• 4,865 Hours; 1,840 Landings • 2C-Check Completed in November 2019 • Repainted and Refurbished in 2018
2011 BOMBARDIER CHALLENGER 605 S/N 5870
2012 BOMBARDIER GLOBAL 6000 S/N 9470 • 2,412 Hours; 914 Landings 1998 Beechjet 400A • Currently Operated EASA-Malta 2007 Challenger 300 • Fully Enrolled on Programs
ALSO AVAILABLE
I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I
• 2,875 Hours ; 1,984 Landings • Engines and APU on JSSI; Airframe on SPP • ADS-B Out
2011 Challenger 300 1997 Challenger 604 2005 Challenger 604 2007 Challenger 605 2002 Citation Excel 1993 Citation VI 1994 Citation VII
I N FO @ JETC RAF T. CO M
3-2020_AVBuyer_Back Cover_Smoothest Connections.indd 1
• 3,726 Hours; 1,578 Cycles • Engines & APU on Programs • Fresh from 96 Month Inspection
ALSO AVAI L ABLE DOWNLOAD OUR 2014 BOEING 787-8 FEATURED INVENTORY JETCRAFT APP 1983 CHALLENGER 601-1A 2013 CHALLENGER 605 2013 GLOBAL 5000 2016 GLOBAL 6000 2011 GLOBAL XRS 2010 FALCON 900LX 2014 CITATION X+ 2010 CITATION CJ4 2004 LEARJET 60 2012 NEXTANT 400XT Search aircraft listings Sort by manufacturer 2018 LEGACY 500 2006 Citation XLS 2000 Global Listing Express brochures 2011 LEGACY 650 2003 CRJ 200 2001 Hawker 800XP Recent Jetcraft news 2016 GULFSTREAM 1997 CRJ 100SE G650 2002 LearView 45 upcoming events 2005 HAWKER 2008 Falcon800XP 2000DX 2010 Lear 45XR 2003 Falcon 2000EX 2003 Legacy 600 1990 Falcon 50 2012 Lineage 1000 1991 Falcon 50 1996 Sikorsky S-76B 2000 Falcon 50EX 2012 Falcon 7X
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I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I
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